The Anonymous Widower

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 | , , , , , , , , , , , , , , , , , , , , , , , | 7 Comments

Hopes For West London Orbital Railway Consultation Later This Year

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

The title says it all about the latest thinking for the creation of the West London Orbital Railway.

  • The cost/benefit ratio appears good.
  • Funding appears difficult given Transport for London’s finances.

This map from the Mayor’s Transport Strategy shows the route.

I’ve always believed that the line will give better access to Heathrow for workers and passengers, but with expansion at the Airport less likely to happen because of carbon emission issues, is this railway less likely to be created?

March 17, 2021 Posted by | Transport | , | 2 Comments

Boris Johnson Vows New Life For High Streets And Axed Rail Lines

The title of this post is the same as that of this article in The Times.

This is the introductory paragraph.

Boris Johnson is promising to revitalise “left behind” high streets through tax cuts for pubs and shops and reversing some of the Beeching rail cuts to branch lines.

The article gives a map of the lines and here is a list of them.

  • Newcastle and Ashington/Blyth.
  • Bristol and Portishead
  • Camp Hill Line
  • Willenhall and Darlaston
  • Thornton-Cleveleys and Fleetwood
  • Okehampton and Exeter
  • March and Wisbech
  • Uckfield and Lewes
  • A new station he building of a station at Skelmersdale.

I will suggest other possibilities and add them here.

There could be several!

The Technology Is With Us!

Anyone who follows railway technology, as I do, knows that technology coming on stream will ease the creation of these routes.

  • Modern digital in-cab signalling, as already used on Thameslink.
  • Battery-electric trains.
  • Innovative charging for battery-electric trains.
  • Hydrogen-powered trains.
  • Tram-trains
  • Automatic train control
  • Remote services in simple depots.
  • Better bridge-raising and other construction techniques.

Many of these new routes will be able to use a standard train.

 

 

 

 

November 15, 2019 Posted by | Transport | , , , , , , , , , | 3 Comments

Thoughts On Hounslow Station

These are my thoughts in no particular order.

Step-Free Access

There are only eight railway stations in the London Borough of Hounslow and only Chiswick and Hounslow stations are not step-free and no plans have been published about creating fully-accessible stations.

This is the rather old-fashioned footbridge at Hounslow station.

Current Train Service

The main current Off Peak train service is four trains per hour (tph) using the Hounslow Loop Line, which conveniently pass each other in the station.

There are also two tph between Waterloo and Weybridge, which means the station has a six tph service.

There are also a couple of extra services in the Peak.

Hounslow Track Layout

This map from carto.metro.free.fr shows the track layout at Hounslow station.

The crossovers on either side of the station probably allow trains to be turned back at the station.

A train arriving from London, which is to the North East would do the following.

  • Stop in the Southern Platform 2.
  • Wait whilst the driver changes ends.
  • Return to London using the North Eastern crossover to change to the correct track.

It would probably take between three and four minutes.

West London Orbital

Hounslow station has been proposed to be one of the terminals of the new West London Orbital Railway.

It will have four tph from West Hampstead Thameslink via the Dudding Hill Line.

How will these trains be trains be turned?

Use The Existing Track Layout

There appears to be almost fifteen minutes gaps between trains through the station, so would it be possible to use the existing North-East crossover and the Southern Platform 2 to turn the trains?

When you consider, that London Overground generally allow between five and twelve minutes to turn a train, timing could be tight. Especially, if the driver needed to take a toilet break!

And what would happen, if a train failed or there were several passengers of limited mobility to unload from or load on the train?

I feel, that this current method would only be used as a little-used fallback.

A Turnback Siding

This Google Map shows the station and the track to the South West.

Note that there is probably enough space to put a turnback siding to the South West of the station, with some realignment of the tracks.

This method was used at West Croydon station by services on the East London Line, but recently, the service has started to use the bay platform at the station.

  • The train would stop in Platform 2 and unload the passengers.
  • It would move to the turnback.
  • At the appropriate time it would move into Platform 1 and load passengers.

It would then be ready to start the service to West Hamstead Thameslink.

A Bay Platform

This Google Map shows the North-Eastern (London) end of the station.

There is a road called Whitton Road alongside the station, where a London-facing bay platform would be built. The crossover would need to be rebuilt to allow trains from London to cross into the bay platform.

But operationally, it would be easier.

  • Returning trains to West Hampstead Thameslink would not block the Hounslow Loop Line.
  • Passengers using the West London Orbital would only cross the line, if they were continuing their journey from Platform 2..
  • I doubt many passengers arriving in Platform 2 would want to use the West London Orbital.
  • Passengers with reduced mobility changing between the West London Orbital and bus, car or taxi at Hounslow station would have a step-free route between street and train.
  • Drivers would have time for a comfort break.

I will be very surprised if a bay platform is not built to handle the West London Orbital.

A Rebuilt Station

If the West London Orbital is built, which I feel would be highly sensible, the station will probably need to be remodelled to incorporate a bay platform to turn trains.

The footbridge at the station will also need to be replaced with a fully-accessible one.

So Hounslow station will probably need to go through a thorough refurbishing, if not a full rebuild.

September 9, 2019 Posted by | Transport | , , , | 3 Comments

Strong Business Case For Proposed West London Orbital Overground, TfL Says

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

This is the first two paragraphs.

West London is one step closer to a new train line which will connect the outer boroughs and relieve pressure on existing transport infrastructure.

The proposed West London Orbital would run from Hendon or West Hampstead through Acton to Hounslow.

It is my view, that now TfL have got a strong business case, they should get this project started.

  • The only problem is money and that could be raised by abandoning the fare freeze.
  • Or increasing the size of the Congestion Charge Zone.
  • Hard on some, but we should be less selfish.
  • I would accept a few restrictions on my Freedom Pass.

There has been too much waffling and it is now time for action.

 

July 5, 2019 Posted by | Transport | , , | Leave a comment

What Is The Kinetic Energy Of A Class 710 Train?

I finally got a good look at a Class 710 train at Gospel Oak station this morning.

The picture shows the plate on the end of a DMS car.

  • The weight of the train is 157.8 tonnes. Note that the four-car Class 378 trains weigh 172.1 tonnes.
  • 700 passengers at 90 Kg each with baggage, bikes and buggies would be 63 tonnes.
  • That would be a total weight of 220.8 tonnes.
  • The operating speed is shown as 75 mph., which is the same as the Class 315 train, that many Class 710 trains will replace.

Using the Omni Kinetic Energy Calculator gives a kinetic energy of 34.5 kWh.

For completeness these are the figures for different speeds.

  • 50 mph – 15.3 kWh
  • 60 mph – 22.1 kWh
  • 90 mph – 49.4 kWh – Operating speed of a Crossrail Class 345 train.
  • 100 mph – 61.3 kWh – Operating speed of many electric multiple units.

Note that the amount of energy is proportional to the square of the speed.

What Do The  Kinetic Energy Figures Show?

These are a few of my thoughts.

What Is Regenerative Braking?

A full Class 710 is travelling along at 75 mph, ihas 34.5 kWh of kinetic energy. Whenit needs to stop at a station, this energy has to be dissipated.

With normal friction brakes, the energy will be converted into heat and wasted.

But with regenerative braking, the traction motors are used in reverse to generate electricity.

This electricity is generally handled in one of three ways.

  • It is passed through resistors on the roof of the train and turned into heat and wasted.
  • It is fed back into the electrification and used by nearby trains. This needs special transformers feeding the electrification.
  • It is stored in a battery or other energy storage device on the train.

The last method is the most efficient, as the stored energy can be used to help restart the train and regain line speed.

Can The Lea Valley Lines Electrification Handle Regenerative Braking?

This question must be asked, as if the lines can’t then running trains with batteries could be the best way to handle regenerative braking and improve efficiency and reduce the electricity bill.

It should be noted, that the Chingford and Enfield Town routes are not shared with any other trains, so running Class 710 trains on these routes may have advatages in the maintenance of the electrification, if the trains handle the regenerative braking.

On the Cheshunt route, there are also some Greater Anglia services, but these will generally be run by Class 720 trains, which are also Aventras.

On the other hand, the electrification on the Gospel Oak to Barking Line has probably been installed to handle the reverse currents.

Do Class 710 Trains Have Regenerative Braking?

Search the Internet for “Class 710 train regenerative braking” and you find little in addition to my ramblings.

But other Aventras, like Crossrail’s Class 345 trains have been stated to have regenerative braking.

I also repeated my views in an article in Rail Magazine, which I described in I’ve Been Published In Rail Magazine.

No-one has told me that they disagree with my views and I was talking rubbish!

So I will assume that Class 710 trains do have regenerative braking!

The Aventra’s Electrical Systems

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.

This was published eight years ago, so I suspect Bombardier have refined the concept.

But even in 2011, Bombardier were thinking about energy storage on the train.

How Much Storage Would A Class 710 Train Need?

As I said earlier, I train would need sufficient energy storage to store the kinetic energy of a train.

As my calculations show that a full train travelling at the maximum speed of 75 mph, then the energy storage for this version of a Class 710 train must be able to store at least 34.5 kWh, at all times.

The size of the on board energy storage could be around 40-50 kWh, which is readily available in a lithium ion battery, that has been designed for transport use.

Where Would The Energy Storage Be Placed?

The extract above says that two cars hold the electrical systems.

These pictures show the pantograph car and driver car next to it.

 

Note that underneath the pantograph car is a transformer.

So are these, the pair of cars, the extract describes? They certainly could be!

This is a selection of pictures of the underneath of the driver car.

 

Note.

  1. There are two large boxes with latches under both driver cars.
  2. Next to these boxes is a smaller box. At the pantograph end of the train, it is open and looks like a cooling system for the two boxes
  3. At the other end of the train, the smaller box appears to have a blanking plate, so perhaps the boxes are empty.

The only sensible use I can think of for the boxesis to store the batteries or capacitors.

I

I would estimate that each of the four large boxes.

  • Is about a metre wide.
  • Is about 0.3 metres high.
  • Is sized to fit within the 2.7 metre width of the train. Perhaps 2.5 metres.

These give a column of 0.75 cubic metres.

Bombardier used to manufacture a Primove 50 kWh battery, which was built to power trams and trains, that had the following characteristics.

  • A weight of under a tonne.
  • Dimensions of under two x one x half metres.

Were these boxes under the floor of the driver cabs of the Class 710 train designed to hold a Primove 50 kWh or similar battery?

Four batteries could give the train as much as 200 kWh of energy storage.

But surely for trundling along the Gospel Oak to Barking Line. a smaller battery capacity would be sufficient. I suspect that you fill the boxes with how many batteries you need and the computer does the rest.

Perhaps, just one 50 kWh battery would be enough! This could explain, why the cooling system appears to be blanked off at one end of the train.

Could The Batteries Be Used To Power The Class 710 Train?

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 a 50 kWh bsttery would give the following ranges with these consumption rates for a four-car Class 710 trains.

  • 3 kWh – 4.2 miles
  • 4 kWh – 3.1 miles
  • 5 kWh – 2.5 miles

It looks to me, that battery power would be possible over the extension to Barking Riverside station, which is about a mile long.

Battery power would also other uses.

  • Moving the train to a safe place for passenger evacuation, when the overhead electrification fails.
  • Moving the train in a depot or sidings, without overhead power.
  • Running innovative on-board services for maintenance and train preparation, when the train is parked overnight.

Reliable battery power has a lot of uses on a train.

West London Orbital Railway

The West London Orbital Railway would have less than ten miles of lines without electrification, with several electrified miles on either side.

I believe that Class 710 trains with the right amount of batteries could bridge the gap and make a massive difference to rail transport in North and West London.

I think that jumping a gap of a few miles on battery power, may well be easier than doing an Out-and-Back service..

A Flexible System

As it appears, each Class 710 train has got four battery boxes, I suspect that batteries can be installed as to the needs of the route.

  • Standard operation on Gospel Oak to Barking, Watford DC Lines and Lea Valley Lines could be one or two batteries to handle regenerative braking.
  • Out-and-Back to Barking Riverside station ,might need two batteries.
  • West London Orbital services might need three or four batteries.

These battery boxes also could be designed to allow an easy and quick change of battery, as batteries on buses have given Transport for London trouble in the past.

Conclusion

Bombardier’s design of the Aventra has been designed with battery operation in mind, which opens up lots of possibilities!

May 25, 2019 Posted by | Energy Storage, Transport | , , , , | 5 Comments

The Problem Of Step-Free Access At South Acton Station

South Acton station would be one of two stations on the shared section of the North London Line and the proposed West London Orbital Railway.

It could be handling fourteen passenger trains per hour in both directions.

This Google Map shows the station.

Note how all the land close to the line has been sold to developers and new housing, now means space is very restricted.

This image shows a close-up of the bridge.

With a train stopping at the station every four minutes, a step-free means of crossing the line is essential.

The often-used solution of building a new step-free bridge and keeping the old one is not a solution at South Acton station, due to the space restrictions.

I suspect the current bridge could be replaced with a step-free one, but how do you provide a bridge whilst the new one is installed?

I went back to the station on May the 2nd and took these pictures.

It might just be possible to squeeze a bridge in at the North end of the station.

There is certainly enough space for a bridge tower on the Western side behind the fence and if space can be found on the other, a bridge might be possible.

 

 

May 2, 2019 Posted by | Transport | , , , , | Leave a comment

What Is Happening At Acton Central Station?

On my way home today, I stopped off at Acton Central station to have a look.

This Google Map shows the station.

Note the level crossing and the partially demolished station building behind the hoarding.

The station could have a few problems in the future and may need partial rebuilding.

  • The level crossing handles four trains per hour (tph) in both directions and there are plans to increase this frequency by two tph.
  • The station is the changeover point between third-rail and overhead electrification.
  • There is no step-free access between the two platforms.

But the biggest cause of future problems could be the West London Orbital Railway.

  • This route will call at Acton Central station and it will have two services, each with four tph in both directions, giving a total of fourteen tph in each direction through the station.
  • It is also likely that some passengers will want to change direction, so they will have to use the subway.
  • The number of trains and passengers, may mean that a second entrance is needed on the Richmond-bound platform.

Could the work at Acton Central station be part of a solution?

Conclusion

It looks like it could be a second entrance is being created.

This might also make it easier for some passengers to change platforms and shut the level crossing.

May 1, 2019 Posted by | Transport | , , , , , | Leave a comment

Development North Of Kew Bridge Station

This Google Map shows the large site to the North of Kew Bridge station.

Note.

  1. Kew Bridge station in the South-East corner of the map.
  2. The M4 passing around the North of the site.
  3. The triangle of railway lines going to Hounslow in the West, South Acton in the North and Barnes and Waterloo in the East.

Some of the plans for the site have been disclosed.

Brentford’s New Stadium

I took these pictures from a train, as I passed through yesterday.

Brentford Community Stadium is planned to open in Summer 2020.

Step-Free Access At Kew Bridge Station

Currently, Kew Bridge station is not step-free.

Searching the Internet, I found this document on the Hounslow Borough Council web site, which is dated April the 15th 2019 and entitled Step-Free Access To Many Of Hounslow’s Stations Proceeding At Pace!

This is an extract.

Kew Bridge is also set to benefit from accessibility improvements when the new Brentford stadium opens. The London-bound platform is to be made step free and the council is working with SWR and NR to explore how step-free access from the country-bound platform to the street can also be delivered.  A feasibility study is due to progress later this year.

This map from carto.metro.free.fr shows the lines at Kew Bridge station.

The two lines, through the disused platforms at Kew Bridge station could be used as a terminus, by the proposed West London Orbital Railway.

I’m sure Brentford FC wouldn’t object to more trains serving their new ground.

Preparations For The West London Orbital

This picture was taken as I looked through the short tunnel, that connects the current Platform 1 to the disused platform shown on the map of the lines.

It appears that the rubbish and shrubbery of many decades is being cleared.

Could it be in connection with making the London-bound platform step-free?

It would also allow surveyors to assess how much work is needed to get the platform back into use for the West London Orbital Railway.

Development To The South Of The Station

This picture shows a large site behind the station building and the country-bound platform

The location of the site can be seen behind the Express Tavern on this Google Map.

The map also shows how the flats developed on the South side of the tracks have limited the ability to put a second footbridge over the tracks to whisk passengers from London to the stadium.

I wonder, if a route could be built, through the developments, to deliver step-free access to the country-bound platform.

But it would be the wrong side for the stadium!

A step-free bridge is needed at Kew Bridge station.

The Cafe At Kew Bridge Station

Whilst at the station, I had a welcoming coffee.

It’s certainly better than your average chain coffee shop.

I could also wait watching a Departures display.

 

 

May 1, 2019 Posted by | Sport, Transport, World | , , , | Leave a comment

Syon Lane Station To Go Step-Free

I came back from Brentford using Syon Lane station.

These pictures show the station.

What surprised me, is the number of posters up saying that the station is to be made step-free.

Searching the Internet, I found this document on the Hounslow Borough Council web site, which is dated April the 15th 2019 and entitled Step-Free Access To Many Of Hounslow’s Stations Proceeding At Pace!

This is an extract.

Plans to improve accessibility at Syon Lane Station were given the green light this week as Hounslow Council confirmed securing the necessary funding for the £2.4m programme to proceed.  Improvements to the station, which sits on the South West Rail (SWR) network, will include a new footbridge, providing an additional exit point and lift from the west bound platform, delivering step-free access to the street from this platform, as well as easing congestion.  A new (wider) staircase and bridge deck is proposed for the London-bound platform which should also reduce congestion at peak times. Step-free access from this platform to the street will be enabled by improvements to the footpath leading to Rothbury Gardens. Works will commence at the end of April and are due to complete by the end of the summer.

The scheme is being financed by a cocktail of funding streams including; Sky, Community Infrastructure Levy (CIL), Transport for London (TfL) and a contribution from SWR themselves. The total cost is c£2.4m including contingency.

It looks to be a comprehensive well-thought out scheme.

Judging by the presence of a Portacabin and what appeared to be vegetation clearance, where a bridge might go, it appears that everybody is at least starting at pace. Finish by the end of the summer could be a possibility, although I think it is a tough ask!

Reading some of the posters at the station, more than usual details were given about the way the footbridge and step-free access will be added.

These are the phases.

Footpath Improvement Works

Footpath via Rothbury Gardens is closed. Access to Platform 1 is through the Syon Lane entrance (stairs)

Lift And Bridge Sub-Structure And Foundation Works

Installation of lift shaft and footbridge steelwork structure.

Installation of lift equipment.

Removal of existing Platform 1 staircase.

Installation of linkspan to new footbridge.

Staircase from Syon Lane is closed. Access to Platform 1 is via Rothbury Gardens (step-free footpath)

Platform Finishes And Footbridge Commissioning

Following commissioning new footbridge linkspan will be opened.

Oyster readers will be moved to new final locations.

The West London Orbital Railway

The West London Orbital Railway may or may not be built in the next few years.

This would double the number of trains through Syon Lane station from four trains per hour (tph) to eight tph.

As this would be a train every 7-8 minutes, for safe operation, step-free access would be essential.

Stations on the Hounslow Loop Line, that will be used by the proposed West London Orbital Railway are.

  • Hounslow – As this will be a terminus, step-free access will be essential.
  • Isleworth – Planned to be step-free. See Isleworth Station To Go Step-Free for more details.
  • Syon Lane – Going step-free
  • Brentford – Already step-free
  • Kew Bridge – As this will be a terminus, step-free access will be essential.

Except for the two terminals, all stations needed for the West London Orbital Railway are planned to be step-free.

Good project planning would probably mean, that the joint stations were prepared for eight tph as early as possible to stop these works delaying the project.

 

April 30, 2019 Posted by | Transport | , , , | 1 Comment