Could Anglia Railways’ London Crosslink Be Recreated As Part Of The London Overground?
This is the first paragraph of the Wikipedia entry for the original London Crosslink.
London Crosslink was a passenger train service operated by Anglia Railways between Norwich and Basingstoke, using the North London Line to bypass central London. Class 170 Turbostar diesel multiple units were used, and the service operated between 22 May 2000 and 28 September 2002, supported by funding from the Strategic Rail Authority through its Rail Passenger Partnership fund.
Note.
- The service called at Diss, Stowmarket, Ipswich, Colchester, Whitham, Chelmsford, Ingatestone, Romford, Stratford, Highbury & Islington, Camden Road, Willesden Junction, West Hampstead Thameslink, Brentford, Feltham, Staines, Woking, and Farnborough (Main)
- It ran six times on Monday to Friday and five times on Sunday.
- Feltham and Woking stations have a coach link to Heathrow.
- Journeys took around 3 hours and 44 minutes.
Over the years, attractions and other rail lines and stations served by the route have changed. improved and been added.
- In 2006, the Arsenal’s Emirates Stadium opened within walking distance of Highbury & Islington station.
- In 2012, the Olympic Stadium opened at Stratford and is now used by West Ham United.
- In 2020, Brentford Stadium opened within walking distance of Brentford station.
- In 2022, Romford and Stratford stations were connected to the Elizabeth Line.
- In 2025, Beaulieu Park station was added to the Greater Anglia Main Line.
At some point in the future, Old Oak Common Lane station will open to link the route to High Speed Two.
In Can The Signalling Of The London Overground Be Improved?, I looked in detail at the signalling of the London Overground and if it could handle more trains.
My conclusion was that on the East and North London Lines, another three trains per hour (tph) could probably be accommodated, which over an average day was probably around sixty trains.
As a restored London Crosslink would need just six paths per day, I would suspect the service could be restored, if it were thought to be a good idea.
I certainly feel that capacity would not be a problem.
These are a few other thoughts.
Would It Be Sensible To Use Lumo Branding And Trains?
Consider.
- Lumo is trusted branding.
- A five-car Lumo Class 803 train is 132 metres long and a pair of four-car London Overground Class 710 trains is 166 metres long, so I suspect platform length problems will be minimal.
- I doubt there will be problems on the Greater Anglia network.
- Stratford and Norwich is mainly a 100 mph network.
- Not all parts of the route have 25 KVAC overhead electrification, but batteries can be fitted to the Class 803 trains, that will cover any gaps.
- My calculations show that the modern trains will be twenty-two minutes quicker, than Anglia Railways Class 170 diesel trains.
- At one point Anglia Railways was owned by First Group, so FirstGroup may have knowledge of the problems of the route.
I believe it would be sensible to use Lumo branding and trains.
Could The Route Be Extended?
Consider.
- It could probably be extended to Winchester, Southampton and Bournemouth in the South.
- If the offshore hydrogen takes off at Great Yarmouth, it might be worth extending with a reverse to Yarmouth in the North.
- Yarmouth has a direct service from London in the past.
The service could also develop days out by the sea.
West London Orbital: Line Could Be Reused For Passengers
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
A railway line that stopped serving passengers in 1902 could be brought back into use as a route called the West London Orbital.
These are the first three paragraphs.
The Dudding Hill loop runs from Acton to Cricklewood and currently only takes freight trains.
Transport for London (TfL) published a strategic document in 2021 saying it would be “a catalyst for relieving road congestion in west London”.
It is estimated by TfL more than 11 million people a year would use it.
This is also said.
Sharma Tatler, the deputy leader of Brent Council, called the plan “a no-brainer”.
I agree with that.
These are my thoughts.
Finding The Money
Money will be needed for the following.
- To build and update the stations on the route.
- To acquire the new trains needed.
- To bring the track and signalling up to the required standard.
Note.
- It appears that around a dozen freight trains use the route on a typical day.
- Hopefully, Network Rail can come up with an affordable plan for the track and signalling, as the route is used by freight trains at the present time.
- I would envisage that the trains used would be a version of the current Class 710 trains used on the Overground. These could probably be leased.
I wouldn’t be surprised that the cost of the stations, will be the major part of the building of the line.
Building the stations is probably, the easiest place to bring in private finance. Especially, if stations incorporated housing or other developments.
On a train going to the North a few years ago, I met two infrastructure funders from L & G (in Standard Class), who were going to lend a company 50 billion to develop a large residential housing site. We got talking and I asked them if they would develop a mythical branch line with a good station site at the end. (Think Felixstowe!) I asked if they’d fund housing and possibly the trains. They said yes!
So I suspect that the West London Orbital could also be funded in the same way, as there are a few stations to build and upgrade. Much needed housing could be built on top or nearby.
I would also deck-over Neasden Depot and build housing in town blocks on top.
I believe that the West London Orbital could be funded.
Electrification
The Wikipedia entry for the West London Orbital describes the route like this.
The route would run for approximately 11 miles (17 km) from West Hampstead and Hendon at the northern end to Hounslow at the western end via Brent Cross West, Neasden, Harlesden, Old Oak Common, South Acton and Brentford.
Note.
- There is 25 KVAC overhead electrification at the Northern end of the route between West Hampstead Thameslink and Hendon stations.
- The Dudding Hill Line between the Midland Main Line and Acton Wells Junction is not electrified.
- The North London Line between Acton Wells Junction and Acton Central station is electrified with 25 KVAC overhead wires.
South of Acton Central station, the electrification gets complicated as this OpenRailwayMap shows.
Note.
- Acton Central station is in the North-East corner of the map.
- Brentford station is in the South-West corner of the map.
- The red track is electrified with 25 KVAC overhead and it is used North of Acton Central station.
- Mauve track is electrified with British Rail third rail.
- Ptnk track is electrified with London Underground third rail.
- Black track is not electrified.
- West London Orbital trains between West Hampstead Thameslink and Hounslow will use the direct route between Acton Central and Brentford.
- West London Orbital trains between Hendon and Kew Bridge terminate at the South-Eastern point of the triangular junction.
It seems that trains will be needed that can use both types of electrification and none.
New Trains
Because of the requirement of the trains to be able to use both types of electrification and be self-powered, the trains will either have hydrogen or battery power to augment electric traction.
Hendon and Hounslow is 11.3 miles and this will be longer than any service distances, so I suspect that a battery-electric train could handle the route.
In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.
Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift
This was published over ten years ago, so I suspect Bombardier (or now Alstom) have refined the concept.
Bombardier have not announced that any of their trains have energy storage, but I have my suspicions, that both the Class 345 and Class 710 Aventra trains use super-capacitors or lithium-ion batteries, as part of their traction system design.
- I was told by a Bombardier driver-trainer that the Class 345 trains have an emergency power supply. When I said “Batteries?”, He gave a knowing smile.
- From the feel of riding on Class 710 trains, as a Control Engineer, I suspect there is a battery or supercapacitor in the drive system to give a smoother ride.
I also feel that the Aventra has been designed, so that it can accept power from a large variety of sources, which charge the battery, that ultimately drives the train.
Three New Battery-Only Revolution Very Light Rail Vehicles
This title of this post, is the same as that as this press release from Eversholt Rail Group.
These are the three bullet points.
- Eversholt Rail funding three brand-new Revolution Very Light Rail vehicles for passenger trials and ongoing operation.
- Manufactured in the UK by Transport Design International.
- Battery-only propulsion, providing zero-emissions operation.
These three paragraphs fill out the story.
Innovative new lightweight passenger trains that will help decarbonise Britain’s railways are to be trialled after a new deal was announced this week.
The new Revolution Very Light Rail vehicles will run entirely on battery power and could be carrying passengers within three years. A new system of lineside fast charging will mean the whole operation has zero emissions.
Some of Britain’s major rail operators are already showing interest in the RVLR vehicles as they seek to fulfil promises to make rail ‘cleaner’.
This is also said about looking for routes, to trial the new vehicles.
Eversholt Rail and TDI are working with key stakeholders across the UK rail industry to agree routes and services where operators can run passenger-carrying trials using these new vehicles. These trials will generate actual passenger demand data to support business cases for long-term deployment of RVLR vehicles as well as providing further passenger and operator feedback on their design and capabilities.
I have some thoughts and questions.
What Is The Top Speed?
A lot of questions like this are answered by this article on Rail Engineer, which is entitled Very Light Rail – A Revolution.
These can be ascertained from this comprehensive article.
- Top Speed – 65 mph
- Seats – 56
- Wheelchair space
- PRM TSI accessibility compatible
- Tare Weight – 24.8 tonnes
- USB Charging
For comparison these figures relate to a PRM-compliant Class 153 diesel train.
- Top Speed – 75 mph
- Seats – 59
- Tare Weight – 41.2 tonnes
This picture shows one of the Class 153 trains at Matlock Bath station.
There are still around thirty in service in the UK.
Can Two Revolution VLRs Run As A Two-Car Train?
From the pictures on the web, the trains have buffers and space for a coupler, so until someone says they must always run as single units, I’ll assume they can at least run as a pair.
Can A Revolution VLR Recharge Its Batteries Using Conventional 25 KVAC Overhead Electrification?
One route, that is a possibility for running using Revolution VLR must surely be the Greenford Branch, which connects to the electrified Great Western Main Line at West Ealing station.
In this and at several other places on the network, it could be easier to charge the trains using the existing overhead electrification or an extension of it.
Another possibility; the Marston Vale Line is also electrified at both Bedford and Bletchley.
In New Mobile Rail Charging Facility For Long Marston, I talked about how Siemens are developing a mobile charger, which initially will be deployed at Long Marston.
It could be very useful for efficient operation, if the batteries on a Revolution VLR could be charged in a number of places, which included conventional electrification.
If charging only happened, whilst trains were stationary, a lightweight pantograph and appropriate electrical gubbins might be sufficient.
Can A Revolution VLR Replace A Class 153 Train?
I suspect on some routes this will be possible, but on others, the speed or hill-climbing requirements might be too stiff for the lightweight train.
But, if I was designing a train like the Revolution VLR, I’d make sure it fitted as many markets as possible.
The picture was taken at Matlock Bath station on the Derwent Valley Line, which is a single track with a fifty mph limit and an uphill climb. I suspect that the Revolution VLR would be designed to handle the uphill part of the route, but would the train be able to handle the speed of the Midland Main Line to Derby.
The Revolution VLR would probably attract more passengers, so it might be necessary to double up the service by running a pair.
Can A Pair Of Revolution VLRs Replace A Class 150 Train?
I don’t see why not!
Could The West London Orbital Use Revolution VLRs?
This might be a proposed route that could use Revolution VLRs.
The two routes would be.
- West Hampstead and Hounslow.
- Hendon and Kew Bridge.
Both services would use the Dudding Hill Line and serve Neasden, Harlesden, Old Oak Common and Acton, with a frequency of four trains per hour (tph).
Although this service could be run using conventional multiple units, it might be more affordable to use Revolution VLRs charged on sections of line that are already electrified.
Could the Greenford Branch Use Revolution VLRs?
The Greenford Branch would be a classic application and trains could be charged by fitting a charger in the bay platform at West Ealing station.
In An Automated Shuttle Train On The Greenford Branch Line, I did a rough calculation to see if an automated shuttle could achieve four tph.
Four tph might be too ambitious, but automatic trains shuttling along a branch line might be an affordable way to provide zero-carbon trains with an adequate capacity.
- The driver would drive the train using the sort of remote control used for drones.
- The driver would sit in a convenient place on the train, with CCTV to help them see everything.
- When the train was ready to leave, the driver would push a button to tell the train to move to the next station.
- On arrival at the next station, the doors will open.
- The process would repeat along the line.
If this method of operation sounds vaguely familiar, the Victoria Line has used it since 1067.
Although the Victoria Line drivers always sit in the front.
But on a line with no other trains running at the same time, all they need is a good view of the doors.
Branch lines that could be run in this way could include.
Bodmin Parkway and Bodmin General
Brockenhurst and Lymington Pier
Grove Park and Bromley North
Lancaster and Morecambe
Liskeard and Looe
Lostwithiel and Powey
Maidenhead and Marlow
March and Wisbech
Par and Newquay
Plymouth and Gunnislake
Romford and Upminster
Sittingbourne and Sheerness-on-Sea
Slough and Windsor Central
Southall and Brentford
St. Erth and St. Ives
Truro and Falmouth Docks
Twyford and Henley-on-Thames
Watford Junction and St. Albans Abbey
West Ealing and Greenford
Wickford and Southminster
Wymondham and Dereham
TfL Announces The Next Tube Stations To Be Prioritised For Step-Free Access To Meet The Mayor’s Bold Accessibility Targets
The title of this post is the same as that of this press release from Transport for London.
These are the first two paragraphs.
Transport for London (TfL) has outlined the ten London Underground stations it will be reviewing for potential step-free access, as it progresses plans to further improve public transport accessibility in London.
These ten stations, spread across London, have been identified using an approach focused on the benefits to customers, such as reducing journey times for those needing to use step-free access and reflecting issues that impact the delivery of step-free access such as the feasibility of new lifts, sufficient space for work to be carried out and the depth of each Tube station.
The ten stations listed are.
- Alperton
- Arnos Grove
- Burnt Oak – Some work has been started, but paused because of the pandemic
- Eastcote
- Finchley Road
- Northolt – Some work has been started, but paused because of the pandemic
- North Acton
- Rayners Lane
- West Hampstead
- White City
The linked posts will show the latest status at the stations.
Other stations are named in the press release, where work will be done, if funds are available.
- Boston Manor
- Brondesbury
- Colindale
- East Putney
- Hackney Downs
- Hatton Cross
- Leyton
- North Ealing
- Park Royal
- Peckham Rye
- Queen’s Park
- Rickmansworth
- Ruislip
- Snaresbrook
- Surrey Quays
in addition, TfL will be looking at the Northern Line between Elephant and Castle and Morden, where there is a gap in step-free access.
These are a few thoughts.
The London Mayor Election In 2024
How many of these stations are in areas, where Sadiq Khan is short of votes for the 2024 election?
Arnos Grove Station
Work has already started at Arnos Grove station, as I showed in Are Arnos Grove And Northolt Tube Stations Going Step Free?.
The BBC Jumped The Gun
The press release now explains the BBC story from Mpnday, that I wrote about in Are Arnos Grove And Northolt Tube Stations Going Step Free?.
125 mph Upgrade For MML OLE South Of Bedford
The title of this post, is the same as that of an article in the June 2023 Edition of Modern Railways.
This is the sub-heading.
Targeted Investment Benefits From Project SPEED Approach
The main objective was to upgrade the 1980s electrification between Bedford and St. Pancras, so that it could support 125 mph running by East Midlands Railway’s new Class 810 trains.
Originally, a total replacement was envisaged, but in the end a more selective approach will be carried out.
This paragraph indicates the benefits of the approach.
The proposal for wholesale replacement of the OLE South of Bedford would have cost several hundreds of millions of pounds, whereas the approved scheme comes in at just £84 million, around one-third of the previous cost – testament to the application of SPEED principles.
I have a couple of thoughts.
Network Rail’s Project Management
If I go back to the 1970s and 1980s, when we were developing and selling the project management system; Artemis to the world, we sold very few systems to the UK Government and none to British Rail or the NHS. Later Artemis was used on the Channel Tunnel and the Rail Link to London, the Jubilee Line Extension, sections of the Docklands Light Railway and railways in Australia and Hong Kong.
So it is good to see, Network Rail getting to grips with managing the electrification upgrade of the Midland Main Line with some good project management.
An Encounter With A Group Of Drivers
It might have been five years ago, when I travelled with a group of drivers from East Midlands Trains positioning to St. Pancras.
- One of the observations they had was that the Class 700 trains coming into service were not fast enough as they were only 100 mph trains, whereas their Class 222 trains were capable of 125 mph.
- Since then the Class 360 trains have been introduced on Corby services. These trains have been uprated from 100 to 110 mph.
- We now have the situation, where Class 810 trains capable of running at 125 mph will replace the Class 222 train.
If you look at the traffic at West Hampstead Thameslink station, you can see that Both Thameslink and East Midlands Railway are using the fast lines, through platforms 3 and 4.
The fast lines have a maximum speed of 125 mph North of Luton and generally 100-110 mph between Luton and West Hampstead Thameslink station.
Would it help the timetabling of services on the Midland Main Line, if the Thameslink services were capable of running faster, when they were using the fast lines?
I feel the drivers may have a point.
London Overground: Design Work For West London Orbital Route Begins
The title of this post, is the same as that as this article on the BBC.
This is the sub-heading.
Plans for a new London Overground link in west London are progressing, London’s mayor Sadiq Khan has said.
These paragraphs outline what will happen.
Engineering consultants who worked on the Elizabeth line have been chosen for the West London Orbital service.
“This engineering design will help determine the cost of delivering the scheme, which is currently unfunded,” Transport for London (TfL) said.
It hopes the scheme, which would connect Hounslow with Hendon and West Hampstead, could start next decade.
My feeling, is that they should get on with it.
- There would be no major construction like tunnels.
- Four stations would need to be built.
- I doubt there will be any demolition.
- It wouldn’t need more electrification, as the route is electrified at both ends and battery-electric trains could be used.
- It would create more connections to Old Oak Common for High Speed Two.
But if it does for North West London, what the Overground has done for North and East London, it will be very much worth it.
These are a few thoughts and observations.
The Route
This is a schematic of the route from the BBC article.
Note.
- Services will be between West Hampstead Thameslink and Hounslow stations and between Hendon and Kew Bridge stations.
- If services follow the London Overground frequency, they will be four trains per hour (tph).
- The new stations are Neasden, Harlesden, Old Oak Common Lane and Lionel Road.
- Acton Central, Brentford, South Acton, Syon Lane and West Hampstead Thameslink are step-free and Isleworth is on the way.
- The fully step-free Brent Cross West station will open soon.
- Lionel Road station will serve the new Brentford stadium.
- Old Oak Common Lane will serve High Speed Two, the Elizabeth Line and the North London Line.
They look to be a useful set of stations.
Kew Bridge Station
There’s been a lot of development at Kew Bridge station, since I was last there.
There are lots of flats and Brentford’s new stadium.
I suspect all the stations between Kew Bridge and Hounslow will see similar levels of development.
Electrification Issues On The Dudding Hill Line
The Dudding Hill Line forms the Northern section of the route between the Midland Main Line and the North London Line at Acton Wells Junction.
This map from OpenRailwayMap shows the junction between the Dudding Hill and Midland Main Lines.
Note.
- The Midland Main Line is shown in red as it is electrified with 25 KVAC overhead wires.
- The Dudding Hill Line is shown in black, as it isn’t electrified.
This second map from OpenRailwayMap shows the junction between the Dudding Hill and North London Lines at Acton Wells junction.
Note.
- As before red tracks are electrified with 25 KVAC overhead wires and black tracks have no electrification.
- The Dudding Hill Line is the black track running North-South at the West of the map.
- Acton Wells junction, where the Dudding Hill and North London Lines join is in the South-West corner of the map.
- The North London Line is shown in red running across the North-West corner of the map.
- The Great Western Main Line is shown in red running across the South-East corner of the map.
- High Speed Two will run East-West across the map and is shown dotted in red.
- The red lines in the middle of the map is the Elizabeth Line depot.
With all the 25 KVAC overhead electrification at both ends of the Dudding Hill Line, it would appear, that if this section is ever electrified, it will be electrified with this form of electrification.
There may be a problem, in that there are three or four bridges over the line.
Electrification Issues At Kew
This map from OpenRailwayMap shows the triangular junction by Kew Bridge station.
Note.
- As before black tracks have no electrification.
- Mauve tracks are electrified with 750 VDC third-rail electrification.
- Kew Bridge station is indicated by the blue arrow at the Eastern point of the junction.
- Trains to Hounslow will arrive in the North-East corner of the map and go diagonally across the map to leave in the South-West point of the junction.
- Trains to Kew Bridge will arrive in the North-East corner of the map and take the Eastern chord of the junction to a new platform in Kew Bridge station.
Brentford’s new stadium and a lot of housing are in the middle of the junction.
It would seem to be obvious to electrify the triangular junction using 750 VDC third-rail electrification.
But not to the ORR it isn’t, as they won’t allow any new third-rail electrification to be installed on Health and Safety grounds.
Charging Trains At Kew Bridge Station
Consider.
- It looks like trains from Hendon will terminate in a new platform on the chord without electrification to the North of the current Kew Bridge station.
- A short length of 25 KVAC overhead electrification could be used to charge trains.
It may be sensible to build two platforms on the chord, as this could allow more flexible operation of the London Overground during engineering works.
Charging Trains At Hounslow Station
A short length of 25 KVAC overhead electrification could be used to charge trains.
Project Management Issues
I believe this could be one of those projects, where by careful selection of the order of the sub-projects, time and money can be saved and passengers will see benefits earlier.
For example.
- Early delivery of Old Oak Common Lane station would also connect the North London Line to High Speed Two and the Elizabeth Line.
- Early delivery of step-free access at Kew Bridge station would help passengers going to the new Brentford stadium.
There may be other projects, that need an early delivery.
The Feltham And Wokingham Resignalling Programme
The Feltham And Wokingham Resignalling Programme is currently underway and there are pairs of new and old signals everywhere between Kew Bridge and Feltham and also between Feltham and Richmond.
These are digital signals and according to Network Rail, they will increase the capacity, which must surely allow the extra trains between Kew Bridge and Hounslow stations.
This signalling project finishes in mid-2024, so I suspect by then the Southern part of the West London Orbital Railway will not have any problems with interaction with other services.
The Feltham And Wokingham Resignalling Programme could be considered an important enabling sub-project of the West London Orbital Railway, that is being performed early.
Richmond Station
As I came through Richmond station, there was an Overground train in Platform 3 and I noticed that Platforms 3 to 5 were allocated to the Overground.
Has the new signalling given Network Rail and train operators more flexibility and extra capacity at Richmond?
Currently, the London Overground runs four trains per hour (tph) between Stratford and Richmond.
The increased flexibility may allow the following.
- An increase in frequency of trains to Stratford.
- An increase in frequency of District Line trains, if Ealing Broadway station swaps from being a District to a Piccadilly Line terminus, as I wrote about in Extending The Elizabeth Line – Piccadilly Line To Ealing Broadway.
- Could Richmond also act as a terminal of the West London Orbital Railway during construction and engineering works?
Another benefit that could be arranged is to run the current four tph London Overground services into Platform 3.
These pictures show a Waterloo-bound South Western Railway train in Platform 2 and a Stratford-bound London Overground train in Platform 3.
As there are 8 tph between Richmond and Waterloo via Clapham Junction, this could be quite a useful cross-platform interchange for passengers going from say Staines or Windsor to Hampstead.
Trains
Consider.
- The three most likely Northern termini are Brent Cross West, Hendon and West Hampstead Thameslink.
- There could be other terminals on the North London Line or the Gospel Oak and Barking Line.
- All possible Northern terminals have 25 KVAC overhead electrification.
- The two most likely Southern terminals are Hounslow and Kew Bridge.
- There may be other possible Southern terminals like Twickenham or Richmond.
- All possible Southern terminals have 750 VDC third-rail electrification.
- The sections without electrification of the route are less than twelve miles.
- The ORR won’t allow any new third-rail electrification.
It looks like the trains will need to be dual-voltage with a battery capability.
In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.
Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift
This was published over twelve years ago, so I suspect Bombardier or Alstom have refined the concept.
In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.
A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.
So for a four-car running for twelve miles, the train would need a battery capacity of between 144 and 240 kWh.
These are not large batteries.
I suspect that the best trains for the route, will be dual-voltage Class 710 trains.
- The Class 710/2 variant used on the Gospel Oak and Barking Line is dual-voltage.
- London Overground has 54 Class 710 trains.
- I am certain, that the batteries needed can be fitted to the trains.
- Aventras are still in production in Derby.
A test battery-electric version could probably be created and tested on the short Romford and Upminster Line.
There may be other places in London and the rest of the UK, where a four-car battery-electric Aventra would be the ideal train.
Is There Progress On The West London Orbital Railway?
This short news item is being shown on Railnews under a sub-heading of Overground Plan.
The Mayor of London Sadiq Khan is reported to have predicted that a new London Overground route in west London could be open by the early 2030s. The link had been proposed by the Mayor in his 2018 Transport Strategy. It would run from Hounslow to Acton Central and the new HS2 station at Old Oak Common. From there it would continue to Acton Wells Junction and then along the Dudding Hill line, which is presently used only for freight, via the existing stations on the Euston-Watford Overground route at Harlesden and the Jubilee Line station at Neasden. Trains would continue from Neasden along the Midland Main Line in both directions to West Hampstead Thameslink and Hendon. It is understood that engineering consultants are being chosen to develop a detailed design.
So is there progress at last on what I feel is a much-needed and affordable addition to London’s railway network?
The West London Orbital Railway
In TfL Advances Plans For DLR And Overground Extensions, I said the following about the West London Orbital Railway.
I have written extensively about this railway and you can see my posts here.
This map from the Mayor’s Transport Strategy shows the route.
I believe this railway could do the following.
- Level-up much of North-West London.
- Provide better access to Heathrow.
- Link West London to High Speed Two and the Elizabeth Line.
It would also provide better links to Brentford’s new stadium.
The New Civil Engineer says this about funding.
TfL now confirms that the West London Alliance has commissioned feasibility work for the scheme. Meanwhile, TfL is considering options for a Borough Community Infrastructure Levy to help pay for it and has been investigating development opportunities on the route that could unlock funds via Section 106 planning obligations and Carbon Offset funding.
Conclusion
It does appear there are ways and means to fund these schemes, without expecting the rest of the UK to fund London’s transport network.
TfL Considers Replacing Over Half Of London Overground Trains Within The Next 4 Years
The title of this post, is the same as that of this article on MyLondon.
This is the sub-heading.
The trains were specially built for the dimensions of the Overground network
This paragraph outlines, why the trains may be replaced.
The 57 Class 378 ‘Capitalstar’ trains which provide the majority of services on London Overground could disappear as soon as June 2027, as Transport for London (TfL) officials decide what to do with them as their leases expire. The five carriage walkthrough trains have helped revolutionise the Overground network, being built to special dimensions to fit the unique profile of the suburban routes they run on – notably the East London line, where trains use the narrow single-bore Thames Tunnels.
Note.
- The Class 378 trains, which I use regularly, still seem to be performing well!
- They could do with a lick of paint and a tidying up in places.
- Would it be too much to ask for power sockets and wi-fi?
- The other London Overground trains, the Class 710 trains can’t run through the Thames Tunnel on the East London Line, as they have no means to evacuate passengers in the tunnel in an emergency.
- More Class 378 trains are needed for the East London Line to increase services, but these can be obtained by transferring trains from the North London Line and replacing those with new Class 710 trains.
I live near the two Dalston stations on the London Overground and the thing we need most is more capacity.
I have some thoughts on London Overground’s future trains.
Increased Services On The Current Network
Plans exist to increase the frequency on various London Overground services and this graphic sums up what was planned a few years ago.
Note the extra two trains per hour (tph) between the following stations.
- Clapham Junction and Stratford
- Dalston Junction and Crystal Palace
- Dalston Junction and Clapham Junction
- Enfield Town and Liverpool St. via Seven Sisters
I think only Route 1 services have been increased.
I know signalling updates are holding up the extra trains on the East London Line, but are more trains needed to fully implement the extra services?
- Routes 2 and 3 services will need Class 378 trains because of the tunnel and these would be transferred from the North London Line.
- Route 4 would need Class 710 trains, as the service already uses them.
So there may be a need for more Class 710 trains.
West London Orbital Railway
The graphic doesn’t mention the West London Orbital Railway.
- There would be two routes between West Hampstead and Hounslow and Hendon and Kew Bridge using the Dudding Hill Line.
- The tracks already exist.
- Some new platforms and stations would be needed.
- The route would probably need improved signalling.
- Four tph on both routes would probably be possible.
- The West London Orbital Railway would connect to the Great Western Railway, the North London and Elizabeth Lines and High Speed Two at Old Oak Common station.
I believe it could be run by battery-electric versions of either the Class 378 or Class 710 trains. This would avoid electrification.
As some commentators have suggested that the West London Orbital Railway and the Gospel Oak and Barking Line would be connected, I would expect that new battery-electric Class 710 trains would be used.
Adding On-board Energy Storage To The Class 378 Trains
In Will London Overground Fit On-board Energy Storage To Class 378 Trains?, I asked whether it would be worthwhile.
I finished with these two sentences.
I have no idea how much electricity would be saved by regenerative braking on the London Overground, but various applications of regenerative braking technology talk of electricity savings of between ten and twenty percent.
I think it is only a matter of time before the technology is proven to be sufficiently reliable and the numbers add up correctly for the Class 378 trains to be fitted with on-board energy storage.
What would be the advantages from fitting on-board energy storage?
- There would be the savings of electricity by the use of regenerative braking to the batteries.
- Trains could be rescued from the Thames Tunnel, if there was a power failure.
- Hotel power would be maintained, if there was a power failure.
- Trains can be moved in depots and sidings without power.
- Trains would be able to move in the event of cable theft.
- Short route extensions might be possible.
- Could battery power be used to serve Euston during the rebuilding process for High Speed Two?
- Do Network Rail want to remove third-rail electrification from Euston station for safety or cost reasons?
There could be a saving in train operating costs.
We know the trains are coming up for a new lease.
Suppose the leasing company fitted them with new batteries and some other customer-friendly improvements like new seat covers, better displays, litter bins, power sockets and wi-fi.
- The leasing company would be able to charge more, as they have added value to the trains.
- TfL would be saving money due to less of an electricity bill.
- The passenger numbers might increase due to the extra customer-friendly features.
- Electrification might be removed from places where theft is a problem.
- Third-rail electrification could be removed from Euston station. It’s only 2.8 miles to South Hampstead station, where third-rail electrification already exists.
Get it right and passengers, TfL, Network Rail and the leasing company would all be winners.
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.
West Hampstead Station – 29th July 2019
West Hampstead station opened almost fully to the public yesterday.
The only things, that need finishing are the lifts and some small works.
The new station building has an almost 1930s feel about it as if it is inspired by some of the classic stations like Oakwood.
I do like the ziggurat-style steps to the overbridge. This has allowed a wide staircase, that is frilly-shielded from heavy weather, at a busy interchange station
The Anonymous Widower 