A Review of the Thameslink Programme

The Institution of Railway Signal Engineers Inc Australasian Section Incorporated A Review of the Thameslink Programme Georgina Hartwell MEng (Hons) AMIRSE MIET Network Rail Consulting SUMMARY The aim of this paper is to provide a project description and update to Network Rail’s Thameslink Programme in London. It discusses the history behind the programme and key design considerations. The paper then goes on to look at the reasons behind the decision to implement ATO over ETCS Level 2, before explaining some of the supporting projects and work-streams. In order to successfully commission ATO, a migration strategy and comprehensive set of system proving is required; testing activities are discussed in the paper. Finally, examples of best practice and lessons learned are given, before highlighting key considerations to be made by other high capacity infrastructure projects. 1 INTRODUCTION 3 WHAT IS THAMESLINK? Opened in 1988, the Thameslink route runs along the 3.1 Three Stages North – South plane of London, connecting services KO0 was completed in March 2009 and saw the number through the heart of the city. It currently covers 68 stations and 225km of track, with the majority of services running of trains per hour (tph) through the core area increase from Bedford to Brighton via London Bridge. The route from 8 to 15 in the peak. serves two airports, London Luton and London Gatwick, KO1 was completed in December 2011, introducing 12 as well as King’s Cross St Pancras where connections to car trains across the whole route, along with an increased Eurostar services can be made. capacity to 16tph in the core area at the peak. The success of the initial Thameslink route opening KO2 is set to conclude the programme in 2018 with the resulted in a British Rail proposal in the 1990s for its introduction of 24tph through the core area through the expansion, upgrading facilities and adding more stations. utilisation of Automatic Train Operation (ATO) over Initially billed as “Thameslink 2000”, the programme was European Train Control System (ETCS) Level 2. KO2 delayed as a result of public funding inquiries, with includes the remodelling of London Bridge Station, the funding agreement eventually confirmed in 2007. creation of a grade separated junction at Bermondsey, Following this agreement, the programme was divided the opening of Canal Tunnels to link the railway to the into three stages: Key Output 0 (KO0), Key Output 1 East Coast Main Line, and the introduction of 115 purpose built Class 700 trains to the route. (KO1) and Key Output 2 (KO2). This paper sets out to describe the Thameslink When completed, the extended Thameslink route will Programme, looking at the technology choices made, serve routes to Bedford, Peterborough and Cambridge in giving a current status update and drawing upon some the north, and Brighton, Sutton, Sevenoaks and lessons learned to make recommendations for Maidstone East in the south, as shown in Figure 1. considerations on new high capacity infrastructure proposals. 2 NOTATION AC: Alternating Current ATO: Automatic Train Operation CBTC: Communications Based Train Control DC: Direct Current DfT: Department for Transport ETCS: European Train Control System ENIF: ETCS National Integration Facility HCI: High Capacity Infrastructure ROC: Rail Operating Centre SRA: Siemens Rail Automation TMS: Traffic Management System tph: Trains per hour Figure 1 Final 2018 Thameslink implementation IRSE Australasia Technical Meeting: Sydney 23 October 2015 Page 1 of 9 IRSE Australasia A Review of the Thameslink Programme Figure 2 shows the interaction that the Thameslink route 4 DESIGN AND TECHNICAL DECISIONS will have with Crossrail, highlighting the interchange between the two that will take place at Farringdon station. 4.1 Key considerations The key considerations during the concept design stage largely centred on the restrictive nature of the infrastructure. A metro style of operation is the desired output, however, the stations through the core area are at varying distances, with some very close together. Alongside this, the stations and platforms present a problem for passenger flow; some stations have a steep gradient on their approach, speeds are restricted to 30 miles per hour through most of the core area and rolling stock is suited to suburban/intercity journeys. These considerations combined led to a design that would see the majority of the Thameslink route being Figure 2 Thameslink and Crossrail routes and upgraded in some way, across all asset areas. Whilst the interchange signalling system at the heart of the solution to train capacity was designed, a host of enabling projects were 3.2 Key project Drivers also commissioned. These included a review of traction supplies, rebuilding of stations, introduction of new rolling Section 1 discusses the success of the initial Thameslink stock, procurement of a Traffic Management System route, which opened in 1988. This success resulted in the (TMS), construction of a signalling centre and line becoming overcrowded and as a result, the need to considerable human factors and wayfinding work. increase the capacity of the route arose. Modelling showed that in order to meet high capacity demands, the 4.2 Technology choice considerations programme would need to support trains at a frequency As discussed earlier, in order to achieve an output of of 24tph through the core at peak times, with the ability to 24tph, a form of ATO is to be installed in the core area. run 30tph in short bursts to support perturbation recovery. Whilst publicly the programme is billed as supplying a In order to introduce 24tph operation, ATO would need to metro style service through the centre of London, the be implemented. technology decision was not as simple as opting for the In addition, ageing assets needed replacement; instead traditional Communications Based Train Control (CBTC) of renewing these like for like, the capacity upgrade was approach that has often been assumed. Instead, an seen as a good opportunity for the introduction of an options selection stage was undertaken, where all upgraded set of assets. available technology choices were assessed. Lastly, the increasing demands of passenger travel in Many variables can affect the ability of a network to run a London are such that the entire network (including the 24tph service, however, the key technology decision for tube, overground and buses) is congested and Thameslink was influenced largely by the ability to signal exhausted. The Thameslink Programme, with its trains at a high frequency, along with the ability to proposed metro style operation through the core area and successfully install a working system whilst keeping the its interconnections with multiple travel modes, will serve railway operational during the majority of the works. to relieve other parts of the overcrowded London network The use of conventional signalling was ruled out early in when complete. This, of course, will be supported by the the design stage, as it was shown that it cannot support Crossrail project, which will run from west to east London the required capacity of 24tph. This left a choice between when completed. CBTC and ETCS, both of which have been shown to 3.3 Schedule deliver the required capacity with ATO. The diagram below lays out the key milestones of the In order to decide between these two technologies, the programme. The High Capacity Infrastructure main requirements and constraints of the proposed implementation of 24tph remains on target for system were considered, along with the way in which the commissioning at the end of 2018. programme would be implemented. The key considerations for the decision making process were: Area of operation: 24tph is required through the core area only (Elephant & Castle and London Bridge to Kentish Town), leading to a requirement for services to transition to conventional signalling either side of this section of the route. Implementation/migration strategy: due to the nature of the Thameslink route and the sheer number of passengers it carries, closing the railway for the upgrade is not an option. Throughout the life of the programme, there are Figure 3 – Thameslink Programme Schedule a number of opportunities to take extended possessions, however, for the most part it should be assumed that the railway will remain operational. It is therefore imperative that the IRSE Australasia Technical Meeting: Sydney 23 October 2015 Page 2 of 9 IRSE Australasia A Review of the Thameslink Programme technology of choice supports a phased this, coupled with the extra capacity required on the introduction to the network in order that there is trains, prompted the industry to recognise the need for a no risk to the timetabled train service. new fleet. More detail of this fleet is given in Section 5.1. Timescales: the technology of choice must be The technology choice of ATO over ETCS Level 2, when able to be implemented by the end of 2018 implemented, will provide the ability to signal a robust Level of confidence: due to the high profile route 24tph service through the core area, however, a number along which the technology will be implemented, of other factors will have to be realised in order to support it is important that programme risk is kept to a this capacity. These are discussed in Section 5. minimum. The level of confidence will be largely gained from using a technology that has already been proven elsewhere. 5 SUPPORTING PROJECTS AND Interoperability: the Thameslink route covers a WORKSTREAMS range of infrastructure, technology and rolling 5.1 Procurement of trains stock. Trains that travel through the core area will also have to travel over conventionally 115 new Class 700 trains have been procured by the DfT. signalled routes, transitioning between the two Specific to the Thameslink route, these will all be dual without the need to stop. This means that the voltage Electric Multiple Units in order that they can run system installed needs to be interoperable with across the DC and AC areas of the network.

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