March 2009 might as well be called Thameslink Programme (TLP) month from all the changes happening with the staged introduction of Key Output Zero (KO0). This, basically, is when the Moorgate branch closes and trains from Sevenoaks are (re)added into the Thameslink network due to the lack of terminating bays at Blackfriars.
The key dates are different to the 'official' dates, but I have used the actually changes rather than the basic timetable changes as weekend services are relatively non-existent at the moment.
27th Febuary 2009
As indicated yesterday, this is the final time passengers will be able to use Blackfriars Tube station until late (i.e. Nov/Dec) 2011. This is due to Network Rail (NR) rebuilding the whole station to provide a proper interchange with the Thameslink station, and one that will have step free access. Please note that although they say it closes on the 2nd March, there is engineering work that weekend which means there'll be no access to the station on the 28th Febuary/1st March.
20th March 2009
This is the final day of services into Moorgate from the north Thameslink route, before closure to allow Farringdon's platforms to be extended over the branch's junction (to cope with the 12 car trains coming from 2012). The final service should be the 1906 to Bedford, calling at Farringdon, St Pancras International, St Albans, Harpenden, Luton, Leagrave and Bedford arriving at 2012.
23rd March 2009
Customer living on the Sevenoaks to Blackfriars via Catford line will come under the Thameslink/First Capital Network, with all trains running through the Central London Core to at least as far as Kentish Town.
The service will be run by 4 car 319s and in the peaks will be extended as far as Bedford. The current services from Beckenham Junction, Gillingham, Rochester and Ashford International into Blackfrairs will also be a joint effort with First Capital Connect and SouthEastern. The trains are due to be run by dual voltage 377/5 and are planned to be 8 car units if enough 377/5's are delivered for this date.
As you can see, the next month sees a lot of changes to both First Capital Connect services and SouthEastern services. This is all part of the plan to provide more seats for customers using these services.
There is still a danger that these keys dates will not be met. As of writing, for example, we are four weeks away from the final date listed above and yet only two 377/5's have been delivered, with the first 377501 expected to be in service this week. The second unit (377504) was delivered last week and has undergone some testing, neither have been on the Thameslink Core as of yet however - something that will have to change very soon. Work at Farringdon is also behind, but Network rail are stepping up efforts there in order to meet the deadline.
If enough 377's and the work at Farringdon aren't ready in time, then the whole programme could slip. There is only a few months spare capacity in the timescale before the Olympics hit in 2012. Hopefully FCC, DfT, SouthEastern, NR and Bombardier will have all have their problems solved or minimised by the time KO0 kicks in.
12 comments:
"The trains are due to be run by dual voltage 377/5 and are planned to be 8 units if enough 377/5's are delivered for this date."
That should be '8 cars', right?
I'd be amazed if the dates were allowed to slip. But I'd not be amazed at all to see quite a lot of short-forming (ie more 4-car peak trains) at the end of March and during April across the whole TL route. Mmm, cosy.
FCC will be getting some 377/2s from southern to compensate... with southerns milton keynes to watford service being operated by London Midland class 350s in the intrim.
error* milton keynes to east croydon service..
Are LMs 350s dual voltage? If not they'll only cover the northern bit. And are 377/2s underground tunnel certified? I thought TL had specific restrictions on operating stock hence the unique 319s
350/1s (but not 350/2s) are DV, and 350114 has already been taken to Selhurst for crew training etc.
DV 377s (i.e. /2s and /5s) are certified for the Thameslink network including the core tunnels - they were designed that way as were their Class 375 predecessors.
anon @ 1222 - In addition to edvid's reply, various 377/2s have been in day to day use for driver training for a good few months now...
The 1906 to Bedford will be the last train from Moorgate, however the actual last train is the 1844 from Luton which will arrive at Moorgate at 1941 (which then presumably leaves empty).
Your right John B, should have been 8 car units.
Well it now seems the 350 will work the Milton Keynes - East Croydon service with the 377/2's going over to FCC for use on the mentioned services.
The 350/1's are dual voltage. In fact 350114 has already arrived at Selhurst depot going via Clapham Junction and East Croydon.
Intersting times for unusual workers.
Also 377501 is expected to be deliveried tomorrow morning to Bedford.
All good news for FCC TL customers.
The Electrostar's were designed with the tunnels of Thameslink in mind.
Ah the last passanger train to leave is that train but the last actually train to run into Moorgate is what you wrote.
However Moorgate will remian empty for awhile but is to be used for empty stock movements for some time.
Does anyone know the seating layout for the new 377?
Hoping it is 2+2 across and not 2+3 across seating!
Cheers
Chris
Both. 2+2 in the driving coaches (including 10 SC + 2 FC or 12 SC tables each) and 2+3 in the intermediate coaches.
Thanks Edvid.
Sounds the same as the later batches of Southern 377s.
Shame as I think 2+2 is on the whole far better, even if it means less seats in peak periods (it gives more room for those standing, for moving about, and those who do have a seat at least have a decent one!).
Chris
I agree, although I must say the 2+3 seats aren't bad if you're not in a bay. It's still a shame Govia opted for astroturf over the material Connex specified for their 375s and the early 377s.
Goodness knows what FCC would have chosen if they specified the 377/5 interiors...
Generally speaking they're labelled as 377/2 equivalents but I think they're really dual voltage 377/4s in effect. They have improved OTMR and new toilets according to a Network Rail Vehicle Change document I read some months back.
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