West Anglia Route Improvement – STAR – 5th March 2018
These are some pictures I’ve taken and observations I’ve made in recent days.
An Unusual Train Movement At Stratford
I took some of the pictures for this post from a Stratford to Bishops Stortford train.
Whilst waiting in Platform 11 at Stratford, a Class 321 train, ran past my train and through Platform 12.
It could have just been an empty stock movement from Orient Way Sidings to Liverpool Street.
Or was it going round the High Meads Loop, possibly for driver training?
From Lea Bridge Station To South Of The Chingford Branch
Work has been progressing on this section, as these pictures show.
Track is starting to be laid, but there is no evidence of the points, where the three tracks will merge into two.
From North Of The Chingford Branch To Tottenham Hale Station
Work has been progressing here too!
The Space Towards Chingford
This Google Map shows Coppermill Junction.
Note there is a lot of space on the Chingford side of the junction.
Could Network Rail be reinstating the Coppermill and Hall Farm Chords? Or at least creating the space to do it? I wrote about these chords in Rumours Of Curves In Walthamstow.
Nothing has been published or said, but there’s an awful lot of work going on to just add a third-track between Meridian Water and Lea Bridge stations.
The Island Platform At Tottenham Hale Station
An island platform is emerging at Tottenham Hale station.
The current platforms are as follows.
- 1 – Southbound to Liverpool Street and Stratford
- 2 – Northbound to Bishops Stortford,Cambridge, Hertford East and Stansted Airport.
This map from carto.metro.free.fr shows the new layout.
Blue is the Victoria Line.
So it looks like an extra Platform 0 is to be added on the new track, which will be an island platform with Platform 1.
These pictures show the current works.
It looks to me, that there is a surprising amount of space and it might be possible to squeeze two tracks in the space.
Conclusion
Work is certainly progressing.
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Could The Unwanted Class 707 Trains Be Converted To Hydrogen-Power?
South West Trains ordered a fleet of thirty Class 707 trains from Siemens for the route between Waterloo and Windsor and to increase services generally.
However, the new franchise holder; South Western Railway has decided to replace these new trains with new Class 701 trains from Bombardier.
Various reasons have been put forward for the very early replacement.
- Lower leasing costs.
- Lack of toilets on the new trains.
- The bad reputation with customers of the closely-related Class 700 trains on Thameslink.
- SWR want a unified fleet.
My observations include.
- MTR, who are a partner in SWR and the Crossrail operator, have got good reports of the Crossrail Aventras.
- SWR have ordered sixty ten-car trains and thirty five-car trains. So perhaps, SWT ordered the wrong mix of trains.
Crossrail 2 will probably use Aventras and it will take over some of SWR’s routes, So is there a degree of future-proofing for Crossrail 2 in the decision to abandon the Class 707 trains.
The Search For A New Operator For The Class 707 Trains
Wikipedia sums up the current situation.
Consequently, Angel Trains is looking for a future operator to lease these trains from 2019.
Will they find one?
The new franchise holder on Southeastern could be a possibility, if they decide to replace all their older units.
- Class 375 trains – 10 x 3 and 102 x 4
- Class 376 trains – 36 x5
- Class 465 trains – 147 x 4
- Class 466 trains – 46 x 2
This totals to 1,300 carriages. So they would have to buy a lot more trains of the same type to have an easy-to-manage unified fleet.
Buying that number of carriages, you will have to be very sure, that you had the design and the price right!
Northern and Scotrail could have been possible homes, but they have bought substantial numbers of other train manufacturers products.
\st.Pancras to Corby could be a possibility, but I think that route needs a faster train.
So is there a fleet of thirty five-car trains, that just don’t fit what train operating companies want?
The Need For A 100 mph Diesel Multiple Unit Replacement
Currently, there are the following larger DMUs on the UK network with speeds in the range of 90-100 mph.
- Class 158 train – 90 mph – 147 x 2 and 27 x 3
- Class 159 train – 90 mph – 30 x 3
- Class 165 train – 75/90 mph – 48 x 2 and 27 x 3
- Class 166 train – 90 mph – 21 x 3
- Class 168 train – 100 mph – 9 x 2, 8 x 3 and 11 x 4
- Class 170 train – 100 mph – 85 x 3 and 34 x 2
- Class 171 train – 100 mph – 12 x 2 and 8 x 4
- Class 172 train – 100 mph – 24 x 2 and 15 x 3
- Class 175 train – 100 mph – 11 x 2 and 16 x 3
This totals about 1200 carriages.
Note.
- Most are in good condition.
- Some are being replaced.
- They are run by most train operating companies.
- Some run on routes that are partially electrified.
- Trains sometimes run in longer formations to increase capacity
This story in City AM is entitled Transport Minister Jo Johnson Calls For Diesel-Only Trains To Be Ditched By 2040 And Fast Rollout Of Hydrogen Train Trials.
So is what Jo Johnson said feasble?
On a rough estimate there must be somewhere between two and four thousand carriages to replace before 2040, with some form of zero-carbon trains powered by batteries, hydrogen or Aunt Jemina’s extra strong knicker elastic.
Replacing four thousand carriages in twenty years is just two hundred a year or just four per week . Given that Bombardier have been quoted as saying that production rates as high as twenty-five carriages a week is possible in a single production line, I don’t think building the trains will be a problem.
|When you develop new or adapt technology in a disruptive way, you must be thorough in your development and testing.
So I think that Jo Johnson has come up with a feasible plan to decarbonise a lot of UK trains.
Lessons From The Alstom Coradia iLint
The world’s first hydrogen-powered train is a version of the Alstom Coradia Lint.
Alstom and Siemens have now merged their transportation interests, so could we be seeing a hydrogen-powered version of the Desiro City, which is the train family to which the Class 707 train belongs?
A hydrogen-powered Class 707 train, would probably be a useful train for a train operating company to have in its fleet.
Perhaps, the current unwanted thirty trains could be converted to dual-voltage hydrogen-powered trains?
Wikipedia gives details on the hydrogen-powered Alstom Coradia iLint.
- It is two-cars
- It is based on a successful train.
- It has a 140 kph operating speed.
- It has a range of 600-800 kilometres on a tank-full of hydrogen.
- It also uses a battery to store energy from traditional electrification, generated by hydrogen or from the regenerative braking system.
One of the keys to making it all work, is an intelligent computer system, that optimises energy generation and use according to the route.
A Hydrogen-Powered Class 707 Train
Could a conversion of a Class 707 train be tweaked to have the following performance and features?
- A 160 kph (100 mph) operating speed on hydrogen.
- The train already has this speed on electrification.
- Dual-voltage of 25 KVAC overhead and 750 VDC third-rail.
- A range on hydrogen in the region of four hundred miles.
- An interior designed for hundred mile trips, with toilets, wi-fi and power sockets.
The trains would need a substantial rebuild, but probably nothing too radical provided the hydrogen-powered generator, Hydrogen tank and the battery could be fitted in.
In The Formation Of A Class 707 Train, I describe hoe the Class 707 train, is two motored-cars, with three trailer-cars in between. I suspect, that the train can be lengthened or shortened by adding or removing trailer cars.
So could appropriate trailer cars be placed in the middle to create Battery, electric or hydrogen trains?
It very much looks like it!
Possible Routes
This train would be very useful for 100 mph partially-electrified routes.
- Basimgstoke to Exeter.
- Brighton to Ashford.
- London Bridge to Uckfield.
- Liverpool to Holyhead via the Halton Curve.
- Leeds to Carlisle via Settle.
- Newcastle to Carlisle
- Carlisle to Preston via Barrow and the Cumbrian Coast Line.
- Blackpool to Leeds via the Calder Valley.
- Blackburn to Manchester Airport via Todmorden
There are other routes, but most train operating companies have gone for a diesel or bi-mode solution.
Conclusion
I think that a hydrogen-powered Class 707 train is possible.
The Railway At Dawlish Is In Trouble Again
This report on the Guardian is entitled Waves Batter Railway Line At Dawlish Station As Storm Emma Hits UK. It has a video, which shows the ferocity of the storm.
But at least things seem to be happening to create an alternative route, when Emma and her friends are causing trouble!
This article in the Tavistock Times Gazette is entitled Okehampton Rail News Welcomed Across The Region.
This is the first paragraph.
The news that the Government is creating a plan to bring an all-week, all year train service to Okehampton has been welcomed by MPs — including those for Okehampton and Tavistock — and county councillors from across the area.
The article goes on to say that the Transport Secretary; Chris Grayling, has instructed Great Western Railway to produce a creditable plan for an all-week, all-year train service between Exeter and Okehampton.
It is not a complete railway line to Plymouth and Cornwall avoiding Dawlish, but surely, it will help get rail passengers round a blockage, perhaps by using coaches along the A38 between Bodmin Parkway and Okehampton stations.
I suspect that part of the GWR plan will be to be able to get a trusty short-formation InterCity 125 between Exeter and Okehampton in all but the worst weather.
I suspect too, that GWR and their drivers and other staff, know the limitations of InterCity 125s by now, when it comes to getting services through Dawlish in atrocious weather.
The BBC has this video of the last train going through before the line through Dawlish was closed in 2014.
Siemens Unveils Plans For £200m Train Factory In East Yorkshire
The title of this post, is the same as that of this article in Rail Technology Magazine.
This is a key paragraph.
While the factory is only in the planning stage at the moment, Siemens hopes to begin construction later this year if the company can confirm some “major future orders.”
As to major future orders in the UK, the following would appear to be possibilities.
- New London Underground train orders for the Piccadilly, Bakerloo and Central Lines.
- New trains for HS2.
- New trains for the new East Midlands Franchise.
- New trains for the new Southeastern Franchise.
Note.
- Siemens have shown designs for the Underground, which I discussed in Siemen’s View Of The Future Of The Underground.
- HS2 will be built to the same standard as most European High Speed Lines.
- The trains for the East Midlands could probably be based on German ICE trains.
- Desiro City trains would handle a lot of Southeastern’s needs.
I suspect, that Siemens have designs that could be adapted for most of the UK’s possible large orders.
I shall a few thoughts to these orders.
New Tube For London
The New Tube For London is a very large project, that will do the following.
- Replace the current rolling stock on the Bakerloo, Central, Piccadilly and Waterloo and City Lines.
- Initially, there will be 250 new trains.
- Increase capacity.
- Increase frequency.
- Run under a much higher level of automation.
- Hopefully, the first train will run on the Piccadilly Line by 2023.
- It is also intended that the new trains will replace the current trains on other lines.
Wikipedia says this about the project cost.
The project is estimated to cost £16.42 billion (£9.86 bn at 2013 prices)
The following companies were on an approved short list.
- Alstom
- Siemens
- Hitachi,
- CAF
- Bombardier
Since this list was published, Bombardier and Hitachi have said they will propose a joint bid and Siemend and Alstom have merged their train-building interests.
So we are left with the following bidders.
- Alstom-Siemens, who have various small factories in the UK.
- Bombardier-Hitachi, who have two large factories in the UK.
- CAF, who are building a factory at Newport in South Wales.
Various factors will come into the choice of manufacturer.
- The London Underground order, is probably one of the largest train orders, that will be placed in the next few years and fulfilling it will most likely require a large manufacturing capacity in the UK.
- Bombardier-Hitachi and Alstom-Siemens have the resources to create such a manufacturing capacity. Would CAF have that capacity?
- Bombardier has been working with Transport for London for about thirty years and their recent trains for London have been generally well received.
- Hitachi will add Japanese technology and finance to the bid.
- Do Hitachi have a lot of space at Newton Aycliffe?
- Siemens are Europe’s biggest industrial company, so they can invest heavily to ensure they get the order.
- Delivering the first trains for the Piccadilly Line in 2023, could be a tough ask!
In a Brexit World, it will be interesting to see who gets the order.
Trains For HS2
Note these points about Siemens, High Speed Trains and the trains required for HS2.
- It would appear that most German ICE trains are built by Siemens or the company is involved in a consortium.
- Siemens latest trains for Eurostar have been well-received.
- The High Speed Train market around the World is increasing in size.
- The initial HS2 contract will be sixty trains, each of which will hold a thousand passengers.
As trains will be of two types;HS2-only and classic-compatible, the designing of the trains will be a challenging exercise.
But Siemens experience from Germany, where classic-compatible trains have to be extensively used, may give them an edge.
I have ridden High Speed Trains in France, Germany, Italy, Spain and Kent, and single-deck trains are very similar, especially where trains are classic-compatible.
They are certainly more similar, than say commuter trains, which all seem to suffer from lots of local preferences.
Another factor is the size of the site at Goole, which is 23 hectares or the size of 23 football pitches.
- Could Siemens be planning a new site to build its High Speed Trains?
- Are Siemens short of space for expansion at Krefeld?
- There is probably space for a test track at Goole, that could be connected to the factory.
- The site would be well-connected to the East Coast Main Line and the rest of the UK’s High Speed Network and the Channel Tunnel.
- Exports to the Rest of the World, could use the ports of the Humber.
- Siemens have a lot of investment in other industries in East Yorkshire.
It looks to be a logical choice of location to manufacture and commission trains.
If they get the order for the new trains for HS2, it would be the ideal manufacturing site.
But if they do, will Siemens manufacture High Speed Trains for export?
This could explain, why Chris Grayling was present for the announcement in Goole.
New Trains For The New East Midlands Franchise
With these trains, which will likely be bi-modes, it depends on whether they are trains like Hitachi Class 800 trains or classic-compatible versions of High Speed Trains.
But this order will be smaller than the London Underground or HS2 orders, so9 I wouldn’t be surprised if it went to the company with the best of the previous generation of 125 mph bi-mode trains.
New Trains For The New Southeastern Franchise
Surely, if Siemens get this order it will be for Desiro City trains and like the Class 700 trains for Thameslink, Siemens would seriously, think about building them in Germany.
On the other hand, Southeastern’s routes could be very much in Crossrail territory and as I showed in Is Crossrail Having An Affect On Train Purchases In The South East?, I think it is very likely that the nod will go to Aventras for the franchise.
But I estimate, there are 1,300 trains needed, so with the right offer, they might get the order and decide to build them at Goole.
Once this franchise is settled, there probably aren’t too many large train orders left in the UK, for this class of train.
And Then There Is Hydrogen!
I believe that just as Alstom converted a Alstom Coradia Lint, into a hydrogen version, that Siemens could apply the same process to create a hydrogen-powered Class 707 train, which would probably be a useful train for a train operating company to have in its fleet.
I describe my thinking in Could The Unwanted Class 707 Trains Be Converted To Hydrogen-Power?
Perhaps, the current unwanted thirty trains could be converted to dual-voltage hydrogen-powered trains?
But this is not a project that would require a large factory!
Unless of course, it was linked to the 1,300 new trains that the new Southeastern franchise could need.
Conclusion
I feel that Siemens is in pole position to build the High Speed Trains, but it could be more than that!
Are Siemens developing Goole as their main manufacturing site for High Speed Trains, due to limitations at Krefeld in Germany?
Does this leave the Bombardier-Hitachi consortium to pick up the London Underground order?
It’s all getting very interesting!
Will London Overground Procure Some Class 230 Trains?
Transport for London has a cash flow problem caused by various factors.
- The reduction in grant from Central Government.
- A fall in bus revenue caused by traffic congestion.
- The freeze of fares by the Mayor.
- The need to add services to stimulate much-needed housing.
This article in Rail Magazine is entitled Vivarail’s D-Trains Confirmed For Bedford-Bletchley.
As West Midlands Trains have now confirmed the order for the Class 230 trains, does this mean that buying Vivarail’s innovative refurbished London Underground D78 Stock, is now a less-risky train purchase?
Battery Or Diesel Class 230 Trains?
Would Transport for London buy a diesel or battery version of the Class 230 train?
Transport for London will have an exclusively electric fleet in a few months, when they have passed the Class 172 trains to West Midlands Trains.
I can’t believe they’d want to buy a small number of diesel trains, so I suspect they’ll go for battery versions.
Advantages Of Class 230 Trains For Transport for London
The trains must have advantages for Transport for London.
- They are simple trains, built for remote servicing.
- In some applications, their short length of just two cars must help, in that expensive platform extensions will not be needed.
- I would suspect that one two-car train is designed to rescue another.
- Capacity can be increased by adding a third-car.
- Transport for London must also have a lot of expertise on how to get the most out of these trains.
Possible Routes
There are a handful of possible routes.
Greenford Branch Line
The Greenford Branch Line must be a prime candidate for running with two-car battery version of a Class 230 train.
Consider.
- Using a four-car train, like a Class 710 train would require the platform at Greenford to be lengthened.
- A Class 230 train would only need some form of simple electrification at Greenford and/or West Ealing stations.
- Class 230 trains, would probably fit all platforms easily and give level access for wheelchairs and buggies.
- Could London Overground’s third-rail engineers add suitable electrification to charge the batteries at Greenford station?
- The branch is only four kilometres long.
- The branch only has the two tph passenger service and the occasional freight train.
- All trains use the new bay platform at West Ealing station.
One train could obviously work the current two trains per hour (tph) timetable, but could two trains and a possible spare run a four tph service on the branch?
The advantages of using Class 230 trains over a more conventional approach using perhaps Class 710 trains would include.
- No electrification of the branch.
- No platform lengthening and possibly little platform modification.
- Only a short length of third-rail electrification would be needed to charge the batteries.
- A four tph service might be possible.
The big advantage would be that it would be a low-cost project.
Romford To Upminster Line
The Romford To Upminster Line is currently run by a single four-car Class 315 train, which was to be replaced by a new Class 710 train.
In the March 2018 Edition of Modern Railways, whilst discussing nine more Class 71 trains for the London Overground, it is said, that a Class 315 train will be retained for the Romford To Upminster Line.
Why not procure another Class 230 train and use that to shuttle along the branch?
Consider.
- The electrification can be removed from the line, to save maintenance costs.
- A short length of third-rail electrification can be used to charge the batteries at Upminster station.
- The trains could be stabled at Upminster Depot.
The line used to have a short passing loop between Romford and Emerson Park station, that could be long enough for a two-car Class 230 train. If this loop were to be reinstated without electrification, if might allow a four tph service.
It would be another low-cost project.
Bromley North Line
The Bromley North Line is currently served by Southeastern.
Reading Wikipedia for the line, I get the impression, that the line isn’t a major problem, but there are little annoyances.
- Services are not frequent enough at some times of the day and week.
- Connection to services to and from London aren’t always convenient.
- It is not the easiest branch to provide with trains and drivers.
In addition, Southeastern would appear to be amenable to pass the line to Transport for London.
The track layout for the line has the following characteristics.
- Double-track throughout.
- There is a single platform at Grove Park station.
- There are two platforms at Bromley North station.
- The intermediate station; Sundridge Park has two platforms.
It looks like the line was designed so that two trains can operate simultaneously.
- Two Class 230 trains could run a four tph service.
- Stabling and servicing could be in Bromley North station.
- Trains could be third-rail or battery.
- A spare train could be held ready if it was felt needed.
It would be a self-contained low-cost solution.
Epping To Ongar
The Epping to Ongar service on the Central Line is no more, but would it be viable now with a Class 230 train?
Brentford Branch Line
The Brentford Branch Line has been proposed for reopening.
Class 230 trains powered by batteries would be ideal rolling stock.
The trains would be charged in Southall station.
West London Orbital
This article on Global Rail News is entitled Commitment To West London Orbital rail line.
This is said.
A press release distributed by the office of London Mayor Sadiq Khan said: “This new line, delivered through TfL, the West London Alliance, boroughs and Network Rail, could potentially support the delivery of an additional 20,000 homes, as well as employment growth in west London.”
In this article on Ian Visits, this is said about the service on the proposed West London Orbital line.
Phase 1: 4 trains per hour from West Hampstead to Hounslow, calling at West Hampstead, Cricklewood, Neasden, Harlesden, OOC, Acton Central, South Acton, Brentford, Syon Lane, Isleworth, Hounslow.
Phase 2: additional 4 trains per hour from Hendon to Kew Bridge, calling at Hendon, Brent Cross/Staples Corner, Neasden, Harlesden, OOC, Acton Central, South Acton, Kew Bridge.
The track is all in place and with a new bay platform at Hounslow, Class 230 trains could work Phase 1 on batteries with ease.
The key to the intermediate stations is property development. At Neasden, Harlesden and Old Oak Common, there is a lot of spare land around the Dudding Hill Line, where the trains will run. Developers will be told to build an appropriate amount of housing with a new station underneath.
The West London Orbital could be built to the following specification.
- No full electrification.
- Battery trains.
- Platforms long enough for four-car Class 710 trains.
- Bay platforms with possible charging at West Hampstead, Hendon, Hounslow and Key Bridge stations.
- Four tph on both routes.
It lends itself to a very efficient way of building the railway.
- Build a platform on the freight line through West Hampstead Thameslink station.
- Build a bay platform that will accept a four-car train at Hounslow station.
- Establish a four tph shuttle service between West Hampstead Thameslink and Hounslow stations calling at Acton Central, South Acton, Brentford, Syon Lane and Isleworth.
- Stations could be built at Neasden, Harlesden and Old Oak Common, where there is a generous amount of brownfield land, with lots of space for housing above the tracks and platforms.
Note.
- Batteries would be charged between Acton Central and Hounslow using the existing third-rail electrification.
- About five miles of the route would not be electrified.
- Housing developments on top of a station are a property developers dream.
The service could be started using Class 230 trains, with the option to switch to four-car Class 710 trains, powered by batteries, when more capacity is needed and Bombardier have fully developed the battery Aventra.
Phase two of the project would need development of platforms at Hendon and Kew Bridge stations.
The beauty of the West London Orbital, is that the only costs for Transport for London are four new platforms, some track-work and a fleet of new trains.
Hopefully, the development of the intermediate stations would be down to property developers, as they will make a fortune out of the housing!
Conclusion
I think the answer to my original question posed in the title of this post is Yes!
Do We Buy More Trains Than The Germans?
I ask this question with respect to the Germans, but I could ask the question with respect to the French, Italians or Spanish.
On my recent trip to Germany, the frequiency seemed to be less than I could expect in a similar route in the UK.
A a simple example, the frequency on the S-Bahn across Berlin, appeared to be very much inferior to London Overground’s East London Line.
There are possible reasons.
- Our signalling systems have a higher capacity.
- Train dwell times at stations are less.
- We have more trains on the route.
- Politics between Deutsche Bahn and the Local Authority get in the way.
Trains certainly don’t appear to be as frequent in Germany.
Vivarail To Supply Three D-Trains To West Midlands Trains
The title of this post is the same as this article on Rail Technology Magazine.
This order has been a long time coming and the three Class 230 trains will be used by West Midlands Trains on the Marston Vale Line, from December 2018.
Whether they will be diesel or battery versions of the Class 230 trains is not stated.
Is The Answer To Transport Problems 42?
This article in Rail Magazine is entitled Adaptable Carriage Secures Government funding.
This is the first two paragraphs.
Product development company 42 Technology has secured £350,000 worth of Government funding towards developing a system that can turn passenger carriages into goods vehicles.
The Adaptable Carriage system allows seats and tables to be stowed within three minutes, creating space for cargo that would normally be sent by road. 42 Technology envisages the system being employed on quieter off-peak services to carry low-density, high-value goods. It could also be used to create storage space for wheelchairs and bicycles, if required.
It is an idea that could work.
Take a route like Felixstowe to Ipswich, that I used to know well.
It gets commuter traffic at both ends of the working day.
But if it’s sunny and fine, the service would need extra space for bicycles and buggies for passengers going to enjoy the sea air.
The ability to be able to convert seats to bicycle, buggy and wheel-chair spaces might generate extra traffic.
That is only a simple example, but surely there are possibilities on routes between big cities for high-value traffic.
Red Star Parcels used to work well fifty years ago, so why shouldn’t a high speed parcels service work in this day and age?
During the Peak Hours all carriages would be setup for seats. but at other times, seats would be stowed to allow freight and parcels on wheeled pallets to be carried.
The Hitchhiker’s Guide to the Galaxy
Surely, only a company specialising in unusual designs in Cambridge, Shoreditch or California would call itself 42 Technology.
The Anonymous Widower 