The New Trains Arriving In East Anglia
This article in the Derby Telegraph is entitled Derby workers on tenterhooks over contract worth BILLIONS. (Note the newspaper’s capitals!)
It states that the new East Anglian Franchise could be announced tomorrow, as it is supposed to be settled in June, and that the order for new trains is between Bombardier and Siemens.
I can’t believe that given the current Euro-turmoil in the country, that Siemens will be given this order.
I think that we can assume that based on London Overgroun’s contract for Class 710 trains, where this is said.
In July 2015 TfL announced that it had placed a £260m order for 45 4-car Bombardier Aventra EMUs
That a new four-car Aventra train will cost around £6million. I would suspect that Siemens Desiro City would probably be around the same price.
So for a billion pounds, you would get around a hundred and thirty trains.
As I said in Could Class 387 Trains Do Norwich In Ninety And Ipswich In Sixty?, one twelve-car Class 387 train, could fulfil the franchise requirement of two fast trains a day on the Great Eastern Main Line in both directions. It might even be possible to deliver it, early in 2017, now that it appears production of Class 387 trains might be able to continue.
The Derby Telegragh article talks about Aventra trains, but unlike Class 387 trains, these would not be available until probably 2019, at the earliest.
But Aventras for the flagship London-Ipswich-Norwich route could be delivered with all or part of this specification.
- Up to twelve-cars.
- Walk-through capability. Thameslink’s Bedford to Brighton serrvice will be like this, so why not?
- A specially-design business- and commuter-friendly interior.
- 125 mph capability to give all services Norwich in Ninety and Ipswich in Sixty.
- A buffet car could be provided.
- An IPEMU capability, so a direct Yarmouth service could be introduced.
Some might mourn the passing of the much-loved and well-used Mark 3 coaches, but the Great Eastern Main Line would have one of the best commuting trains in Europe.
I estimate that six sets would be needed to provide two trains per hour in 90 minutes between Norwich and London.
Currently, they have sixteen sets with eight coaches.
If the trains had an IPEMU-capability, which is possible, but of course hasn’t been announced, these trains could also work Norwich to London via the Breckland Line and the West Anglia Main Line, serving Thetford, Ely, the new Cambridge North, Cambridge and Tottenham Hale. Currently, this route would take just under three hours with a change at Cambridge. What time a 125 mph electric train could manage, is pure speculation, but a time of two and a half is probably possible, with some track improvements on the route.
So could we see the current hourly, Norwich to Cambridge service on this route, serving Cambridge North and extended to London? It would give advantages to passengers, the operator and Network Rail.
- The improved connectivity between Cambridge and Norwich would spread the benefits of the Fenland Powerhouse to Norwich and Norfolk.
- Norfolk would get a third direct route to the capital, after the Great Eastern Main Line and the Fen Line.
- Norwich services would have a same platform interchange to Thameslink at one or possibly both Cambridge stations.
- One of the Northern bay platforms at Cambridge would be used more efficiently, as most Norwich services would be through trains.
- The trains could be identical or very similar to those serving the Great Eastern Main Line.
- The route would be available as a diversionary route between Norwich and London, should the |Great Eastern Main Line be closed.
- There would be no major electrification needed.
To provide an hourly service, I think that three trains will be needed.
The Great Eastern Main Line to Ipswich and the western route to Ely, have platforms long enough for twelve-car trains. North from Ipswich, they can certainly take ten-car trains, as that is the effective length of the current stock.
So will the stock be eight- or twelve-car trains? It could be either, with perhaps some platform lengthening on the western route.
The minimum number of trains would be six for the Great Eastern Main Line and three for the western route. It would probably be prudent to call it ten trains.
I think adding in a bit extra for 125 mph and IPEMU-capabilities and a custom interior, that prices could be of the order of.
- £20million for an eight-car train or £200million for ten.
- £30million for a twelve-car train or £300million for ten.
That’s not billions!
Shorter units of perhaps four-car or eight-car formations with an IPEMU-capability, could run the following routes.
- Ipswich to Cambridge
- Ipswich to Ely and Peterborough.
- Ipswich to Lowestoft, if some form of charging could be provided at Lowestoft.
Four trains of eight-cars for these Ipswich-based routes, would be another £80million.
Still not billions!
This leads me to the conclusion, that a large number of other electric trains in the franchise will be replaced.
- I believe for Norwich in Ninety, all trains north of Colchester need to have a 110 mph-capability or better.
- Some trains are very tired, dated and lack capacity.
- Some could have an IPEMU-capability for working the branch lines that don’t have electrification.
In the present franchise there are the following trains working the Great Eastern Main Line and the West Anglia Main Line
All are of four cars.
If all except the nearly-new Class 379 trains, were replaced with Aventras, that would cost about £950million including the IPEMUs for the branch lines.
I think that if they can develop a sensible way of charging trains at Lowestoft, Sherringham and Yarmouth, this would give the following advantages.
- Every train would be a new or nearly-new electric multiple unit.
- Some trains would have an IPEMU capability to handle lines without electrification.
- Every train would be able to use regenerative braking to save energy.
- There would be a large increase in capacity.
- Most services would be faster and not just Norwich and Ipswich to London.
- New trains into Southend to compete with c2c.
- Trains would be available to serve the new Cambridge North station.
- A possible London to Lowestoft service could be run.
- .Services between Cambridge, Ipswich, Norwich and Peterborough could be increased.
- March to Wisbech could be added to the network.
- Diversionary routes from Ipswich, Norwich and Peterborough to London have been created.
- No new electrification of a substantial nature.
- Some quality diesel trains would be released to other operators.
As I indicated earlier, if it was decided to fulfil the requirements of Norwich in Ninety and Ipswich in Sixty, early in the franchise, this could be done with some Class 387 trains.
If this happens, it will be a substantial improvement on the current service.
East Anglia will have been totally-electrified for passenger services, with all the electrification being done in a new, modern factory in Derby.
I don’t know what will happen, but unless something like this does, I can’t see how Bombardier will get the order for billions of pounds of new trains, as reported in the Derby Telegraph.
Engineering is the science of the possible!
SNP Seeks To Replace Labour As Official Opposition At Westminster
This is the title of a story on Politics Home today.
I listened to Prime Ministers Questions today from start to finish and it is worth comparing the performance of Angus Robertson and Jeremy Corbyn.
Robertson’s performance was workmanlike and professional, but Corbyn’s contribution was not of the best quality.
I have not really listened to Corbyn’s contributions much in detail much before, but I got the impression, his heart didn’t seem to be in the debate.
I also thought that he was more long-winded than most other party leaders I remember well. Is he always like this, or is it because he has something else on his mind?
He is certainly not fulfilling his royal of leader of Her Maject’s Loyal Opposition.
If he doesn’t want the job, then I’m sure Angus Robertson could fill in!
Improving London’s Buses
I travel on buses in London a lot and I believe that a few things can be done to make them easier to use and hopefully faster.
1. Allow Central Entry On Buses
New Routemasters allow this and it is a success.
I don’t konw if Routemasters have more fare evasion, than other buses, where you have to pass the driver, but I suspect evasion is not much higher.
Allowing central entry, by placing a reader in the lobby, would undoubtedly speed up buses, as loading would be quicker.
So it would be like providing extra buses on a route.
It would also be easy to test and see what the effects are. A route would just be fitted with extra readers and the before and after revenue would be compared.
2. All New Buses Should Have Flat Floors
New Routemasters have flat floors, which should be standard for all new buses.
3. Put The Bus Stop Number In The Shelter
This would help use the Countdown system to find out when the next bus is coming, especially in wet weather.
4. Put The Bus Stop Number In The Stop Display On The Bus
In common with many bus users, I often take two buses to my ultimate destination, changing at a stop en route, that is common to both routes.
As an example from Kings Cross to my house, I regularly take a 73 or 476 to the Angel, where I pick up a 38 or 56.
If I knew a 38 wasn’t on the way before I got to the stop at the Angel, I might decide to do some shopping or have a coffee before continuing.
5. Better Bus Information On Train And Tube Platforms
When you arrive at an unfamiliar station and know that you’ve got to take a bus to your ultimate destination, it would help if there was bus information on the train or tube platform.
For a start the standard bus and walking map, should be placed on all placed on all platforms, but I suspect there is better information that could be provided.
6. Bus Information At Non-TfL Stations
Stations run by companies other than TfL, work on the principle that if you don’t know the buses around the station, you’re an idiot.
All stations, on the London Bus and Tube map must provide London-standard information for bus users.
7. Legible London Liths And Signs Should Be Outside All Stations
At present this is not universal It should be!
8. The Bus Stop Text System Should Recognise Post Codes
Suppose you’re in an unfamiliar part of London and want to get home.
You would just text the bus stop number and your post code to 87287. and a route would be returned.
Note enough use, is made of this system.
Perhaps the stop number plus “tube” would direct you to the easiest tub station.
9. All Bus Stops Should Have A Decent Mobile Phone Signal
I was always told as a child, that if I was lost in Central London to find a tube station, where there would be help.
Now as most people carry mobile phones, why not make sure that all bus stops have a decent signal, so that they can make contact with someone, who could help.
Perhaps useful numbers should be displayed. Samaritans? Local Social Services?
10. No Smoking At Bus Stops
Why not?
The Anonymous Widower 