The Anonymous Widower

Elizabeth Line To Open On 24 May 2022

The title of this post, is the same as that of this press release on Crossrail.

This is the sub-title.

Trains to run every five minutes 06:30 – 23:00 Monday to Saturday between Paddington and Abbey Wood.

And these are the first two paragraphs describe what will open.

Transport for London (TfL) has today confirmed that, subject to final safety approvals, the Elizabeth line will open on Tuesday 24 May 2022. The Elizabeth line will transform travel across London and the South East by dramatically improving transport links, cutting journey times, providing additional capacity, and transforming accessibility with spacious new stations and walk-through trains. The Elizabeth line will initially operate as three separate railways, with services from Reading, Heathrow and Shenfield connecting with the central tunnels from autumn this year.

In the coming weeks, Elizabeth line signage will continue to be uncovered across the network in preparation for the start of customer service. The updated Tube and Rail map will also be released later showing the new central section stations connected with the rest of the TfL network for the first time.

These are some points from the rest of the press release.

  • Work will continue in engineering hours and on Sundays to allow a series of testing and software updates in preparation for more intensive services from the autumn.
  • All services between Reading and Heathrow to Paddington and Shenfield to Liverpool Street, currently operating as TfL Rail, will be rebranded to the Elizabeth line.
  • Passengers wanting to do longer journeys may need to change at Paddington or Liverpool Street stations.
  • Services from Reading, Heathrow and Shenfield will connect with the central tunnels in autumn when frequencies will also be increased to 22 trains per hour in the peak between Paddington and Whitechapel.
  • Paddington and Canary Wharf will have a journey time of only 17 minutes. It takes thirty minutes by the Underground.
  • All Elizabeth line stations will be staffed from first to the last train, with a ‘turn up and go’ service offered to anyone needing assistance.
  • Step-free access is in place from street to train across all Elizabeth line stations between Paddington and Woolwich.
  • Work is ongoing at Bond Street Elizabeth line station, which means that it will not open with the other stations on 24 May. It will open later in the year.
  • Changes will be made to 14 bus routes to improve links to Elizabeth line stations in east and south-east London, where many customers will use buses to get to and from stations.
  • Full services across the entire route introduced by May 2023.

I have some thoughts.

My Routes To Crossrail

Like many in London, I will have multiple routes to and from Crossrail.

  • I could take a 21 or a 141 bus from the bus stop round the corner to the Moorgate end of Liverpool Street station on Crossrail.
  • I could take a 38 bus from another bus stop round the corner to Tottenham Court Road station on Crossrail.
  • I could also take a 38 or 56 bus from this stop to Angel station and get a Northern Line train to Liverpool Street station on Crossrail.
  • I could also take a 38 or 56 bus from this stop to Essex Road station and get a Northern City Line train to Liverpool Street station on Crossrail.
  • I could also take a 30 bus from this stop to Highbury & Islington station and get a Northern City Line train to Liverpool Street station on Crossrail.
  • I could take a 30, 38 or 56 from yet another stop  round the corner to Dalston Junction station and get an Overground train to Whitechapel on Crossrail.
  • I could even walk a few hundred metres to take a 76 bus from the stop in the centre of de Beauvoir Town to the Moorgate end of Liverpool Street station on Crossrail.

One of the reasons, I bought my house, was that it would have good connections to Crossrail.

But there is a cloud on the horizon.

My easiest route will probably be to use a 21 or 141 bus direct to Moorgate.

But our South London Mayor in his wisdom is hoping to retire the 21 bus leaving us with just the 141 direct to Moorgate.

I am by training a mathematical modeller and I have lived much of my life at various points on the transport corridor from Cockfosters to Moorgate formed by the Piccadilly Line and the 141 bus. I can even remember using the predecessor of the 141 bus, which was the 641 trolley-bus to come up to London with my grandmother in the 1950s.

I’m certain that when Crossrail opens, that if you live in say Wood Green, Southgate and Oakwood, if you want to use Crossrail to get to Heathrow or Canary Wharf, you will be highly likely to take the Piccadilly Line to Manor House and then take a 141 bus to Moorgate to pick up Crossrail.

The only alternative will be to change at Finsbury Park for the Moorgate Line, which even after the improvements at Finsbury Park, would not be an easy change with a heavy bag or a baby in a buggy.

I talked about this problem before in Does London Need High Capacity Bus Routes To Extend Crossrail?, where I said this.

I suspect that when Crossrail opens, the 141 bus will be heavily used by travellers going between the Northern reaches of the Piccadilly Line and Crossrail at Moorgate.

The 141 bus goes between London Bridge station and Palmers Green and it has a route length of about nine miles.

Currently, buses run every fifteen minutes or so, but I doubt it will be enough in future as Transport for London are rerouting the closely-related 21 bus.

I suspect any route seen as an extension of Crossrail needs to have the following characteristics.

  • High frequency of perhaps a bus every ten minutes.
  • Interior finish on a par with the Class 345 trains.
  • Wi-fi and phone charging.

I would also hope the buses were carbon-free. Given that some of these routes could be quite long, I would suspect hydrogen with its longer range could be better.

It should be noted that the 43 bus, that passes Moorgate, is already carbon-free.

I will be interested to see what action is taken by  Transport for London.

I believe their current plan is lacking and will make it difficult for those where I live to get to Crossrail at Moorgate.

Feeder Bus Routes To Crossrail

I believe that there could be considerable scope for more high-capacity high-quality feeder routes to and from Crossrail.

Currently, there are four bus routes that pass Moorgate station, that come into this category.

  • 21 – Lewisham Shopping Centre and Newington Green
  • 43 – London Bridge Station and Friern Barnet
  • 76 – Waterloo Station and Stoke Newington
  • 141 – London Bridge Station and Palmers Green

How many other routes are there, that stop outside a Crossrail station?

I suspect that for many Londoners and visitors, a bus to Crossrail will be their fastest way to their ultimate destination.

For instance, my fastest way to Bond Street, Canary Wharf, Ealing, Heathrow, Paddington and Reading will start with a bus to the Crossrail entrance at Moorgate station.

And it looks like Transport for London will be reducing my bus frequency to Moorgate, when it probably needs a slight increase.

Crossrail’s North-West Essex Extension

One of the elegant parts of Crossrail’s design is its interchange with the Central Line at Stratford station.

  • The Eastbound Crossrail and Central Line platforms share an island platform.
  • The Westbound Crossrail and Central Line platforms share an island platform.

This arrangement allows step-free cross-platform interchange between the two lines.

This map, which was clipped from Wikipedia, shows the North-Eastern end of the Central Line.

 

I am sure, that those who live to the North-East of Stratford station will be some of the residents of London, who benefit the most from Crossrail.

The following stations are step-free.

  • Buckhurst Hill
  • Debden
  • Epping
  • Hainault
  • Newbury Park
  • Roding Valley
  • South Woodford
  • Stratford
  • Woodford

I suspect more stations will be made step-free.

Cross-Platform Interchanges

It was originally planned, that a similar cross-platform interchange would have been built at Walthamstow Central station, that would have allowed the Victoria Line to continue to Woodford.

As the Stratford interchange works so well, I’m surprised the track layout hasn’t been used at more places on London’s rail network.

The Whitechapel Reverse

In Is Whitechapel Station Going To Be A Jewel In The East?, I discussed the importance of Whitechapel station.

Whitechapel station solves the round-the-corner problem for passengers, who want to go between say Romford and Woolwich stations.

Passengers just walk the few metres between the two platforms at Whitechapel station and take the first train to their destination.

I call stations like Whitechapel reversal stations, as they allow passengers to easily reverse direction. There is more about reversal stations in Reversal Stations.

 

 

 

 

 

 

 

May 15, 2022 Posted by | Transport/Travel | , , , , , , , | 4 Comments

London Underground Gets Approval For Walthamstow Central Tube Station Upgrade

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

It is from over a year ago and I’m only including it, as it includes a cutaway of the upgrade.

I go regularly to Walthamstow Central station and hopefully, this will make my journeys easier in busy times.

This paragraph from Wikipedia  describes some of cost-cutting design features of the current station.

The underground station, like many stations on the Victoria line, was built to a low budget. White ceiling panels were never fixed to the ceilings above the platforms; instead the steel tunnel segments were painted black and used to support the fixtures and fittings, cutting lighting levels. A concrete stairway sits between two escalators instead of a third; this economy caused a disruptive station closure for several weeks in 2004 when both escalators went out of service.

Hopefully, these short comings will be addressed in the upgrade.

But it doesn’t appear there will be step-free interchange between Underground and Overground.

April 17, 2022 Posted by | Transport/Travel | , , , , , | Leave a comment

A Thought On The Prospects For Crossrail

Someone asked the question, in a discussion group, that I visit, if Crossrail will be a success.

I believe that you only have to look at the success of the London Overground to realise that Crossrail will be a success.

When the North London Line reopened as the first route of the London Overground with new Class 378 trains, it used to run four-car trains at a frequency of six trains per hour (tph) between Stratford and Willesden Junction stations.

Now the line runs eight tph on that route and the trains are five cars.

That is a capacity increase of 66% in terms of cars per hour.

And still at times, the trains are full and Transport for London are looking at ways of adding extra trains and/or cars.

Crossrail will have the factors going for it, which helped to make the Overground that success. It is new and has a novelty value, but above all like the Overground, it is built for full-sized people, who could be pushing bikes and buggies and trailing baggage.

Crossrail, also increases options for alternative routes for Londoners , who are World Champions at ducking-and-diving.

Crossrail has also been designed so that the trains can be extended.

If Crossrail has a problem, other than the lateness and budget overrun, it is that it doesn’t connect to the Victoria or Piccadilly Lines.

February 18, 2022 Posted by | Transport/Travel | , , , , , , | 12 Comments

Does Anybody Know Of A Shuttle Train Without A Timetable?

In Very Light Rail – A Revolution, I suggested that automated shuttle trains could be run between West Ealing and Greenford on the Greenford Branch.

Trains would not run to a timetable, but when they were ready and the line was clear, they would move to the next station.

I suspect the safest way would be for when the driver had a green signal and the doors were closed, they just pressed a button which told the train to proceed to the next station.

I believe this was the system, that was used when the Victoria Line was opened in 1968.

It has its advantages.

  • On average passengers don’t have to wait so long.
  • If the driver sees a group of passengers coming, he can delay the train for a minute or so until they have got on.
  • If perhaps a passenger in a wheelchair is having a bit of difficulty, he can wait.
  • If, as on the Greenford Branch, another train needs to come through, the shuttle train can park up in a platform and continue operating after the second train has cleared. Separation between the lightweight passenger train and any other train is maintained at all times.

But the biggest advantage is that you get more trains per hour (tph).

I know that cable cars, cliff railways, funiculars and of course lifts often work without a timetable, but does anybody know of a rail line, that works without one?

January 12, 2022 Posted by | Transport/Travel | , , | Leave a comment

Would Automated Trains With The Ability To Run Backwards Improve Passenger Train Services?

At several stations on the UK rail network trains reverse direction, where the driver changes cabs before driving the train out of the station.

A classic example is at Bourne End station on the Marlow Branch Line.

  • There is one train per hour (tph)
  • The branch is seven miles long.
  • The journey takes around twenty-three minutes.
  • There are several level crossings.
  • Turnrounds take around ten minutes at Marlow and Maidenhead.
  • There are three intermediate stations; Furze Platt, Cookham and Bourne End.
  • Stops at the first two stations are timing for half-a-minute, whereas four-and-half minutes are allowed at Bourne End.

I wonder whether with a specially-designed train, that the service frequency could be doubled to two tph.

In the 1960s, Victoria Line trains had a sophisticated control system, which when the driver saw that everything was safe in a station and the signals were green, they just pushed a button and automation moved the train to the next station, where the doors opened automatically.

I am sure that sure a system would work on the Marlow Branch Line.

  • All station stops, including Bourne End would be half-a-minute and this would save four minutes.
  • The driver would stay in one cab making sure everything was working well.
  • The driver would monitor everything on CCTV.
  • The driver would probably be in the Bourne End end of the train for safety reasons.
  • There would only be one train on the line at any one time, which increases safety.

Could track improvements and faster running bring the Marlow and Maidenhead time back to under fifteen minutes?

This would give two tph with the only infrastructure work being probably realigned track for faster running and repeater signals, so the driver would be informed all the time.

This is just a simple example and I am sure there are many more.

Conclusion

Automation can improve service frequency to the benefit of both passengers and operators.

December 21, 2021 Posted by | Transport/Travel | , , | 1 Comment

Digital Signalling Work Outlined By Network Rail For Northern City Line

The title of this post, is the same as that of this article on Rail Business Daily.

This is the first paragraph.

Network Rail has detailed work due to be delivered on the Northern City Line to Moorgate.

I use this line regularly and I believe that with digital signalling the Northern City Line could see a large increase in frequency.

Currently, the service from Moorgate is as follows.

  • 4 tph to Welwyn Garden City via Potters Bar
  • 4 tph to Hertford North of which 2 tph extending to Watton-at-Stone and 1tph of those continuing to Stevenage.

Note.

  1. tph is trains per hour.
  2. Although the service is reduced from that shown, because of the pandemic and lower passenger demand.

But eight tph means a train every seven minutes and thirty seconds.

If you look at London’s high frequency lines, they have or will have passenger frequencies as follows.

  • Crossrail – 24 tph on dedicated tracks with digital signalling.
  • East London Line – 16 tph on dedicated tracks.
  • North London Line – 8 tph on tracks shared with freight trains.
  • Thameslink – 24 tph on dedicated tracks with digital signalling.

Note.

  1. The East London Line is planned to go to 20 tph with two extra tph to Clapham Junction and Crystal Palace.
  2. 20 tph means a headway between trains of three minutes.
  3. 24 tph means a headway between trains of two minutes and thirty seconds.

It should also be noted that the Victoria Line runs upwards of thirty tph on a fully digitally-signalled line.

What Level Of Service Would Be Possible?

These are my thoughts on various aspects of the Northern City Line.

How Many Trains Could Be Handled Between Finsbury Park And Moorgate?

This section of track is a simple double-track with a diamond crossing to the North of the two platforms at Moorgate, so that trains can use either platform.

This layout is used at Brixton and Walthamstow Central on the Victoria Line and Battersea Power Station on the Northern Line to name just three of many.

So I suspect that the track layout at the terminus at Moorgate can handle well-upwards of twenty tph.

The new Class 717 trains that run into Moorgate have an operating speed of 85 mph, which is faster than the previous Class 313 trains, which appear to have run at 30 mph South of Drayton Park.

I suspect that eventually twenty or even twenty-four tph will be possible on a digitally-signalled route between Finsbury Park and Moorgate.

But in the interim, sixteen tph would be a good compromise.

How Many Trains Could Be Handled On The Current Routes?

Currently, four tph use the both the Welwyn Garden City and the Hertford East/Stevenage routes.

I am fairly sure that both routes could handle eight tph, with the only proviso, that there is enough terminal capacity to turn the trains.

Looking at the layout of Welwyn Garden City station, I am certain that it could be modified to be able to handle eight tph.

I would hope that the new platform at Stevenage station, built to handle trains to and from Moorgate, can cater for four tph. As there are turnback platforms at Gordon Hill and Hertford North stations, I’m sure the other four tph could be handled.

The Piccadilly Line And The City of London

It has always been difficult to get between the Northern section of the Piccadilly Line and the City of London.

In the 1960s, I used to use my bicycle. By public transport, you generally had to use the bus or the 641 trolley bus to Moorgate.

With the improvement of the Northern City Line and Finsbury Park station, the fastest route to Moorgate is probably to change between the Piccadilly and Northern City Lines at Finsbury Park station.

Increasing the frequency of Northern City Line services between Finsbury Park and Moorgate would create a high-capacity route to the City for those commuting from the Northern section of the Piccadilly Line.

The Piccadilly Line And Crossrail

There is no connection between the Piccadilly Line and Crossrail.

A trip between Oakwood and Canary Wharf would be difficult.

As with getting to the City of London, the improvement of the Northern City Line and Finsbury Park station offers a route to Crossrail.

Oakwood and Canary Wharf would probably be done with changes at Finsbury Park and Moorgate.

The Victoria Line And The City of London

There is a cross-platform interchange at Highbury & Islington station between the Victoria and Northern City Lines.

With an increased frequency of Northern City Line services between Finsbury Park and Moorgate, I would expect that more people would use this route.

The Victoria Line And Crossrail

There is no connection between the Victoria Line and Crossrail.

The easiest route will be to take the route in the previous section and join Crossrail at Moorgate.

Conclusion

It does look that with the current routes sixteen tph to and from Moorgate could be a practical limit.

But that would still be a train every three minutes and forty-five seconds between Finsbury Park and Moorgate.

This increased frequency could be needed to create a high capacity link between the Northern sections of the Piccadilly and Victoria Lines and the City of London and Crossrail.

 

November 23, 2021 Posted by | Transport/Travel | , , , , , , , | 11 Comments

Thoughts On Splitting The Northern Line

In Battersea Power Station Station Opens, I talked about the scale of the new Battersea Power Station station.

  • It looks like it could have three entrances.
  • It’s got four escalators and two lifts to go to down to platform level.
  • It has two terminal platforms.

I feel it has been designed to handle as many passengers and trains as Morden station.

  • Morden station has five platforms.
  • The station is step-free.
  • The station handles ten million passengers per year.

The signalling can handle up to thirty trains per hour (tph) to Morden.

It looks to me that Battersea Power Station station has been designed to be big enough to take half the trains from North London with ease.

The Proposed Split

There has been talk of splitting the Northern Line into two separate lines for some years.

  • The Western Line (Charing Cross Line) would run between Edgware and Battersea Power Station via Camden Town, Euston, Charing Cross and Kennington.
  • The Eastern Line (Bank Line) would run between High Barnet and Morden via Camden Town, Euston, Bank and Kennington.

Note.

  1. I will call the two lines the Bank and Charing Cross Lines.
  2. Both lines could have Victoria Line frequencies of over thirty tph.
  3. It is generally felt that the split would need a rebuild at Camden Town station to handle the extra passengers.
  4. Camden Town station needs better access between the trains and the street.
  5. There would need to be better connections at Kennington and Euston stations.

Surely, the main advantages of the split would be as follows.

  • Trains on both lines would go end-to-end without crossing a junction, where signals and points were constantly switching trains. This is why the Victoria Line can handle more than thirty-three tph.
  • Trains will run at Victoria Line frequencies on both lines.
  • All trains at Camden Town and Kennington stations would use a route without points to go as fast as possible through the station.
  • Eliminating the points, would make both lines more reliable.
  • Euston station will have upwards of sixty tph connecting it to Crossrail.

Effectively, the new Bank and Charing Cross Lines would be able to perform just like Dear Old Vicky.

I will now look at where work needs to or could be done to successfully split the two lines.

Kennington Station

In Could Access Between Platform And Train Be Improved At Kennington Station?, I outlined how passengers might use Kennington station to change between the Bank and Charing Cross Lines.

I developed this rule.

The rule would appear to be if you’re on one line and are going to a station on the other, you change at Kennington station.

Staff would need to be on the platform to help those, who were changing direction.

But I do think changing can be made to work well with step-free access between train and platform on all four platforms at Kennington station.

It will be interesting to see, what proportion of train changes at Kennington are simple cross-platform changes, where there is no use of the steep stairs. I think it could be quite high.

I believe Kennington station will grow into a very smooth interchange between the Bank and Charing Cross Lines.

Although, there’ll be a problem for some time, if you’re in a wheelchair and want to go between Morden and Battersea Power station.

This could be solved by lifts between each pair of platforms and the intermediate level passage, which connects to the lifts to the surface.

The Camden Town Problem

This map from cartometro.com shows the lines around and through Camden Town station.

Note.

  1. Camden Town station has four platforms.
  2. The Eastern pair are under Kentish Town Road and connect to High Barnet in the North.
  3. The Western pair are under Camden High Street and connect to Edgware in the North.
  4. In each pair of tracks the Northbound track is above the Southbound track.
  5. There is a level passage between the two Northbound tracks, so it is an easy interchange, if you’re on the wrong train going North.
  6. The passage between the two Southbound tracks has stairs at either end, if you want to change Southbound trains at the station.

But the real problem lies South of the station; the horrendously complicated Camden Town Junction.

The junction must be able to handle trains going between the following stations.

  • Bank and Edgware
  • Bank and High Barnet
  • Charing Cross and Edgware
  • Charing Cross and High Barnet

Note in the map, that the High Barnet tracks dive under the Edgware tracks so they can form two separate pairs of tracks to Euston, only one of which goes via Mornington Crescent.

If there was a similar junction on the motorways of the UK or the Interstate Highways of the US, it would have years ago been simplified.

The split will mean the following.

  • The Eastern pair of platforms will still be connected to High Barnet as now, but will also be directly connected to the tracks that go directly to Euston and on to Bank.
  • The Western pair of platforms will still be connected to Edgware as now, but will also be directly connected to the tracks that go to Euston via Mornington Crescent and on to Charing Cross.
  • Camden Town Junction could be seriously simplified, with perhaps the ability to swap between routes only available for depot and engineering movements.

I do suspect, it would also mean all trains from High Barnet will go via Bank and all trains via Edgware will go via Charing Cross.

  • A proportion of passengers would have to change at Camden Town.
  • Both routes would connect to High Speed Two at Euston.
  • Both routes connect to the Central, Jubilee, Piccadilly and Victoria Lines.
  • Improvements promised for Euston will give better access to the Sub-Surface Lines.

I think it will be a case of winning some good routes and losing others. Disgusted from Finchley might complain.

But then there will be Crossrail, which as it connects to both lines at Tottenham Court Road and Moorgate could give serious advantages.

The split isn’t without passengers who will object to losing their preferred route.

Camden Town Station

This document on TfL’s web site gives more details of the proposed capacity upgrade at Camden Town station. This schematic of the tunnels, platforms and walkways shows how the station could look in a few years time.

Note.

  1. New tunnels are shown in light grey.
  2. Existing tunnels are shown in dark grey.
  3. The Northbound platforms are above the Southbound ones.
  4. The tunnels in the foreground are those of the Charing Cross Line.
  5. The far tunnels are those of the Bank Line.
  6. The new Buck Street entrance is labelled 8.
  7. There is a new pedestrian tunnel between the two Northbound Lines.
  8. Below it is a new tunnel between the two Southbound Lines.
  9. There is an existing passage linking the four lines.

The full upgrade is very much on the back burner, but could Camden Town station be upgraded with the proposed extra cross passages.

  • These would enable passengers to change lines easily on the level.
  • Passengers changing between the Bank and Charing Cross Lines would be kept away from the existing escalators and the space at their bottom.
  • The tunnels would increase the circulation area.
  • The tunnels would be part of the new Buck Street entrance if it were to be built.

I feel with improved cross-platform interchange, Camden Town could function as an interchange station between the Bank and Charing Cross Lines.

A similar rule as I used for Kennington station would apply for passengers.

The rule would appear to be if you’re on one line and are going to a station on the other, you change at Camden Town station.

Staff would need to be on the platform to help those, who were changing direction.

But it would be a more comprehensive and easier interchange than Kennington, as all changes would be without steep stairs.

Once Camden Town station is working well with the new cross passages, I would then get a developer to put a large development on the proposed site of the Buck Street entrance, with a new entrance with lifts and escalators underneath, that reached down to the new cross tunnels.

After what the contractors did at Whitechapel, I suspect this could be achieved, whilst keeping the trains running and leaving the existing Camden Town station intact.

This Google Map shows the area between Camden Road and Camden Town stations.

Note.

  1. Camden Road station on the North London Line is in the North-East corner of the map.
  2. Camden Town station is at the bottom of the map towards the West.
  3. The Charing Cross Line to Edgware is under Camden High Street.
  4. The Bank Line to High Barnet is under Kentish Town Road.
  5. Buck Street is to the North of Camden Town station connecting Camden High Street and Kentish Town Road.
  6. The red-roofed building in Buck Street is the former Hawley School, which is now owned by Transport for London and is earmarked for the new station entrance.
  7. The Regent’s Canal, which has a convenient towpath, runs East-West across the map.
  8. A lot of development is happening on the North bank of the canal.

The map doesn’t show how difficult it is to walk between the two stations along the busy Camden Road.

In Between Camden Road And Camden Town Stations Along The Canal, I walked between the two stations along the canal and then up Kentish Town Road. It took me fourteen minutes in total with seven minutes between the canal and Camden Town station.

I believe the following will happen.

  • People living and working in the new developments will need access to Camden Town station.
  • The Regent’s Canal towpath will be updated into a safer walking route between Camden Lock and Camden Road station, that serves a lot of the developments.
  • More tourists will need to get to Camden Lock and the markets.

These will increase the need for extra capacity at Camden Town station.

The only way it will get built is by a private developer, who puts a lot of housing on the Buck Street site and sells it as quality housing in an iconic location.

A lot of politicians won’t like it, but solving the problems at Camden Town station, which is an overcrowding accident waiting to happen, is more important than their egos.

These pictures show some of the features of Camden Town station.

I believe Camden Town station could grow quickly into a very smooth interchange between the Bank and Charing Cross Lines.

In a few years time, when the Buck Street entrance is built, the capacity problems will be on their way to solution.

Finally, once the Buck Street entrance is complete, the original station can be refurbished.

 

Euston Station, Crossrail, Crossrail 2 and the Northern Line

Consider.

  • Euston station is a very busy station and it will be even busier, when High Speed Two opens.
  • Crossrail 2 will not be built before High Speed 2 opens.
  • The Victoria Line doesn’t connect to Crossrail.
  • The only connection between Euston station and Crossrail are the two branches of the Northern Line.

Splitting the Northern Line into the Bank and Charing Cross Lines will increase the number of Northern Line trains through Euston to at least sixty tph, if both lines can handle Victoria Line frequencies.

It looks to me, that making the Northern Line step-free at Euston is the best short-term alternative to building Crossrail 2.

Euston Station

Euston station is the third station, where the Bank and Charing Cross Lines connect.

This map from cartmetro.com shows the Northern Line through Euston station.

Note.

  1. The Northern Line is shown in black.
  2. The Victoria Line is shown in blue
  3. The Sub-Surface Lines are shown in purple and yellow.

In the map, the platforms are as follows going from top to bottom.

  • Platform 1 – Northbound – Northern – Charing Cross to Camden Town
  • Platform 2 – Southbound – Northern – Camden Town to Charing Cross
  • Platform 6 – Southbound – Northern – Camden Town to Bank
  • Platform 5 – Northbound – Victoria – Victoria to Walthamstow
  • Platform 4 – Southbound – Victoria -Walthamstow to Victoria
  • Platform 3 – Northbound – Northern – Bank to Camden Town

It  is a bit unusual as the cross-platform interchange between Bank and Victoria Lines involves a change of direction.

With the development of Euston station for High Speed Two, I am sure interchange between the two branches of the Northern Line and the other lines at Euston will be made step-free.

Plans have already been published that will connect Euston Square station and Euston station. I wrote about it in The New Step-Free Entrance At Euston Square Station.

These pictures are of Euston station.

I feel the wide Platform 6 could give scope for innovation.

Level Access Between Train And Platform

I believe that many platforms on the Northern Line can be modified to give level access between train and platform.

In Could Access Between Platform And Train Be Improved At Kennington Station?. I outlined how it could be achieved at Kennington station.

At Kennington station, all platforms are straight and this is a prerequisite to making the access level.

I also feel that any straight platform with a Harrington Hump could effectively be given a full length hump.

I suspect that a lot of stations could be converted to level access between train and platform

Conclusion

I believe that splitting the Northern Line would be very worthwhile.

 

 

 

 

 

 

 

September 27, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , | Leave a comment

London Will Still Need Crossrail 2 To Deal With HS2 Influx, London Mayor Predicts

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

This is the first paragraph.

Sadiq Khan says he expects mothballed scheme will eventually get built.

I don’t disagree that it will eventually get built, but it will be long after both Sadiq Khan and myself have gone.

You might think, that as I live in Dalston, I would be very much in favour of Crossrail 2 being built as soon as possible.

But then, I’m a duck-and-diver and there will always be a quick route to get to Euston.

I currently use four routes regularly and coming home, if it’s late or I want to get home quickly to cook supper say, I can take a taxi for a reasonable price.

The easiest way is actually to walk about two hundred metres and get a 73 bus to directly outside Euston station.

I very much feel we need to improve access in London to High Speed Two and that this can be done by making sure several smaller projects are completed before High Speed Two opens.

Improved Underground Connections At Euston Station

This page on the High Speed Two web site, says this about the station layout and Underground connections at the rebuilt station.

HS2 will deliver eleven new 400m long platforms, a new concourse and improved connections to Euston and Euston Square Underground stations. Our design teams are also looking at the opportunity to create a new northerly entrance facing Camden Town as well as new east-west links across the whole station site.

I would suspect that connection to the Underground will have step-free options.

I wrote about Underground connections at Euston station in Ian Publishes Details Of Future Developments At Euston And Euston Square Underground Stations.

The developments certainly look comprehensive and include a new entrance in Gordon Street on the South side of Euston Road.

Note.

  1. The view is looking North.
  2. A tunnel from this entrance will lead to the Eastern ends of the platforms at Euston Square station, where it appears there will be at least escalator access.
  3. The tunnel will also lead into Euston station.
  4. It is a simple improvement, that shouldn’t be too challenging.

This diagram shows the layout of the tunnel.

It looks to me to be a neat design, that could be installed between Gordon Street and Euston Square stations without disturbing the traffic on the busy Euston Road.

Once the subway and the Gordon Street entrance were built, there would have these benefits.

  • There would be a step-free route between Euston and Euston Square stations.
  • It would be a shorter walk  in an air-conditioned tunnel, rather than currently along the very polluted Euston Road.
  • It would be the fastest way to transfer between Euston and Kings Cross or St. Pancras stations.
  • It would give excellent access to the other London terminal stations of Liverpool Street, Moorgate and Paddington.
  • It would give step-free access to Crossrail at Farrington, Liverpool Street, Moorgate, Paddington and Whitechapel
  • With a change at Farringdon or Liverpool Street to Crossrail, it would offer the fastest route to Canary Wharf.
  • The Gordon Street entrance would improve walking routes between Euston station and University College London and other buildings on the South side of Euston Road.

I also suspect that as this project is part of the rebuilding of Euston station for High Speed Two, that it will be completed before Euston station opens for High Speed Two.

If possible, it should be built much sooner to improve access between Euston station and the sub-surface lines.

Once open, even without other improvements at Euston station, this subway would improve access to Euston station by a very substantial amount.

Camden Town Station Upgrade

In 2015, I went to see an exhibition about the proposed expansion of Camden Town station and wrote The Camden Town Station Upgrade Exhibition.

I believe this upgrade should be delivered before High Speed Two opens around the end of this decade.

But due to the financial problems of Transport for London, this project has now been kicked into the long grass.

The Wikipedia entry for Camden Town station, states that upgrading the station will take four years.

Northern Line Split

The completion of the Camden Town Station Upgrade will enable the splitting of the Northern Line into two separate lines, after the completion of the Northern Line Extension to Battersea and the Bank Station Upgrade.

  • Northern Line West – Edgware to Battersea Power Station via Camden Town, Euston, Charing Cross and Waterloo.
  • Northern Line East – High Barnet to Morden via Camden Town, Euston, Kings Cross, Moorgate, Bank and London Bridge.

Each branch will be running at least 24 trains per hour (tph) and will significantly increase capacity between High Speed Two and other terminal stations and the City of London.

The Northern Line should be split into two lines by the time High Speed Two opens, but with no start date in sight for the Camden Town Station Upgrade, this might not be possible.

Victoria Line Improvements

The Victoria Line or Dear Old Vicky probably won’t be able to help much, but I do think it would be feasible to improve the three most inadequate stations on the line.

I doubt the money can be found to carry out these improvement projects, that are essential, but very much smaller than the Camden Town Station Upgrade.

Sub-Surface Lines Improvements

The big project on the Circle, District, Hammersmith & City and Metropolitan Lines is the Four Lines Modernisation (4LM) project.

  • It is an upgrade of the trains, track, electrical supply, and signalling systems.
  • This will add 27 % more capacity in the Peak.
  • As anybody will know, who has been to a major event at Wembley Stadium, the new S8 Stock trains, that have been running for a few years now, have an almost infinite capacity.
  • Incidentally, the S8 Stock trains hold 1350 passengers, which is not far short of the 1500 that each Crossrail Class 345 train can hold.
  • Euston Square station will have a step-free connection from the rebuilt Euston station complex.

Most of the Modernisation will be completed by 2023.

I believe that the sub-surface lines will become the main method to get to and from the upgraded Euston station, until Crossrail 2 is built.

  • There will be direct trains to around seventy stations from Euston Square station.
  • With a change at Paddington to Crossrail, there is a route to Heathrow Airport and Reading.
  • With a change at Farringdon or Liverpool Street to Crossrail, there is a route to East London, Canary Wharf and South East London.
  • With a change at Farringdon to Thameslink, there are routes to over a hundred stations.
  • With a change at Whitechapel to the East London Line, there are routes to North, East and South London.

When you consider that the Metropolitan Line opened in 1863 and was the first passenger-carrying underground railway in the world, hasn’t it done well?

When the Euston Square station upgrade is complete, I will probably use that route to get home from Euston, changing on to a bus at Moorgate, which stops close to my house.

Old Oak Common Station

High Speed Two’s Old Oak Common station is introduced like this on this page on the High Speed Two web site.

Old Oak Common is a new super hub set to be the best connected rail station in the UK.

This map from Transport for London shows the various lines at the station.

Note.

  1. The bright blue line is High Speed Two.
  2. The purple line is the Great Western Main Line and Crossrail.
  3. I suspect that the interchange between these three lines will be a good one.
  4. Will all Great Western services stop at Old Oak Common station?
  5. The orange lines are London Overground services, with two new stations; Old Oak Common Lane and Hythe Road close to the main Old Oak Common station.
  6. The green line is the Southern service between Milton Keynes and South Croydon.
  7. The red line is the Central Line and it could be joined to the main station.
  8. There are plans for a West London Orbital Railway, from Brent Cross and West Hampstead in the North to Hounslow and Kew Bridge in the West, that would call at the main Old Oak Common station.

Old Oak Common station could be well connected to most of London, through its Crossrail. London Overground and West London Orbital connections.

It is my view that these three smaller projects must be completed before the opening of High Speed Two.

  • Hythe Road station
  • Old Oak Common Lane station
  • West London Orbital Railway.

None of these three projects would be very challenging.

Chiltern Railways And High Speed Two

Chiltern Railways already have a London Marylebone and Birmingham Moor Street service

Birmingham Moor Street station will be close to High Speed Two’s Birmingham Curzon Street station.

Plans exist for a second London terminus for Chiltern Railways close to the main Old Oak Common station.

  • Could Chiltern Railways become a partner for High Speed Two on routes like between Leeds and Banbury?
  • They could certainly bring passengers to Old Oak Common from Buckinghamshire, Oxfordshire and Warwickshire.
  • One of my principles on High Speed Two, is that it should be a One-Nation railway.

Old Oak Common would be a very different station to Marylebone with its very useful Crossrail. London Overground and West London Orbital connections.

The terminal for Chiltern Railways at Old Oak Common is another project that should be completed before the opening of High Speed Two.

The Duality Of Euston and Old Oak Common Stations

Euston and Old Oak Common stations could almost be considered to be one station.

  • All High Speed Two trains terminating or starting at Euston also call at Old Oak Common station.
  • They will be just five minutes apart.
  • Both stations have comprehensive networks of connections.
  • Taken together the connections from both stations cover most of London and the South East.

There could be advantages for both operators and passengers.

  • Would a ticket to and from London Terminals be usable at both stations?
  • For some London destinations, passengers might prefer to use one terminal or the other.
  • By changing at Old Oak Common to Crossrail will probably be the fastest way to Heathrow, the West End, the City, Canary Wharf and other places.
  • Passengers could make the decision about the London terminal to use en route.
  • Operators sometimes put the cleaning crew on the train at the last station before the terminal to save time in the turnround. The closeness of the two stations would enable this.

I think the London end of High Speed Two has been designed to make it easy for the operator and passengers.

The Losers If Crossrail 2 Isn’t Built

Crossrail 2 will provide better access to High Speed Two and the London terminals of Euston, Kings Cross, St. Pancras and Victoria for parts of London and the South East.

Victoria Line Passengers

The Victoria Line will have interchanges with Crossrail 2 at the following stations.

  • Tottenham Hale
  • Euston and Kings Cross St. Pancras on the Victoria Line and Euston St. Pancras on Crossrail 2
  • Victoria

Note.

  1. Crossrail 2 will relieve capacity on the Victoria Line between Tottenham Hale and Victoria
  2. There will be a very comprehensive interchange at Euston St. Pancras to serve High Speed Two, Eurostar and classic lines out of Euston, Kings Cross and St. Pancras.

From what has been disclosed about the connrection between Euston and Euston Square stations transfer between Euston and Kings Cross and St. Pancras will be a lot easier than it is now.

This reworking of the poor connection to Euston Square station might take some pressure off the Victoria Line.

It might also might be possible to squeeze more trains down Dear Old Vicky.

Passengers On The Suburban Lines Into Waterloo

The suburban lines into Waterloo will go into tunnel at Wimbledon and connect directly to Victoria, Euston, St. Pancras and Kings Cross.

This will be superb access for South West London to four major London terminals.

Without Crossrail 2, passengers  will have to use one of these routes to get to and from Euston.

  • Change at Waterloo to the Northern Line.
  • Change at Waterloo to the Bakerloo Line and then at Oxford Circus to the Victoria Line.
  • Change at Vauxhall to the Victoria Line.

Could it be, that the Northern Line Extension should be extended to Clapham Junction station, as it is an aspiration over a safeguarded route under Battersea Park?

In An Analysis Of Waterloo Suburban Services Proposed To Move To Crossrail 2, I showed it was possible to run a Crossrail 2 schedule of four tph into Waterloo station, if the following were done.

  • More platform capacity in Waterloo.
  • Modern high-performance 100 mph trains like Class 707 trains or Aventras.
  • Some improvements to track and signals between Waterloo and Wimbledon stations.
  • Wimbledon station would only need minor modifications.
  • A measure of ATC between Waterloo and Wimbledon stations.

This would not be a large project

Passengers In Balham And/Or Tooting

Crossrail 2 is planned to run between Wimbledon and Victoria via the following stations.

Note.

  1. Crossrail 2 should take pressure off the Northern Line.
  2. Public Opinion is against King’s Road Chelsea station. How will their cleaners, cooks and nannies get to work? Especially, as the roads in the area are already jammed by Chelsea tractors.
  3. The original route favoured Balham to give an interchange with National Rail. Tooting Broadway also has geological problems for the tunneling.
  4. On the other hand, Sadiq Khan supports the route through Tooting Broadway, which better serves his former constituency.

This Map from cartometro.com shows the rail lines in the area.

Note.

  1. Balham station in the North is an interchange station between the Northern Line and National Rail, with a possible four National Rail platforms.
  2. Tooting Broadway is a simple through station on the Northern Line.
  3. The next station after Wandsworth Common towards London is Clapham Junction.
  4. Transport for London have been advocating a new Streatham Common station, that would be an interchange between the lines through Streatham Common and those through Streatham.
  5. Streatham and Tooting stations are on the Wimbledon Loop Line, which only carries two tph in both directions.

Since I have been writing this blog, there have been several ideas to make better use of the National Rail lines in this area.

There was even a plan that I wrote about in 2016 called The Streatham Virtual Tube.

  • Trains would run through Streatham Common, Streatham, Streatham, Hill, Balham, Wandsworth Common, Clapham Junction and into Victoria.
  • Trains could also go North from Clapham Junction to Old Oak Common for High Speed Two.
  • The Streatham Common Interchange would be built. This would give a useful interchange to the Wimbledon Loop Line.
  • There would be four tracks through Streatham.
  • A tunnel would be build to allow trains to go through both Streatham and Streatham Hill stations.
  • It would have an interchange at Balham with the Northern Line.
  • It could have an interchange at Clapham Junction with an extended Battersea Branch of the Northern Line.
  • Suppose it had a frequency of perhaps six or even ten tph.

I think it might work, but it shows what can be done, with a bit of out-of-the-box thinking.

Passengers In Dalston And Hackney

One of the entrances to the proposed massive double-ended Crossrail 2 station at Dalston will be at the end of my road and very close to where my mother used to work and where her mother was actually born.

East London had not had major rail improvements since the 1950s and 1960s, when most of the lines into Liverpool Street were electrified and the Southbury Loop was reopened.

But since the creation of the Overground in 2007 from the remains of the ill-performing Silverlink, with the addition of new trains and ticketing and a good clean, there has been a series of smaller projects that have been completed, in and around East and North London.

Note.

  1. There have also numerous smaller upgrades like the addition of lifts to several stations.
  2. Stations between Stratford and Shenfield have been upgraded for Crossrail.
  3. There has also been considerable upgrades to the electrification, which in some places was not in the best of condition.
  4. Most lines have a frequency of four tph or more.

Some may feel that East London has done well with rail improvements in the last few years.

I would agree in some ways, but would counter by saying that before the Overground was created, East London’s were in a terrible state and their state today is a excellent example of what can be achieved by good design, planning and execution, without spending vast sums.

East London and the boroughs of Enfield, Hackney, Haringey, Newham and Waltham Forest in particular, now have a good rail network, that is going to get a lot better with the addition of Crossrail.

  • The North London Line is about half a mile to the North of where I live and can walk to two stations or get a bus to another three.
  • Crossrail will be a couple of miles to the South with station entrances at Moorgate, Liverpool Street, Whitechapel and Stratford.
  • There are four electrified railway lines with new trains, which run North-South with connections to the two East-West lines.
  • Although my quickest way to Crossrail will be a bus from close to my house to outside Moorgate station.
  • I suspect that everybody in the Borough of Hackney and the Eastern part of Islington will be able to get to a Crossrail station in well under thirty minutes.
  • In addition, from where I live the Gospel Oak to Barking Line runs a couple of miles North of the North London Line.

I believe that Dalston’s success over the last decade has been a collateral benefit of its comprehensive rail system, supported by lots of shiny new buses.

Does Dalston want Crossrail 2? Probably, Yes!

Does Dalston need Crossrail 2? Possibly, No!

Do other areas of large cities need Dalstonisation of their railway and bus systems? Absolutely!

I certainly don’t regret moving to Dalston!

Note that one of the reasons I’m so keen on the West London Orbital Railway is that it could do the same for North West London, as the Overground and the Lea Valley Lines have done for North East London.

Passengers Along The Lea Valley

Crossrail 2 will connect the Lea Valley Lines to Dalston and on to Central London.

It will involve the following changes to the West Anglia Main Line.

  • Four-tracking of the route at least as far as Broxbourne.
  • A junction South of Tottenham Hale station will connect the route to a tunnel to Dalston.
  • Level crossings at Brimsdown, Enfield Lock and Cheshunt will be removed.
  • Like Crossrail, stations would be substantially step-free.
  • The signalling will be upgraded to full in-cab digital ERTMS signalling, that is used by Crossrail and Thameslink under London.

This would enable 10-15 tph running between Tottenham Hale and Broxbourne stations.

With all the development going on around Cambridge and possible expansion of Stansted Airport, I believe that even if Crossrail 2 is not build, then there will be pressure to four-track the West Anglia Main Line, remove the level crossings and improve the stations and signalling.

If this were to be done, then there is an interim plan that could be implemented that I wrote about, four years ago in Could A Lea Valley Metro Be Created?

I envisaged the following.

  • Updating the West Anglia Main Line to four-tracks and a standard suitable for Crossrail 2.
  • Using the double-track loop at Stratford  as the Southern terminal, for some of the trains.
  • Updating the Victoria Line stations. The major interchange at Tottenham Hale station has already been improved substantially.
  • Providing an appropriate service between Stratford and Broxbourne stations.
  • Terminating some Stansted and Cambridge services in the Stratford Loop, as Stratford has better connections to South London and Kent than Liverpool Street.
  • Integrating Lea Valley Metro, London Overground and Greater Anglia services to Bishops Stortford, Cambridge and Hertford North stations.

Note.

  1. All services connect to Crossrail and the Central Line at the Southern end.
  2. Services to Liverpool Street connect to National Rail services, the Lea Valley Lines of the London Overground and the Circle, District and Metropolitan Lines.
  3. Services to Stratford connect to National Rail services, the North London Line of the London Overground and the Jubilee Line.
  4. Could alternate trains serve Liverpool Street and Stratford?
  5. Could splitting services between Liverpool Street and Stratford mean that the largest proportion of routes have just a single change?

As Transport for London and the train operating companies know where passengers want to go and actually go, I’m sure that a service pattern, that is acceptable to all could be created.

Conclusion

Crossrail 2 is quoted as being a £33 billion project.

I believe that with a good review lots of money could be saved and other smaller projects could be planned and executed to handle the expected increase in the number of passengers.

I would do the following.

  • Camden Town station – Upgrade
  • Chiltern Railways – Build their connection to Old Oak Common station
  • Euston Station – Improve connections to Euston and Euston Square Underground stations.
  • Northern Line – Extend the Battersea branch to Clapham Junction
  • Northern Line – Split Into Two Lines
  • Overground – Build Old Oak Common Lane and Hythe Road stations
  • Southern – Build the new Streatham Common station and implement The Streatham Virtual Tube.
  • South Western Railway – Run four tph on all proposed Crossrail 2 routes into Waterloo station
  • Victoria Line – Upgrade Highbury & Islington, Oxford Circus and Walthamstow Central stations and increase the frequency if possible
  • West Anglia Main Line – Upgrade ready for Crossrail 2 and develop the Lea Valley Metro

All of these projects would have their own benefits, whether Crossrail 2 is built or not!

Only when the needs of all passengers have been assessed in a few years, should we make a decision about Crossrail 2.

 

 

 

 

 

 

March 27, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , | 8 Comments

Ian Publishes Details Of Future Developments At Euston And Euston Square Underground Stations

This post on the Ian Visits blog is entitled A New London Underground Entrance To Euston Station.

 

The Underground Lines In The Euston Station Area

This map from carto.metro.free.fr shows the Underground Lines in the Euston station area.

Note.

  1. The sub-surface lines run underneath the busy Euston Road.
  2. Platform 2 at Euston Square station has no lift or escalator.
  3. Platform 1 at Euston Square station has a lift, which also serves the subway.
  4. To connect between the sub-surface lines at Euston Square and the deep lines at Euston means a walk on the surface.
  5. Euston station only has two up and two down escalators and no lifts for the six deep-level platforms.
  6. To connect between the Bank and Charing Cross branches of the Northern Line is often along a very crowded passage.

This interchange has not been fit for purpose since the Victoria Line was built in the 1960s.

A Second Entrance To Euston Square Station

One of the key projects to unlock the interchange, is to create a subway from the current Euston station.

It will lead to a new entrance placed in the middle of Gordon Street.

The subway will have stairs, escalators and/or lifts to connect to the Eastern ends of the current Euston Square platforms.

Ian showed this diagram of the subway.

Note.

  1. It serves both platforms at Euston Square station.
  2. It looks to be reasonably wide and level.

These are some pictures I took on a walk round the area.

This is a possible future visualisation from Ian’s site.

The new Gordon Street entrance appears to be opposite the porticoed building, which is part of University College London.

  • The view is looking North, like the first three of my pictures.
  • Gordon Street appears to be at least part-pedestrianised.
  • Escalators are visible.

It looks to be a London version of Bilbao’s fosteritos.

Fosteritos are named after Norman Foster, as he or his practice designed the Bilbao Metro.

  • The escalators in Bilbao are longer than would be needed at Gordon Street.
  • I don’t think that fitting in a slimline lift would be difficult.

I like the fosterito concept and I feel a similar approach could be used to add step-free access to a lot of stations on the London Underground.

The Design Of The Updated Euston Underground Station

Ian showed this visualisation of the updated Euston Underground station.

At a first look, it appears to be a very similar concept to the entrance to the Underground in front of St. Pancras station.

Click on the image to show it large and you can pick out the following.

  • West is to the left and East is right.
  • Much of the construction appears to replace the original car park and taxi rank.
  • The upper level looks like where passengers enter and leave the station.
  • The subway to Euston Square station and the new Gordon Street entrance joins to the upper level towards the Eastern end.
  • There is grade access between the upper level and the High Speed Two concourse.
  • There are lots of escalators to travel between levels. The square orange columns could be lift towers.
  • The lower level is the Interchange/Ticket Hall level.
  • The lower level is not much higher than the Charing Cross branch of the Northern Line.
  • The design seems to make clever use of levels to make changing easier.
  • The access between the lower level and the Charing Cross branch of the Northern Line at the Western end of the station, appears to be comprehensive and step-free.
  • The access between the lower level and the Victoria Line and the Bank branch of the Northern Line, appears to use the current route, which will probably be upgraded to be fully step-free.

This second image shows the design from above the platforms of the convention section of Euston station.

Click on the image to show it large and you can pick out the following.

  • The complicated passages, escalators and lifts of the existing four platforms serving the Bank branch of the Northern Line and the Victoria Line.
  • The cross passage connecting these lines to the platforms of the Charing Cross branch of the Northern Line.
  • The two up and two down escalators leading to the existing ticket hall.
  • The Charing Cross branch of the Northern Line curving in and away from the station. See the earlier map of the Underground lines.
  • The eleven High Speed platforms on the West side of the station.
  • The thirteen Classic platforms on the East side of the station.
  • The new Northern entrance to the Underground between the two sets of platforms. How convenient!
  • There appears to be a wide passage between the Northern and Southern entrances, with connections to the lines branching off.
  • The subway to the new Gordon Street entrance is shown at the top of the image.

The design seems to have separated access to the two branches of the Northern line, by creating a new high-capacity route to the Charing Cross branch.

I also think, that the design allows the station to be built without disrupting passengers using the Underground and the current Euston station.

  • A large hole for the station can be excavated, without touching existing access.
  • It could then be fitted out section by section.
  • Once the new access to the Charing Cross branch of the Northern Line is complete, the current access to the Northern and Victoria Lines can be refurbished.

Arriving At Euston

Imagine you are a passenger arriving from the North, who knows the Underground line, you need to take, you would then enter the Underground station using the new Northern entrance.

  • For the Bank branch of the Northern Line or the Victoria Line, you would go through the existing ticket hall and down the escalators, much as you do now! Except that you’d enter the ticket hall on the other side from the East side of the passageway connecting the two entrances. New lifts appear to be shown.
  • For the Charing Cross branch of the Northern Line, you would take the passages, lifts and escalators on the West side of the passageway connecting the two entrances.
  • If you wanted the sub-surface lines, you would just keep going and take the new subway, which connects to the Eastern ends of the platforms at Euston Square station.

It will certainly do me fine, if I arrive at Euston, as I’ll walk through the subway and get in the front of any Eastbound train for Moorgate station, where being in the front is convenient for the exit and the nearby bus stop to my home.

This route will surely be one of the ways arriving passengers at Euston will get Crossrail to Abbey Wood, Canary Wharf and Shenfield stations. In Crossrail – Northern – Northern City Interchange At Moorgate Station, I show some visualisations of Moorgate station and the connectivity.

Conclusion

I certainly think, that the new Underground station is a good design.

 

May 6, 2020 Posted by | Transport/Travel | , , , , , , , | 6 Comments

The Northern City Line Must Almost Be At Capacity

Most Monday mornings, I go to LEON on Moorgate for breakfast.

I go to that branch, mainly because I can get a proper china mug for my tea and also because a cheery member of staff usually has what I want ready within a minute of my entering the store.

One day, I’ll confuse them by having something different! But then she looks the sort, who enjoys a joke!

To get to Moorgate station, I can take a bus, but I usually go via the Northern City Line from Essex Road station, as it’s quicker in the Peak and drops me in the right side of Moorgate for LEON.

Today, the train was very full and it looked like you’d have had trouble squeezing in any more.

Since the new Class 717 trains have been introduced ridership has grown and the trains are getting more crowded in the Peak. This is despite an 11% increase in capacity, compared to the older Class 313 trains.

Currently, there are the following Off Peak services into Moorgate station.

  • Four trains per hour (tph) – Welwyn Garden City
  • Four tph – Hertford North, Watton-at-Stone and Stevenage.

There are also extra services in the Peak.

Various improvements and developments will affect the number of passengers going to and from Moorgate.

Improvements To Stevenage Station

Stevenage station is a bottleneck on one leg of the services  of the Northern City Line to and from Moorgate station.

An additional platform with full step-free access, is being added to the station and should open this year, to terminate services from Moorgate station.

Currently, services that stop at Stevenage station, that are going North include.

  • One tph – LNER to Leeds or Harrogate.
  • One tph – LNER to Lincoln or York
  • Four tph – Thameslink to Cambridge.
  • Two tph – Thameslink to Peterborough.

These will be joined in Autumn 2021 by East Coast Trains to Edinburgh at a frequency of five trains per day.

I suspect a lot of passengers going between the North and Hertfordshire and Cambridge will change at Stevenage, rather than Kings Cross.

The works at Stevenage also give the impression, that they could handle more than the four tph, that run on the route.

Improvements To Highbury & Islington Station

Highbury & Islington station is going to get more escalators and step-free access to the four deep-level platforms at some point and this will surely attract more passengers to use both the Victoria and the Northern City Lines.

Frequency increases are also planned for the North and East London Lines, in the next year.

Will the Northern City Line be able to handle the extra passengers?

A Second Entrance At Walthamstow Central Station

Walthamstow Central station is one of the constraints on even more trains on the ever-welcoming Dear Old Vicky and may have had money allocated for a second entrance with more escalators and much-needed lifts.

As I said with Highbury & Islington station, will the Northern City Line be able to handle the extra passengers?

Rebuilding Of Essex Road Station

I think that Essex Road station could be a good investment for a creative property developer.

  • The building has little if any architectural merit.
  • The location is convenient on a busy road Junction.
  • Large numbers of buses pass the station, but the positioning of bus stops could be improved.
  • The station needs step-free access.
  • A large number of flats could be built on the site, with good access to the station.
  • Car parking is terrible locally.

I could see this station being transformed.

But if it were to be improved with much better access, it would further increase the number of passengers using the services into Moorgate.

The Gospel Oak And Barking Line

If you are going between Barking and the West End, lots of passengers in the Peak seem to change to the Victoria Line at Blackhorse Road station and numbers doing this seems to have increased since the Gospel Oak and Barking Line was electrified and now, the route  has double the capacity it had before.

Also are more passengers needing the City walking across at Highbury & Islington station.

It should not be forgotten, that the Gospel Oak and Barking Line is being extended to Barking Riverside with a same platform interchange to c2c’s services to and from Grays.

An increase in frequency between Barking and Gospel Oak is also planned.

Developments on the Gospel Oak to Barking Line will increase the number of passengers going to and from Moorgate station.

Crossrail

Consider.

  • The route between Moorgate and Highbury & Islington stations will become an important link between the Victoria Line and Crossrail, as there is no direct connection between the two lines.
  • The short route will also link the North London Line to Crossrail.
  • I suspect too,that passengers from Hertfordshire will go all the way to Moorgate for Crossrail.

In addition, when Crossrail opens, Moorgate station will be fully step-free with umpteen escalators and lifts.

Will there be enough capacity and services on the Northern City Line?

Conclusion

Rough calculations and my instinct suggest that there will need to be an increase of services into Moorgate station.

Currently, in the morning Peak, twelve tph or a train every five minutes run into Moorgate station.

  • This frequency is easily handled in a two platform station.
  • Lines with modern signalling on the London Underground can handle up to thirty-six tph in a two-platform station.
  • The route is double-track between Moorgate and Alexandra Palace stations, where the route splits into two.

Twenty or more tph could be run on this simple route, with modern signalling.

January 13, 2020 Posted by | Food, Transport/Travel | , , , , , , , , , , , | Leave a comment