Category: Future

London Termini – Liverpool Street

Liverpool street, from the Bishopsgate end

Once one of the busiest stations in London, Liverpool street has a very ornate interior much overlooked by its passengers. Having undergone many refurbishments in the years, the concourse now fills with natural light from the vast roof which spans it. Although now not as busy, the soon addition of the Elizabeth line may make this station a true hive of activity again.

A Brief History

London Liverpool Street was built to be the London terminus of the Eastern Counties Railway. Opened in 1874 with 10 platforms, two of which extended under the station forming a junction with the Metropolitan Railway.

Originally the buildings were 90ft high, with a spired clock tower. A hotel named “The Great Eastern” was built down the entire length of the new frontage. Many expansions came in the early years, which unfortunately created a myriad of entrance and exits. As well as this, the bridge used across the station was not wide enough and on two levels, which caused congestion and confusion for passengers wondering which part of the bridge they should be on.

The station is probably most famous for its role in welcoming children of the “Kindertransport”, an operation started in 1938 to bring children from the ever expanding Nazi Germany. The first children arrived on December 2nd 1938, and by September of the following year, almost 10,000 children would arrive into Liverpool Street, many of which landed at Harwich.

After being damaged in the Second World War, the station remained in a poor state until the 1960’s, when British Rail rebuilt and refurbished the station, giving it a new clock tower.

It was therefore a surprise that in 1974, British Rail would earmark the Liverpool Street station building to be demolished, and an underground terminus put in it’s place. Many campaigns were launched by eminent figures of the day, including the comedian Spike Milligan, to stop the bulldozers from destroying such a beautiful example of a London Terminus. Eventually after a few years, the tireless campaigning worked and Liverpool Street was saved.

A full refurbishment was again undertaken in the 1980s, with the train shed roof being fully repaired and restored. The main roof would follow in 1987. At this time a link would be established to the Cambridge line, enabling trains to terminate at Liverpool Street instead of Broad street. The entire work was finished in 1991, and the station was officially re-opened by the Queen.

Since 2013, the site has had many excavations in preparation for the Elizabeth Line. During one of these, a mass grave was found on the site of the “Bedlam” burial ground, dating back to the 17th Century. This lead to a full excavation of the area, recovering what is believed to be 3,000 bodies.

A quick view of the station today

Due to its complex nature, you could start anywhere at Liverpool street and still get great views. Howver for the sake of this quick walkthrough, we will start at the entrance at Hope Square in Liverpool Street.

Going through the gates, you will be greeted by the ‘Kindertransport’ statue in front of the glass fronted entrance. Take time at this statue to read the plaques and appreciate this significant event in history.

The ‘New’ Kindertransport Statue in Hope Square

If we now go through the entrance, you will gain the first look at the roof, with the concourse opening out below you. You are on the mezzanine level at this point, so take some time to look around you, admiring the columns which hold up the glass roof which is allowing natural light to flood in.

Looking left, you will see some arched windows, move toward these and then turn towards the concourse, so that you are looking straight down it. It is one of the best views of any London Terminus in my opinion, and a great photo if you can get it.

Move back along the mezzanine, a row of retail is ahead and to your right, but if you carry on down into a corridor, the exit to the bus station will eventally be on your left. Keep going down here for a very good view across the platforms.

A view across the platforms, note the abundance of highly decorated columns.

Once, you have seen the the platforms, with the fantastic train shed above, head back to the mezzanine level and turn left, so that you can see the arrival and departure board ahead of you, hanging above the concourse.

Once you get to the board, turn right and go underneath it, good views can be had of the concourse left and right here. At the other side, turn right and then left, you should see a rather large marble mural which reaches up toward the roof. This great marble structure is one of the best dedications to those who lost their lives during the First World War at any railway station. Below it are dedications to Captain Charles Fryatt and Sir Henry Wilson, both of whom were decorated in the Great War. Many other dedications and wreaths are normally to be found under these.

The First World War Memorial

Go back past the memorial and then past the departure board, and you should find on your right three brick reliefs. These depict a steam train, a ship and a scene involving coal being put into a firebox.

You will now see an exit which takes you out onto Bishopsgate. The former Great Eastern Hotel is to your left, and the original ballroom ceiling can be seen if you enter this building (which is now a major chain pub). Looking back towards the station you will see a glass canopy with escalators down to concourse level. This is framed with two brick columns, one with a clock tower. Also to be found here to your right is a very unusual metal totem with a London Underground roundel and the Liverpool Street name underneath.

Totem in Bishopsgate

Take the escalators down to the main concourse. Walk forward here and again admire the roof structure. Keep to your left here as you walk along. There are lots of places to sit here, and a set of escalators will take you down to the toilets. Go past these, keeping left until you almost reach the entrance to the Underground station.

You will then see another statue dedicated to the Kindertransport. This was the original one dedicated in 2003, and used to sit in Hope Square. When it was there it contained a glass box with actual artifacts from some of the children, with the standing girl only. When it was relocated however, a sitting boy was added and the glass box removed.

Kindertransport statue near Underground entrance

Moving past the Underground entrance, there is another exit ahead of you which takes you to an area with a low veiling and retail outlets. Eventually it leads to the Bus station.

London Liverpool Street is not the largest London Terminus, but this and Marylebone do keep the charm of the old railway, and although I have detailed a few hidden gems, but there are more (but that’s for another time…)

A view from the Liverpool Street end

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London Termini – Marylebone

The last terminus to be built in London, Marylebone has never really been finished. It was designed with future expansion in mind, but still only has 6 platforms today, and for much of its life only had 4. Very quiet during the day it springs into live during the rush hours, or when a major event is going on at the nearby Wembley complex. However this is its charm. With an expansive concourse, it’s just a nice place to sit and reflect during those quiet times.

A Brief History

The station was built for the Grand Central Railway, a company formed out of the Manchester, Sheffield and Lincolnshire Railway. The terminus for that railway was only 2 miles north of Marylebone, but building an extension down to Marylebone would come with massive planning problems.

One of these was from the MCC at the Lords Cricket Ground, who massively objected to the original proposals which would see the railway go straight through the nursery end of the ground. After many years of argument, it was agreed that the railway company would purchase and relocate the orphanage next to the ground. This would enable the railway to be put in place using the ‘cut and cover’ technique. The ground was then put back as it was, with the railway running under the Nursey end.

The work on this completed in 1898, and it was then that the Grand Central Railway title was introduced. The new terminus however suffered from the money spent to do all the extra work, including a high speed railway link for the railway to Nottingham. It was therefore proposed to be a simple but elegant terminus.

A four platform trainshed was put in place, which only covered 495ft of the total 950ft platform length. It was envisioned that more platforms would be added during the early 20th century, but low passenger numbers would mean that this didn’t happen at this time. However the station would boast an extensive concourse, and the glass roof provided natural light which flooded in.

A station hotel was built opposite the station on Melcombe place, and is arguably the most opulent of all the London station hotels. A massive central atrium is inside and it still has that feel of early 20th Century rail travel. It was only converted once, into railway offices between 1945 and 1986. It was then purchased in 1986 and re-opened as a hotel in 1993.

Marylebone was never going to be a busy station however. The nearby Euston and Kings cross had been taking passengers north for over 40 years. Many attempts to close the station occurred between 1960 and 1986 (the Beeching review and cuts of 1966 meant that Marylebone would only provide trains as far north as Birmingham), but eventually was given a full reprieve as British Rail decided to creative a new working group for the station.

This allowed it to be more adventurous with its route planning, including heritage excursions and special event trains. The privatisation of the UK rail network in 1996 saw Chiltern Railways take over, and they have successfully managed it ever since.

A quick view of the current station

Moving toward the main entrance at Melcombe Place, you will see the ornate canopy over the road and taxi rank. Behind you is the impressive Landmark London Hotel. The pillars here are great, black with a red motif around a third of the way up.

As we enter via the main entrance on Melcombe Place you will see above the writing of Marylebone Station in stonework. Next to this you can still see the uncoloured logo of Network South East (the last British Rail operator for the line before privatisation).

Entering the station, note the GCR logos on the gates. In fact this logo can be found all around the station, especially over exits in the brickwork. The station here opens out in front of you, with the platforms directly ahead under the impressive canopy and trainshed.

Move slightly further in and you will se an electronic information board to your left. Underneath this are electronic ticketing machines. Turn left now, and go towards and past these information boards so that they are on your right as you go past. You will see the station information booth in front of you. This is also the station reception as well.

Moving past the information centre you will see yet more electronic ticket machines below some distinctive Network South East branding. If you now turn directly to your right you will see the ticket office. Moving forward a little further and the entrance to the Underground station is on your left.

Ticket machines with the old Network Southeast branding still visible

Turn 180 degrees back towards the information centre and go past it. The ladies toilets are directly in front of you. Now turn right and walk down this part of the concourse. Various retail outlets are on your left, the current M&S store is housed in what used to be the ticketing hall. Some Cash machines are on your right.

Around half way down this hall on the left are three plaques. The top one is the coat of arms of the Great Central Railway, the next is dedicated to the centenary of the birth of Sir John Betjeman, and the last one is dedicated to the centenary of the station in 1999.

Moving back down the concourse to the end wall, where a further three plaques sit. These are dedicated to those railway employees who died during World War One. Two are on bronze sheets and the third is on a marble stone.

The marble plaque dedication to railway workers who were killed in the First World War

Carry on down past the plaques, and as it narrows, the Gents toilets are on your right. Now carry on through the arch and past a public house. You will see an exit here, but of more interest is the framed information on the walls, detailing the history of the station. They are very interesting and worth spending time reading.

Information boards at the entrance to the station at Harewood Avenue

Instead of exiting into Harewood avenue, lets re-trace our steps back into the station and go towards the Information centre once more. Take time to look up an appreciate the roof here, with the light flooding in over the whole concourse.

Go past the information boards and turn left to see the platforms ahead of you. If you are able, go through the gate lines onto these platforms. You really get the sense of the wider than usual platforms, and there is an extensive bike rack on platform 3 which is nearly two thirds the length of the trainshed.

The huge bike rack at platform 3

Move out further past the edge of the roof and look back. This shows off the trainshed really well, with the ornate pillars of red which hold it up. The station really does have a great feel, and although not as grand as say St Pancras, is nonetheless extremely appealing.

A view back to the trainshed

A view of trains departing and arriving at Marylebone can be seen below

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London Termini – London Bridge

London Bridge is the oldest of the Termini in London, and one of the combined termini where terminating platforms are alongside through services. Often derided in the past as gloomy and difficult to navigate, a 21st Century makeover was completed in 2018. It is now a sleek modern building, its angled lines smoothed out with a curvy façade on one side. London’s tallest building, The Shard, towers above it, literally pinpointing the stations position.

A brief history

In 1831 a railway was proposed between Greenwich and Tooley Street. Because it would run through very congested streets, it was agreed that the best course of action was to build a viaduct. This would become a huge 878 arch bridge, made from 60 million bricks which were made in Sittingbourne, Kent. Initially the viaduct had a walkway which people could use for the sum of 1 pence, enabling elevated views of the city. However this was closed during the expansion of 1840.

Partly opened in 1836 as far as Spar Road, the full line to London Bridge was opened in December 1836. The station at this time was very basic, steps or ramps up to the platforms which were totally open to the elements having no sheltering roof or trainshed whatsoever.

Expansion came very quickly, with the London and Croydon Railway Company and The South Eastern Railway company taking routes North and South respectively between 1839 and 1842. The increased traffic gave the station a new building in 1844, the first of many rebuilds London Bridge would have.

The most significant of these was in 1850, where the station was divided in two, the South Eastern taking control of the North side, and the newly formed London, Brighton and South Coast railway company the South side. A huge wall was erected, with both sides having differing rules and regulations, causing services such as horse drawn taxis to pay differing charges as they traversed the station.

This remined in place until 1923, when all the southern rail companies were amalgamated into the Southern Railway Company. A footbridge was built to link the two stations in 1928.

The arches under the station were used in the Second World War as air raid shelters, although conditions were very grim. Inspections declared they were unfit for use and demanded improvements to make them both safer and hygienic. Unfortunately, before any real improvements were made, a bomb hit London Bridge in February 1941, killing 68 and injuring a further 175.

A Major rebuild of the infrastructure and station occurred in the 1970’s. This included new signalling and rerouting of the lines in and out of London Bridge. The building was given a modern design, but people would still complain that it was cramped and uninviting.

It wasn’t until the early 2000’s that another rebuild would take place. The most radical and expensive so far, this time they seem to have got it right , as I shall explain in the rest of the blog.

A quick view of the current station

Although I label this as a quick view, the station is so vast that being quick here is not something i’d recommend if you wish to appreciate this new station.

Entering from the underground station, after going up the escalators you enter a passageway which is Joiner Street. Move into Joiner Street and you should soon see on your left the entrance to the Western Arches.

The Western Arches

Moving into here, the old pillars that are holding up the railway above you, go down this corridor in a pleasant symmetrical fashion. Shops are placed at the side, and the feel of this section is fantastic.

At the end of the passageway is another intersection, this time with Stanier street. Of note here is the plaques along the wall detailing the history of the station layout, well worth a look if you have the time.

Plaque in Stanier Street

Moving back to the end of the Western arches, and head of you is the main concourse – a sleeper in on one of the walls just as you are about to enter the concourse is dedicated to the opening in 2018.

Dedication plaque

Turning right here will take you down past more shops on your right, and the main ticket office on your left. Carry on down to the exit and you will see on your left a memorial to the railway workers who died in the first world war. This exit would take you into St Thomas’ street, next to St Thomas’ hospital, should you go through it.

First World War Memorial

Turning back into the main concourse, head all the way back to the Western Arches and carry on. You will see various gateline entrances to your right, as well as a big escalator and stairs in the middle which will take you up to the upper concourse and the bus station. Lets go up and take a quick look.

Up the escalator ahead of you is the glass frontage of what used to be known as the main entrance to the station. If you were to exit there, the Shard would be immediately to your right, with the bus station immediately in from of you. It is worth going out here just to marvel not only at the Shard, but the impressive all glass frontage to the station here (see the opening picture of this blog post).

Moving around the upper concourse the sense of natural light and space is very evident. Moving to the left you will find gatelines for Platforms 10-15. If you gain access to these platforms, try to take a moment to stand at the end of the terminating platforms, and you will be greeted by a very pleasant sight as the canopy structure over the platforms snakes away from you, yet another good photo opportunity.

A view down platforms 14 and 15

Lets go back downstairs to the main concourse, and turn right towards the exit for Tooley Street. Various gatelines will be on your right, as well as an information centre. Exiting into Tooly Street will give you a look at the new sweeping façade at this entrance. This mixes well with the original arches, which can be seen meandering away towards Greenwich. The view as you enter the station again is below.

View after entering via Tooley Street, note the huge escalators towering above you.

Moving into the station, we go through a gateline into the inner concourse. Impressive concrete pillars, looking like huge egg timers, are dotted around, with seating around their circumfrence. The space here is very welcoming due to the high ceiling. Various lifts are in the centre too, and ahead of you are the huge escalators which take you to platforms 1-15.

A view across the concourse post gateline, with the lift shafts, pillars and high roof.

Departure boards are placed around the lifts and on the side walls, really the wealth of information about arriving and departing train services is comprehensive.

I visited during rush hour, and yes it was busy, but the station layout as it is now didn’t seem to have any major congestion points. The station and surrounding structure is still being worked on, but all the major components are open, and it seems that at last London Bridge is able to cope with the passenger numbers it receives.

The video below shows London Bridge platforms at evening rush hour.

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London Termini – Cannon Street

The essence of a true commuter station, very quiet during the day but in the morning and evening a hive of activity. Served only by the SouthEastern Railway and serving only Kent and Sussex, this central London hub has a varied but solid history.

A Brief History

The South Eastern Railway Company started construction in 1863, from a design by Sir John Hawkshaw. The railway entered via a 706ft bridge which at this stage only carried 5 lines. This was increased to 10 during the late 1800’s. The engine shed roof was an impressive 190ft wide and more than 680ft long, with a central lantern section which ran almost the entire length.

On the bridge side, two towers sit either side of the bridge, each adorned with a square domed roof and spire. It was found during restoration in 1986, that the east tower contained a water tank, either for replenishing the locomotives or for use in powering the stations hydraulic lift systems.

A hotel was built on the front entrance of the station. At only 5 stories it was one of the smallest station hotels, but had turrets mirroring those of the main towers. Like most railway hotels however, the popularity waned in the early 1900’s and it closed to customers in 1931.

The station officially opened in September 1866, and provided additional services to and from Charing Cross via a 7 minute shuttle, considerably quicker than the 35 minute walk. However, the advent of the district railway a few years later would render these shuttles almost useless.

The trainshed roof was extensively damaged during an air raid in 1941, and engineers deemed that replacing the glass would not be possible. The structure stood in skeleton form until 1958, when it was demolished in the first re-model of the station.

The new office complex which replaced the hotel was derided by critics, and certainly wasn’t as grand as the original Hotel. It was followed in the 1980’s by a ‘floating’ office block above the station platforms, held up by a 6000 ton metal frame. The block nearest the river has a roof garden, and slightly protrudes the two towers.

A quick view of the station today

Going in via the right hand steps on Cannon Street itself, you are greeted by a British Rail Sign hanging from the roof and a blue “Welcome to Cannon Street Station” sign. Immediately at the top of the two flights of stairs to your right is the entrance to the Underground station.

The low ceiling, clad in silver stripes with bright lighting makes you feel penned in. The floor, a cream tile with grey borders almost makes it feel like a department store. This aside, you remember that this is just a “people mover” station, so modern clean almost clinical lines wont be noticed by the thousands using it each day.

View to the station entrance from platform 7

To the right is a coffee shop, then the ticketing office and finally the toilets. Straight ahead are the gatelines to platforms 4-7. Look to your left here and a statue called “The Plumbers Apprentice”, which commemorates 400 years of the Worshipful Company of Plumbers. Their hall was once on the ground of the station.

The Plumbers Apprentice

Carry on past the statue and on your right will be ticketing machines and the gatelines to platforms 1-3. Directly ahead is a retail outlet and a pub/restaurant. Turning back towards the street and by the steps on your right is the lift down to the Underground Station.

Moving onto the platforms, ex Network South East overhead clocks continue to click away, and the pillars in the centre of the platform still contain the Network South East colour banding at the base.

As you move outside, to the left is a view over the River Thames to Tower Bridge, HMS Belfast and The Shard. To the Right you will see both Southwark and Blackfriars bridges, as well as the Tate Modern.

But look back towards the station and the full glory of the two original towers rise before you. A very impressive site, and totally at odds with the office block in the middle, yet somehow it does fit together. In my view it only goes to enhance the old structure.

The two towers of Cannon Street

Cannon Street with all its stark modern looks deceives you, and the small things like the Statue, Network South East reminders and of course the towers are reasons to just spend a little more time looking around you, rather than rushing to get that train home.

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London Termini – St Pancras International

A gateway to Europe, the finest of stations, but nearly demolished in the 1960’s. An amazing station, with plenty of history, a huge trainshed and a 5 star Hotel attached. The story of St Pancras is long and full of near disaster moments, but now it stands proud as the main Termini of Eurostar, and with it the first station many overseas travellers will see.

A Brief History

The Midland Railway was desperate to get away from sharing Kings Cross with the Great Northern Railway. So when a bill was passed in 1863 for a railway between London and Bedford, they jumped at the chance to construct a new station between Kings Cross and Euston. It would be known as St Pancras, after the local Parish.

William Barlow designed a radical trainshed for the station, 245ft wide, 689ft long and 100ft high, it was the biggest single span roof in the world for a time.

The void left by excavation works was used to store beer and other goods, and was known as ‘the vaults’. This is now a superb shopping arcade linking the station down its spine underneath the trainshed.

The hotel was built to rival the one next door at Kings Cross, and was a highly flamboyant affair, the architecture lending itself to Italian and Belgian influences. It is often seen as the face of St Pancras. However it never seemed to make a profit and was closed in 1935, only to later be used as crew sleeping quarters and offices for British Rail Catering Division.

A concerted effort by many historians and railway enthusiasts (including Sir John Betjeman) stopped the bulldozers destroying the station in the late 1960’s. This however didn’t stop the station from falling into dis-repair.

Amazingly though, a major lifeline was given when in 1994 the government approved St Pancras as the Terminus for the new Eurostar service. A major renovation project started in 2001, and by 2007 after restoration and modernisation (including a modern extension to the trainshed, if not in keeping with the original), St Pancras re opened fully.


A quick view of the current station

As you enter via Pancras Road, through a huge glass façade, the concourse opens out in front of you. To the left, escalators take you down to the underground station, while a lift to your right either takes you down also, but will take you up to the SouthEastern High Speed platforms.

Moving forward slightly, turning right past a coffee shop, ahead is a new pub restaurant and also 3 sets of escalators. Two sets take you up to the HighSpeed platforms, the middle set taking you down to the Underground.

Turning past the pub, moving forward past a retail outlet on your right and food to your left, another retail unit is in front of you. Turning right here will take you to lost property, toilets and the station office. Turning left and carrying down the corridor you will come back to the main concourse, where a departure and arrival board sits above other retail outlets.

Now turn right and go down towards another exit, this is the Midland Road entrance. To your right as you walk down is a ticketing centre, and at the end on your right, access to the Thameslink platforms, seen below.

Thameslink underground platforms, labelled platform A and B

Back up from Thameslink, go straight on into the old Vaults, which is now a great arcade full of mainly high end retailers, with a few pianos in the centre aisles for the public to use! This area also gives you the first real glimpse of the original trainshed, a glance upwards reveals its vast nature. A quarter of the way down on the left is the entrance to the Eurostar terminal.

A view down into the arcade from the Grand Terrace

Going up a set of stairs brings you to the Grand Terrace, and a statue of Sir John Betjeman. He is looking up, almost encouraging you to do so. The massive trainshed extends out from here and is a superb sight. Looking towards the back, the Hotel can be seen, as well as a clock and an art installation by Tracey Emin. This is part of a series of artworks commissioned by The Royal Academy.

Moving toward the Hotel, another statue is very prominent. This is called “The Meeting Place” and stands at 30ft high. Along its base are castings of various railway events.

Turn 180 degrees and the Eurostar platforms and trainshed are before you.

If you go to the other end of the trainshed on this level, you will come to the platforms for East Midland Trains. Going back downstairs, head back to the back of the arcade and through into the Underground station. Here you will find information, ticketing and entrance to the Circle, Hammersmith and City and Metropolitan lines.

Carry on down this corridor and on your right, you will see a dedication to the Kings Cross fire in 1987.

Following this corridor to the left will take you down to the entrances for the Victoria, Northern and Piccadilly lines. There is also a piano here, if you feel so inclined!

Carry on down the corridor and you will have come full circle if you take the escalators up to the main concourse.

A great station, made better by design, yet old charm can be found if you look for it. Speaking of which, as a little challenge to those who don’t know, try to find this gem in the Underground Stations network of entrances and exits!

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Planned 2019 Posts

Well, as 2018 comes to a close, just a quick blog on where I see myself going next year.

My main project, which may span over into 2020, is a comprehensive overview of all London Termini.  As you can imagine, this will be a major undertaking as I need to fit it in with other personal and work life, but I am willing to put in the effort to make this overview as good as possible.  My First two should be St Pancras International and Kings Cross.  This series will also be covered via platform videos on my  YouTube Channel

Other blogs to include more on the SouthEastern rolling stock history, and more in the series of stations I have visited – both local and far.  Plus Mistydale model railway is getting a new section!

I also aim to blog at least twice month, and will set up schedules to try to meet these deadlines more accurately.

I may blog before the end of the year, but if not, expect a new post around 1st Jan 2019.

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Crossrail (Elizabeth Line) – Delayed – my view

On 31st August 2018, the announcement was made by TFL (Transport For London) that the long awaited “Elizabeth Line” (aka Crossrail) would now not be opening through London in December.  The new date has been pencilled in as “summer/autumn” 2019.  This has been rumoured for the last few months, as stations really didn’t look that ready during the summer “open” days.

Most business’ in London affected by the building work were hoping for the December 2018 opening, in order for them to reap the benefits of the new line to their Christmas trade.  Many are understandably upset, this news coming only 3 months away.  Moreover, TFL themselves were hoping for the cash injection which the new line would bring, and the loss of revenue here may affect their profit projection, although actual figures are very hard to track down.  The widely reported £600 million overspend on the project is unfortunate, but Crossrail is certainly not the first major construction project to be over budget.

It is regrettable that there is to be a delay in opening the core part of the line.  As well as the obvious cosmetic delays at the stations, signalling is also being highlighted as a problem area.  It is also quite possible that the problems encountered by Thameslink and Northern in May of this year have ‘spooked’ the rail industry so much, that another potential embarrassing moment was to be keenly avoided.

I do have a lot of sympathy with the businesses, particularly the small ones, along the route which will be affected by this decision.  Hopefully they will be able to continue trading until the line fully opens next year, when they should begin to see the benefits of a world class transit system.

Crossrail (Elizabeth line) is a necessary line for London and the surrounding areas.  The current underground system, although significantly upgraded, will not be able to expand to the levels required by an ever expanding London.  Speedy, direct trains from Heathrow to the Canary Wharf district via major inner London destinations will be crucial to allow London to continue to be a draw for major investors.

So in conclusion, as annoying and disruptive as this is, the Crossrail project is going to be late.  It is coming with an overspend, and possible financial hardship along its route.  But when it does eventually open, London will have a transit system fit for the 21st century, and hopefully London residents and business’ (big and small) will reap the benefits from it.

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The Digital Railway

Last week (10th May 2018) , the British Government in association with Network Rail announced that it would be investing in a digital railway, but what is that?

Basically, for well over a hundred years, railway signalling in the UK is a “block” based system. That is, a pre defined area of railway ‘blocks’ divide up the network, and no two trains can occupy the same block at the same time. In recent years, if a train moves past a red signal in to an occupied block, the onboard safety system (TPWS) will apply the emergency brake. This system albeit very safe, is very inefficient. A better way would be to allow the trains to report their position, speed etc. This would allow trains to run safely at closer distances, and would increase the capacity on the network.

The cost would be high, but as many of the signalling systems in the UK are nearing an upgrade, the spend would not necessarily be in addition to works which have been already identified by Network Rail.

To better explain this, the following video from Network Rail shows the current system of signalling, and how the new digital systems would improve the UK rail network.

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UK Railway future overview

On Wednesday 29th November 2017, the government of the UK announced its vision for the future of the UK rail network.  After reading the publication myself, I will outline some of the proposals below.  Note these are only proposals, even though much press speculation in the UK before this publication hinted at an actual announcement of line re-openings and the such, none were set in stone in the report.

The all important funding question had pretty much been answered in October 2017, when the government announced that £34.7bn had been set aside for funding between 2019-2024 (in England and Wales, Scotland provides any investment separately).  This didn’t mean however that recently deferred projects, such as electrification would now go ahead.  Instead the report says there is a need to “prioritise and invest in essential work on the existing infrastructure”.  This may give some hope back to these projects, such as electrification to the south west line, but doesn’t specifically say so.

The issue of Network Rail, the organisation which looks after the infrastructure of the railway such as tracks and signalling was addressed.  The overall impression given by the report is to try to make Network Rails’ operation more regional, instead of centralised.  It is noted that this is where most problems have occurred because of the lack of local knowledge when planning engineering works.  By working closer with the Train Operating Companies (TOCs) in their specific region, and giving more control to the local teams, it is hoped a more streamlined and efficient timetable of works can be achieved on time.

The report also touches on developments in track signalling.  In what seems to be a hint at a major overhaul in the future, digital systems could be implemented.  These include:

  • c-DAS (connected-Driver Advisory System). A way to inform the driver en-route about potential route changes or speed restrictions in real time.
  • ETCS (European Train Control System).  Eliminates the need for trackside signalling, instead moving everything to the drivers cab.

Of the two listed above,, ETCS would only be implemented when current signalling comes to the end of their life.  This would mean a long wait for such a system here in Kent, as we have only just seen the end of the East Kent Signalling project.  However in 2015 funding was approved for ECTS signalling in Ashford, Kent, although an exact timetable is still to be approved.

With regard to “new” routes, the only concrete route planned is the previously announced restoration of service between Oxford and Cambridge, which will be undertaken by the East West Rail Company.  Other routes are discussed very briefly and are still deemed to be in proposal stage.  These include

  • Bristol to Portishead
  • Bristol to Henbury
  • Exeter to Oakhampton
  • Bere Alston to Tavistock

From a local point of view, many were hoping that the Uckfield to Lewes line would be mentioned in the report.  It isn’t, however after a question by Lewes MP Maria Caulfield Chris Grayling replied that “I would be delighted to see the route reopened, and I hope that the consortium pursuing the project will prove successful.”.  This presumably means that other national line reopening’s can be revisited, providing funding and feasibility can be achieved.

Ticketing was addressed in the report, with a definite lean towards “Smart Ticketing”, such as tickets on mobile.  Smartcard technology for short distance journeys, such as TFL’s Oyster Card, could be implemented on some routes.  Personally I still like a paper ticket, as the smart ticket relies on mobile connection and more importantly battery life!

It was good to see accessibility to the railway get a (albeit brief) mention in the report.  Access for all to the rail network is essential for everyone, regardless of any disability.  Not just step free access, but proper training for staff to deal with customers with accessibility needs.

Investment in Wi-Fi technology was also mentioned, with at least £35 million set aside for trials.  Many networks do have Wi-Fi enabled trains, and it is good to see that investment here was forthcoming.

As far as the franchises go, the company which controls the much maligned Southern Rail, Govia Thameslink, could be broken up.  Much has been said in the Media about this franchise, so my suggestion here is to access a search engine, read for yourself and make your own mind up!  As far as my region, SouthEastern, is concerned, a new joint team of Network Rail staff and TOC will take responsibility.  This is in conjunction to the paragraph earlier about Network Rail integration.  The new franchise here is due to be announced in 2018.  Other prospective franchises are detailed on page 36-38 of the report.

As a rail enthusiast, I have always felt that freight carried by rail is an integral part of the UK economy.  I was therefore glad to see a continuation of 2016’s rail freight strategy in the report.  This includes provision to provide funding for improvements to rail freight up to 2024.

In conclusion, the report does include many great ideas which, if implemented, will improve the UK Rail network.  Integration between the TOCs and Network Rail is a sensible move, as is the proposed improvement to track signalling.  It unfortunately stopped short of headline line re-openings, but did hint at willingness to do so.

The full report can be read HERE

Videos of mine can be found on my YouTube channel, Rainham Rail Enthusiast .  Thanks for reading, I’ll blog again soon.