The Anonymous Widower

Caerphilly Station

Caerphilly station is an important  one on the South Wales Metro.

The current service is a four trains per hour (tph) service to Cardiff Queen Street and Cardiff Central stations. Some trains travel through to Penarth station

In 2023, the service will be upgraded.

  • Two tph between Barry Island and Rhymney stations via Cardiff Central.
  • Two tph between Bridgend and Rhymney stations via Cardiff Central and Rhoose Airport
  • Two tph between Penarth and Caerphilly stations via Cardiff Central.

In 2023, the service will be three minutes quicker to and from Cardiff.

In addition, note the following about Caerphilly station.

  • The station is on the Rhymney Line, which will be worked by Tri-Mode Stadler Flirts.
  • The station lies just to the North of the Caerphilly Tunnel, which is not being electrified and trains are expected to transit using battery power.
  • The station has a bay platform.
  • The station appears to be a hub for buses.

This Google Map shows the station.

Note.

  1. The long bay platform on the North side of the station. It may be long enough to accommodate two of the Tri-Mode Stradler Flirts, which are 65/80 metres long. This means that the bay platform could be very valuable for service recovery.
  2. The station serves as a Park-and-Ride.
  3. Three structures cross the track, which from the left are the old station buildings, the station footbridge and a footbridge independent from the station.
  4. Looking at the track layout on the Eastern approach to the station, the cross-overs are within fifty metres of the platform end.

These pictures show the station.

These are my thoughts on various issues.

Electrification Under The Bridges And The Old Buildings

I think there would be serious issues with standards for electrification at this station.

The three structures will have to be handled in the way I described in How Can Discontinuous Electrification Be Handled?

The Old Station Building

The old station building is integral with a road bridge and would be a costly and very disruptive operation to replace.

So if the structure will safely last a hundred years or so and the wires can be squeezed underneath using discontinuous methods, everybody wins.

The Easternmost Footbridge

The Easternmost bridge at the far end of the platforms looks to be a fairly recent structure and is independent of the station, as it just gives pedestrians a route across the railway. It might even have been built, when the bay platform was built a few years ago.

The Station Footbridge

So that leaves the elderly footbridge, which probably dates from 1871, when the station was moved to its present position.

It is the main way that passengers cross the line and given that Caerphilly station has nearly a million passengers a year, it would be classed by disabled activists as a disgrace.

A few stations up the line, lifts were added to the footbridge at Ystrad Mynach station, in conjunction with other works. Wikipedia says this.

In 2014, the station underwent a £1.6 million refurbishment with new ticket machines, waiting areas and ticket office, with disabled toilet being installed in addition to major work carried out on the footbridge with lifts being installed to improve accessibility.

Surely some of the money saved on electrification could be spent on improving access?

Electrification Between The Structures

25 KVAC  wires have to be several metres away from any staff and passengers.

The Northbound Platform 3 is wide and if the overhead wire can be suspended high enough, I suspect that the latest regulations can be met.

The Southbound Platform 2 is narrower and the platform has a low roof, which might mean electrification is trickier.

But if as I suspect, battery power and gravity will be used to power the trains on the downhill track, then there could be a case for leaving the downhill track without wires.

That could save half the costs on some sections of the route.

Electrification Of The Crossover

On a railway with full electrification all crossovers must be electrified..

But on the Rhymney Line, all the trains will be Swiss all-purpose trains, that can work on all power sources, probably including cuckoo-clock motors.

So imagine a Tri-Mode Stadler Flirt arriving from Penarth, which will be turning back in the bay platform at Caerphilly.

  • It would use the electrification between the unelectrified Caerphilly Tunnel to just before the crossover to come up the hill and probably add some charge to the batteries, that have been depleted in the run through the mile-long tunnel.
  • \\\the train would probably rate at a signal just before the crossover, until told to proceed by the signalling system.
  • The pantograph will be dropped and the train switched to battery or diesel power.
  • When giving the green by the signal, the train would move into the bay platform.

All done efficiently and safely without any electrification, which would not be installed on the crossover or in the bay platform.

Train Failure In The Caerphilly Tunnel

There will have to be a plan for handling train failures in the tunnel. I suspect that as Switzerland has lots of railways in the mountains, some with extensive tunnels, that the Swiss have pretty good methods for dealing with failures.

One Train Rescues Another

Trains are generally designed, so that a second train can rescue a failed train of the same class or even a similar type. This makes good sense, as a train operator generally has several trains of the same type and their Thunderbird locomotive may be working miles away.

I’m sure that the Tri-Mode Stadler Flirts will have this capability.

Rescuing A Train Going Downhill

If a train should fail in the Caerphilly tunnel on the downhill track, a second train would probably couple up and shepherd the train slowly down the hill to the depot at Canton.

Rescuing A Train Going Uphill

If a train should fail in the Caerphilly tunnel on the downhill track, a second train would probably couple up and push the stricken train into the bay platform at Caerphilly station.

Conclusion

The more I look at the South Wales Metro, it has been designed in an holistic manner with routes, tracks, electrification, stations and trains all designed to work together.

 

 

 

June 10, 2018 Posted by | Travel | , , , , , | 1 Comment

The Flourish Station Is The Focus Of The South Wales Metro

On my visit, I walked for an hour in the Cardiff Bay area. Wikipedia says this.

Cardiff Bay is the area of water created by the Cardiff Barrage in south Cardiff, the capital of Wales. It is also the name commonly given to the surrounding areas of the city. According to Cardiff Council, the creation of Cardiff Bay is now widely regarded as one of the most successful regeneration projects in the United Kingdom.

These picture were taken as I walked.

I’m not exactly sure, where the new station at The Flourish will be placed.

This document on the KeolisAmey web site details their plans for the new Wales and Borders Franchise.

Look at this image that I clipped for the document.

And this Google Map of the area.

It looks like The Flourish station will go by the triangle of roads to the right of the Merchant Place building.

It will really bring the South Wales Metro to the heart of the action.

Battery Tram-Trains To The Flourish

The Cardiff Bay Line links to Cardiff Queen Street station and is only two kilometres long.

This distance should be well within the capabilities of a battery electric tram or train.

So will the Cardiff Bay Line be left totally without wires from Cardiff Queen Street station?

If it was, this would reduce costs and visual intrusion.

In Stadler Citylink Metro Vehicles, I estimated that if a tram-train had a 50 kWh battery, this would have a range of five miles, which would take the vehicle from Queen Street to The Flourish and back.

If necessary, the uphill line to Queen Street station could be electrified.

But there would certainly be no wires South of Cardiff Bay station.

The Proposed Service To The Flourish

Aberdare, Merthyr Tydfil and Treherbert will have a four tph service to Cardiff Queen Street station and a two tph service to The Flourish station.

This means there will be six tph between Cardiff Queen Street and The Flourish stations. Or a tram-train every ten minutes!

There will also be a new station at Loudon Square, between Cardiff Queen Street and Cardiff Bay stations.

From figures in the KeolisAmey document, if appears that Cardiff Queen Street to The Flourish will take four minutes.

Conclusion

This will certainly be a World Class station fit for the area it serves.

 

 

 

June 10, 2018 Posted by | Travel | , , | 1 Comment

Between Cardiff Queen Street And Cardiff Bay Stations

Cardiff Queen Street and Cardiff Bay stations are the two termini of the Butetown Branch Line.

These pictures show my trip from Cardiff Queen Street to Cardiff Bay and the trip back.

Note.

  1. Cardiff Bay station is a Grade II* Listed Building.
  2. With passenger usage of nearly a million and a quarter last year, is it the busiest single-platform station in the UK?
  3. It was certainly busy yesterday.
  4. The access for the number of passengers is inadequate.
  5. After removing the foliage, there must be room to add a second track, between the two stations.

This Google Map shows where the railway lines cross.

Note.

  1. Cardiff Central station is to the West.
  2. Cardiff Queen Street station is to the North.
  3. Cardiff Bay station is to the South.

Does the map show that running a service between Cardiff Central and Cardiff Bay stations would be difficult?

Loudon Square Station

The planned Loudon Square Station would appear to be 300-400 metres North of Cardiff Bay station.

Capacity Increase

When the current Class 150 trains with a frequency of five trains per hour are replaced by new Stadler Citylink Metro Vehicles with a frequency of six trains per hour, this will give an approximate doubling of capacity.

And there is always the option of using the Stadler Citylink Metro Vehicles in pairs!

 

 

June 10, 2018 Posted by | Travel | , , , | Leave a comment

Cardiff Queen Street Station

Cardiff Queen Street station is the first station to be refurbished for the proposed South Wales Metro.

Note.

  1. The station is fully step-free.
  2. The platforms are wide, which helps interchange or waiting for your destination. See Canada Water on the Overground and St. Pancras on Thameslink.
  3. Currently, to get to Cardiff Bay station, you need to catch a five trains per hour (tph) shuttle train from Platform 1.

The service pattern is fairly-straight-forward, with the following lines passing though the station from South to North.

It is said, that to build anything, you need good foundations.

These services through Cardiff Queen Street station, seem to be a good foundation for the South Wales Metro.

The current proposed services through the station after the Metro is completed are.

  • 2 tph – Coryton Line between Penarth and Coryton stations via Cardiff Central – Tri-Mode Stadler Flirts
  • 2 tph – Cynon Line between The Flourish and Aberdare stations.. – Stadler Citylink Metro Vehicles
  • 2 tph – Rhondda Line between Cardiff Queen Street and Treherbert stations – Stadler Citylink Metro Vehicles
  • 2 tph – Rhondda Line between The Flourish and Treherbert stations – Stadler Citylink Metro Vehicles
  • 2 tph – Rhymney Line between Barry Island and Rhymney stations via Cardiff Central – Tri-Mode Stadler Floirts
  • 2 tph – Rhymney Line between Bridgend and Rhymney stations via Cardiff Central – Tri-Mode Stadler Flirts
  • 2 tph – Rhymney Line between Penarth and Caerphilly stations via Cardiff Central – Tri-Mode Stadler Flirts
  • 2 tph – Taff Line between The Flourish and Merthyr Tydfil stations – Stadler Citylink Metro Vehicles
  • 2 tph – Cynon and Taff Lines between Aberdate and Merthyr Tydfil stations via the City Line and Cardiff Central – Stadler Citylink Metro Vehicles.

Summarising services gives these figures.

  • 6 tph – To and from The Flourish – Stadler Citylink Metro Vehicles
  • 10 tph – To and from Cardiff Central – Tri-Mode Stadler Flirts
  • 2 tph – To and from Cardiff Central – Stadler Citylink Metro Vehicles

This Google Map shows Cardiff Queen Street station.

Note.

  1. The bay platform, which is numbered 1, is in the South East corner of the station. is used for services to Cardiff Bay station.
  2. There is no North-facing bay platform.
  3. Northbound trains for Aberdare, Merthyr Tydfil and Treherbert share Platform 5.
  4. Northbound trains for Bargoed, Coryton and Rhymney share Platform 4.
  5. Sounthbound trains use Platforms 2 and 3.

I believe that this layout will be changed  in the creation of the South Wales Metro.

In an ideal world passengers should have a same-platform or cross-platform interchange between services going in the same direction.

If services going in the same direction shared the same platform, this would meet sixteen tph using two platforms, as two tph will terminate at Cardiff Queen Street station.

Canada Water station on the East London Line of the London Underground in a couple of years will be handling twenty tph.

  • The platforms are wide with escalators, lifts and stairs.
  • Four Southern destinations and Two Northern destinations are served.
  • All services are run by Class 378 trains.
  • Access between train and platform is step free and wheel-chairs and buggies can be pushed across.
  • The East London Line has modern signalling.

If Crossrail and Thameslink will be able to handle twenty-four tph with digital signalling, I believe a solution can be found so that sixteen tph can pass through Cardiff Queen Street station.

Having seen wide platforms in operation at stations like Canonbury, London Bridge and Whitechapel, I feel an ideal layout at Queen Street station would be to use Platform 3 for all Southbound services and Platform 4 for all Northbound services, with as  wide a platform as possible in between.

Consider.

  • Passengers from Rymney and Coryton needing to go to The Flourish, would get off the train and get a Citylink for The Flourish.
  • Passengers between The Flourish and Cardiff Central would just have to walk across the platform at Queen Street station to change trains.
  • Passengers needing a train to Rhoose Airport could choose to change at Queen Street station.

Most waits at Queen Street station would be in a few minutes.

Although, passengers would wait longer for Barry Island, Bridgend and Rhoose Airport.

There is still the problem about what to do with the two tph that from Treherbert that terminate at Queen Street station.

  1. They could use Platform 2 or 5.
  2. They could use a new bay platform in the North end of Pltform 3/4.
  3. They could go through Queen Street station to terminate at The Flourish
  4. They could go through Queen Street and Central stations to terminate elsewhere.

Option 1 would have problems.

  • Every thirty minutes a Citylink would have to cross the busy lines to the North of Queen Street station.
  • Passengers wouldn’t always use the same platform for the Rhondda Line.
  • Passengers wouldn’t have an easy interchange at Queen Street station.

Option 2 would be better.

  • The track layout would be similar.
  • Rhondda Line passengers would only have the inconvenience of sometimes walking along the platform.

.Even if this option was not used to turn trains, I suspect it could be built, as it would also be useful for service recovery purposes.

I like Option 3, although it will have the following consequences.

  • ,The Flourish would need to be able to handle eight tph on the two proposed platforms.
  • Queen Street station would need to be able to handle eighteen tph in both directions.

I suspect that both problems are solvable.

The problem with Option 4 is where do you turn the two extra trains?

I suspect that the Citylink vehicles can only use the City Line after Cardiff Central.

Would it be a good idea or not to run four tph on this route?

I don’t know! But a personable young station man at Queen Street station, said that handling the football can be a problem.

So perhaps more trains going to Ninian Park station might be a good idea.

I write about it in detail in The South Wales Metro and Big Events.

Conclusion

Cardiff Queen Street station has the possibility to be a World Class Metro interchange.

 

 

 

June 10, 2018 Posted by | Travel | , , , , , , , , , , , | Leave a comment