The Anonymous Widower

Exploring The Great Western Branches – 29th November 2016

On this morning, I explored the three branches of the Great Western Main Line, that are closest to London, to look at the progress of electrifying their connecting stations on the main line.

I then repeated the trip to add in two more branches.

I was also looking to see how services could be run with say four-car Class 387 trains, that had been fitted with on-board energy storage, as I wrote about in Rumours Of Battery-Powered Trains.

All the branches are described in order from London.

Electrification At West Ealing Station And On The Greenford Branch

These pictures show the electrification at West Ealing station, where the Greenford Branch Line connects to the main line.

This map from carto.metro.free.fr shows the area in the photographs, at the Southern end of the Greenford Branch Line.

The Southern End Of The Greenford Branch

The Southern End Of The Greenford Branch

Notes and queries.

  • The pictures of the lines were taken from a footbridge over the line, behind the Access Self Storage.
  • The lines in the map show an older layout.
  • The track in the bay platform 5 has access to both tracks on the Greenford Branch, which means that two trains could work the line to provide a four trains per hour (tph) service.
  • The Up Slow line has access to both tracks on the Greenford Branch and to the new West Ealing sidings.
  • The island for Platforms 4 and 5 appears to be more or less complete.
  • Platform 3 needs to be lengthened.
  • There are signs of foundations for the footbridge, past the end of the current Platform 3 and in the construction works beyond Platform 5.
  • Will the Bay Platform 5 be double-sided? There’s no foundations for a bridge on the Platform 4/5 island.
  • Will Platforms 1 and 2 be reconstructed or removed?

I suspect that the station is ready for a  four tph diesel shuttle to Greenford, but the Bay Platform 5 can’t be wired until the bridge is in place.

Could Electric Trains With On-Board Energy Storage Work The Greenford Branch?

A few facts and thoughts.

  • The service is not possible at present, as there are no wires in the Bay Platform 5 at West Ealing station, where the trains would need to charge their storage between trips.
  • Trains would probably wait between three and five minutes at West Ealing station, which would be more than enough to top up the batteries.
  • The bay platform at Greenford station and platforms at the other stations will probably need lengthening, but there would probably be little other infrastructure work.
  • Incidentally, there is a tunnel on the branch, where blocks of housing have been built over the line, so electrification of the line could be difficult, unless provision was made, when the housing was built.
  • Without doubt, the track layout at West Ealing has been designed, so that two trains could provide a four tph service.
  • Two four-car trains could probably be parked in the bay platform. This could give operational flexibility.

Passenger routes between main line and Greenford Branch services would be as follows.

  • With Eastbound services on the main line, the change would a very easy walk of a few metres across the island platform.
  • With Westbound services on the main line, use of the bridge would be needed. But it looks like the footbridge has been positioned at the optimal position for both services and passengers joining or leaving the railway at West Ealing station.

As there will be frequencies of at least 8 tph on the main line and 4 tph on the branch, waiting will be a maximum of fifteen minutes.

The West Ealing Sidings

The pictures show the Orange Army swarming all over the new West Ealing Sidings, which will provide stabling for the new Class 387 trains.

I also took these pictures of the sidings as I returned to London.

Incidentally, as I passed through Old Oak Common on the way back to London, there were upwards of six of the new trains squatting in Hitachi’s new depot for the Class 800 trains.

If in the future, there is a variant of these trains with on-board energy storage, these sidings are certainly conveniently placed for the Greenford Branch.

Traffic On The Brentford Branch Line

These pictures were taken from Southall station of a train going onto the Brentford Branch Line.

I’d never seen any traffic here before and I only included the pictures, as Hounslow Council have aspirations for a passenger service on this line, that I wrote about in Could The Golden Mile In Houslow Get A Station?

If it was decided to open the Brentford Branch Line to passenger trains, then Class 387 trains with on-board energy storage would be a possibility to provide services.

A Heathrow Connect Class 360 Train in Platform 5 At Hayes and Harlington Station

I didn’t expect to see this.

A Heathrow Connect Class 360 Train in Platform 5 At Hayes and Harlington Station

A Heathrow Connect Class 360 Train in Platform 5 At Hayes and Harlington Station

But there were signalling issues, so they appeared to be  using the Class 360 train as a shuttle to Heathrow.

Electrification At Slough Station And On The Windsor Branch

These pictures show the electrification at Slough station, where the Windsor Branch Line or more correct, the Slough to Windsor and Eton Line connects to the main line.

Note.

  • There are overhead gantries over Platform 1 at Slough station, which is the bay platform for the Windsor Branch Line.
  • There is a line of overhead line gantries on the outside of the curve, as the Windsor Branch Line leaves Slough.
  • The gantries on the branch are lighter than those on the main line.
  • The Class 166 train in the picture had three-cars, so the platform could probably be lengthened for a four-car Class 387 train.

As there appears to be no work anywhere else on the branch, I have to assume, that the electrification doesn’t go very far along the Windsor Branch Line.

This Google Map shows the lines at the start of the Windsor Branch Line.

slough1

There are two main tracks at the start of the Windsor Branch.

The track closest to the blue building, is the actual branch.

  • It is a single track that goes between Windsor and Eton Central station and the Bay Platform 1 at Slough station.
  • Trains take six minutes for the journey.
  • The current frequency is three tph.
  • The bay platform 1 and a short length of the branch could be electrified.

The track furthest from the blue building is a long spur off the Down Main, that allows trains to be moved to and from the Windsor Branch Line.

  • It appears to be long enough for train to be parked on the spur.
  • It appears that the spur is being electrified for about a couple of hundred metres.
  • The spur could be extended or reconfigured to become a passing loop.

There also appears that there is a crossing that allows trains to move to and from the bay platform 1.

Could Electric Trains With On-Board Energy Storage Work The Windsor Branch?

Operation of the Windsor Branch would be as follow with a train fitted with on-board energy storages.

  • Trains enter the branch by going to the end of the spur and reversing into the bay platform 1.
  • Trains charge their on-board energy storage in Platform 1.
  • Trains run to and from Windsor using on-board energy, charging after each trip.
  • Trains leave the branch by going to the end of the spur and reversing onto the Down Main.

I have a feeling that if needed, that with small modifications, four tph might be possible, using two trains.

One of the possibilities unlocked by four tph could be to use the train to get passengers to the town from a Park-and-Ride site, beside Junction

Windsor And Eton Central Station

I took these pictures of Windsor and Eton Central station.

It certainly has several quality food outlets.

Electrification At Maidenhead Station And On The Marlow Branch

These pictures show the electrification at Maidenhead station, where the Marlow Branch Line connects to the main line.

Note.

  • Platform 5 is almost fully-electrified and the wires curve away onto the Marlow Branch.
  • Platform 4 and its connection to the Marlow Branch appears to be fully electrified.
  • There is a reversing siding to the West of the station in there somewhere.
  • There is an unfinished gap in the electrification of all lines to the East of Maidenhead station.

I wouldn’t think it would be long before all the electrification work is finished at Maidenhead station.

Could Electric Trains With On-Board Energy Storage Work The Marlow Branch?

So how will the various services to and from Maidenhead and on the Marlow Branch be handled, if Class 387 trains with on-board storage were available?

  • Between London and Maidenhead services would be worked using overhead power.
  • Between Maidenhead and Bourne End, services would be worked using on-board energy storage, that would be charged in Platform 5 at Maidenhead  or on the main line to and from London.
  • Between Bourne End and Marlow, the trains couldn’t run as they are too long and a two-car Class 166 would work the service and connect at Bourne End.

From the layout of the overhead wiring, I suspect that which of Platforms 4 or 5 is used at Maidenhead is flexible and which is actually used by a particular service would depend on many factors.

Electrification At Twyford Station And On The Henley Branch

These pictures show the lack of electrification work at Twyford station, where the Henley Branch Line connects to the main line.

The two slow platforms 3 and 4 at Twyford station, which will be used by Crossrail and Platform 5 which is used by the Henley Branch trains, show no signs of electrification, although work has been done on the fast platforms 1 and 2.

In the December 2016 Edition of Modern Railways, there is an article by Roger Ford entitled Electrical Clearances: The Plot Thickens.

As the stations either side of Twyford, which are Maidenhead and Reading, are both almost fully wired, there must be a serious reason why there isn’t any work started on Platforms 3, 4 and 5 at Twyford. Could it be that without either rebuilding the bridge or lowering the track and rebuilding the platforms, the new regulations can’t be met?

However, there could be a possible solution.

These trains will be using the station in a few years.

  • Class 800 trains, which are bi-mode.
  • Class 345 trains, which I believe could be fitted with on-board energy storage for other reasons, like tunnel emergencies.
  • Class 387 trains, which I believe could be fitted with on-board energy storage.

So could we see Platforms 3 and 4 at Twyfrord station without wires?

I’ve no idea!

But it does seem strange that no electrification work has been started at Twyford station, except on the fast lines, through Platforms 1 and 2.

Could Electric Trains With On-Board Energy Storage Work The Henley Branch?

So how will the various services on the Henley Branch be handled, if Class 387 trains with on-board storage were available?

Consider.

  • The branch is only a short one with a total length of 4.5 miles.
  • There are one tph on the branch, with extras to Paddington in the Peak.
  • Trains turn round in about four minutes.
  • From 2018, Twyford station will be served by 2 tph from Crossrail and 4 tph from GWR in each direction.
  • Platforms at all stations seem long enough for at least four-car trains.
  • There used to be a passing loop at Shiplake station.
  • Trains going to and from Paddington could charge their energy storage on the main line.

Two trains working a reconfigured branch could possibly create a 4 tph service.

Creating a four tph service on the Henley Branch, is the sort of problem, that engineers solve in the traditional way. – In a suitable hostelry!

I think that spending the money on a passing loop, some means of charging the trains and possibly a rebuilt Shiplake station, will be much better value, than electrifying the branch and the Crossrail platforms at Twyford station.

Electrification At Reading

In the December 2016 Edition of Modern Railways, there is an article entitled Loco-Hauled EMUs On GWR.

The article starts by saying.

GWR’s new Class 387 trains will be loco-hauled to and from their depot at Reading, until electrification between Maidenhead and Reading is completed.

Could this all be because, Network Rail don’t have a plan to electrify Twyford?

At least the depot seems electrified.

I didn’t see a Class 387 in their depot, but there were at least half-a-dozen parked at Hitachi’s depot at North Pole.

Electrification From Didcot To Oxford

The Cherwell Valley Line between Didcot and Oxford can be described as follows.

  • It is a double-track hemmed in on both sides.
  • The two stations at Radley and Culham are on narrow strips of land and could be difficult to electrify.
  • There is a tail of electrification gantries from Didcot Parkway onto the branch, which is typical of some other branches like Windsor and Marlow.
  • There were electrification piles in several places, either in the ground or just lying around.
  • The track could have be reconfigured to incorporate a new South-facing bay Platform at Oxford station.

These are some pictures.

One of Chiltern’s Class 168 trains was also hanging around, training drivers.

Could Electric Trains With On-Board Energy Storage Work Didcot To Oxford?

Didcot to Oxford is about 10.5 miles, so I suspect range is not a problem, especially if the new Southern Bay Platform is built, which would mean trains would not have to cross the lines wasting energy North of the station.

What would drive this, is not technology, but if Chiltern are running a service at their usual standard from Oxford to Marylebone, it could be take passengers from the GWR.

New Class 387 trains with on board energy storage could be a good weapon with which to fight back!

But then so would Class 800 trains!

Oxford Station

I took these pictures at Oxford station on the 1st of December.

Note GWR’s 13:01 arrival from Banbury into the new bay Platform 2.

Was I watching the first scheduled train into the new platform?

There certainly wasn’t any dignitaries!

National Rail’s Arrival and Departure details on the Internet certainly showed that Banbury services were using the new Platform 2 later in the day.

Conclusions

From my explorations I have come to the following conclusions.

  • There is a large gap in the electrification works at Twyford station.
  • It looks to my untrained eye, that the Greenford, Windsor and Marlow branches are being wired, so the branches could be served by electric trains with on-board energy storage.
  • The Orange Army is furiously at work creating new sidings at West Ealing for the Class 387 trains.
  • It is possible for trains to use the new bay Platform 2 at Oxford station.

It will be interesting to take a Chiltern service to Oxford, when the service opens on the 11th of December.

It certainly was a good day to take photographs.

 

November 29, 2016 Posted by | Transport | , , , , , , , | Leave a comment

Are Greater Anglia Making Ipswich Station A Better Interchange?

Services In A Few Years

By the end of this decade, Greater Anglia will be running the following services through or from/to Ipswich station.

  • 3 trains per hour (tph) Norwich to London, taking sixty minutes to London – Platform 2
  • 3 tph London to Norwich, taking 30 minutes to Norwich – Platform 3
  • 1 tph Peterborough to Colchester – Platform 2
  • 1 tph Colchester to Peterborough – Platform 3
  • 1 tph Ipswich to/from Cambridge – Platform 4
  • 1 tph Ipswich to/from Felixstowe – Platform 0 or Platform 1
  • 1 tph Ipswich to/from Lowestoft – Platform 0 or Platform 1

I have assumed a new Platform 0 is built outside of Platform 1, is as I speculated in A Good Look At Platform 1 At Ipswich Station And The Work On The Far Side.

A Service Pattern

As each of these trains has fairly clear routes in and out of Ipswich station, could we see a sequence like this at the station, at a fixed time in every hour?

  • Trains from Cambridge, Felixstowe and Lowestoft arrive in their respective platforms.
  • London-Norwich and Norwich-London call at the station.
  • Trains leave for Cambridge, Felixstowe and Lowestoft.

As the Peterborough-Colchester service provides a second service between Ipswich and Bury St. Edmunds, this would be scheduled thirty minutes after the Cambridge-Ipswich service.

Services To Nearby Towns

It is worth showing a table of frequencies to nearby towns.

  • Bury St. Edmunds – 2 tph
  • Cambridge – 1 tph
  • Colchester – 4 tph
  • Felixstowe – 1 tph
  • Lowestoft – 1 tph
  • Manningtree – 4 tph
  • Newmarket 1 tph
  • Norwich – 3 tph
  • Stowmarket – 5 tph
  • Woodbridge – 1 tph

There are also places, that lack a direct service from Ipswich, such as Cambridge North, Aldeburgh, Harwich, Sudbury and Yarmouth

Independently-Powered Trains

Services from Ipswich to stations that are not on the Great Eastern Main Line, will need to use independently-powered trains.

Greater Anglia will have three possible types of independently-powered trains.

  • The existing Class 170 trains, some of which may be retained.
  • The new bi-mode Flirts.
  • The new Aventras, which could be fitted with on-board energy storage.

All are modern trains, with at least a 100 mph capability.

Extra Services From Ipswich

Intriguingly, because the current one tph Ipswich-London service has been extended to Norwich, there is probably space to terminate another service from the South.

To the South, there are only two possibilities for extra services.

  • Harwich, which already has a very limited service from Ipswich.
  • Sudbury, which will be served from Colchester Town.

Neither is an obvious terminal for services, So I think it likely, that no Southern services would be added at Ipswich.

The only other possibility for extra services South from Ipswich, would be if it was decided to create a second route across East Anglia connecting Ipswich and Colchester to Cambridge and the East West Rail Link, via Sudbury and Haverhill, using the existing Gainsborough Line and a rebuilt Stour Valley Railway.

But if a Suffolk Circular Railway is ever built, it will be a long time coming.

Services along the Ipswich to Ely Line to Cambridge and Peterborough, will be as follows in a couple of years.

  • Bury St. Edmunds – 2 tph
  • Cambridge – 1 tph
  • Ely – 1 tph
  • Newmarket 1 tph
  • Peterborough – 1 tph
  • Stowmarket – 5 tph

It’s certainly better than it was, when I lived in the area, but there is a big new station at Cambridge North, that needs to be adequately served from Bury St. Edmunds, Ipswich and Suffolk.

Passengers from Bury St. Edmunds and Ipswich to Cambridge North will have a choice of three routes.

  • Take a Peterborough service and change at Ely.
  • Take a Cambridge service and change at Cambridge.
  • Take a Cambridge service and change at Cambridge to the Cambridge Guided Busway.

None is ideal and the last can get stuck in Cambridge’s legendary traffic jams.

Greater Anglia’s full plans have not been disclosed, but Wikipedia says this.

  • 5tph to Cambridge, with 2tph continuing to London King’s Cross; 1tph continuing to London Liverpool Street and 1tph continuing to Stansted Airport.
  • 4tph to Ely, with 1tph continuing to King’s Lynn, 1tph continuing to Birmingham New Street and 1tph continuing to Norwich.

So all stations to Birmingham get a direct service, but Suffolk doesn’t!

Consider.

  • Norwich-Cambridge services will be extended to Stansted, releasing a bay Platform 5 at Cambridge station.
  • Trains can’t go between Cambridge North and Bury St. Edmunds will have to reverse at Ely station.
  • Kennett to Ely could be double-tracked to improve freight routes between Felixstowe and Peterborough.
  • Soham station could be reopened.
  • This Network Rail document talks of improving connections at Newmarket.
  • The East West Rail Link will connect to Cambridge at a proposed Cambridge South station.

I can see a package of work emerging, that would include.

  • Dualling from Kennett to Ely.
  • Provision for Soham station.
  • Improvements to Ely station and the various lines in the area.
  • Improvements to the junctions between Newmarket and Kennett.
  • Provision for connection to the East West Rail Link.

This would enable more capacity for freight trains.

It would also allow a second Ipswich and Bury St. Edmunds service to Cambridge, via Kennett, Soham, Ely and Cambridge North stations.

  • There would be capacity in Platform 4 at Ipswich and Platform 5 at Cambridge for the service.
  • Between Ipswich and Bury St. Edmunds there would be three tph.
  • The new station at Soham would have excellent connectivity.
  • Kennett station has excellent connectivity, is surrounded by space and is close to the A14 and A11. Could it be developed as a Parkway station?
  • A chord might be built at Ely to connect the lines to Cambridge and Kennett, which would avoid the reverse at Ely.
  • Greater Anglia will have trains for the route.

It will be interesting to see what happens in the next few years, but services to Cambridge will call the tune.

 

 

 

 

November 29, 2016 Posted by | Transport | , , | Leave a comment