The Anonymous Widower

Is This The Most Unusual Idea For A New Railway Service in The UK?

In Issue 864 of Rail Magazine there is an article about the Class 230 train demonstration in Scotland, that I wrote about in Battery Class 230 Train Demonstration At Bo’ness And Kinneil Railway.

This is a paragraph.

HITRANS Partnership Manager Frank Roach told RAIL that he was keen to interest Transport Scotland in using battery Class 230s to run shuttle services between Wick and Thurso.

I don’t live in the Far North of Scotland and I’ve never been further North on the mainland that Inverness, so I have no right to criticise the need for a new rail shuttle service between Thurso and Wick.

Consider.

  • Wick and Thurso are both towns with populations in the region of 7-8,000 people.
  • I suspect that if you live in Wick and want a new widget for your boiler, that it will be in Thurso. And of course, vice-versa!
  • Wick and Thurso get four trains per day to and from Inverness and the same number of trains each way between the two towns.
  • So it’s not very convenient if an elderly person, who can’t drive wants to go and visit their sibling or friend in the other town for the afternoon.

The two towns would appear to be twenty-nine minutes or twenty-one miles apart by rail.

The article also states that a battery-powered Class 230 train can run at up to sixty mph with acceleration similar to that of an EMU up to forty mph.

Each round trip would probably take an hour, so one train could provide an hourly service.

I would think, that using the fast charging system described in Charging A Battery-Powered Class 230 Train at Thurso and Wick stations, that a single train could shuttle all day between the two stations with an intermediate stop at Georgemas Junction station.

I suspect the Inverness and the shuttle services could interface seamlessly in something like the following way.

  • The shuttle train would arrive in Wick and connect to the charging system.
  • The Class 158 train from Inverness would arrive behind the shuttle.
  • The Class 158 train would go to Thurso and back.
  • The Class 158 train would leave for Inverness.
  • The shuttle train would resume its shuttling between Wick and Thurso.

The Class 158 would have taken over one cycle of the shuttle.

The only works needed other than the installation of the charging system, could be to lengthen the platform to accommodate the two trains.

To try to predict the number of passengers that would use this shuttle will be very difficult.

  • The train would have a high novelty value for the locals.
  • The train could run seven days a week.
  • The train could become a quirky tourist attraction.
  • Train operators might like to see it for ideas for their problem lines.
  • It might encourage a whole number of new ideas.

If say it happened at times, that the train was full, then it could probably be lengthened to by adding a trailer car.

A big beneficiary could be Vivarail.

They would have a service that was providing an hourly shuttle in a remote area, which could show off the features and benefits of the train.

  • Remote servicing.
  • No diesel fuel required.
  • Hourly running
  • Fast charging.
  • Operation in cold and inclement weather.
  • An unusual demonstration location.

There’s even the local Wick Airport to bring in interested parties.

This idea reminds me of a story I heard many years ago. GEC were attempting to sell an Air Traffic Control Radar to a Middle Eastern country.

  • The most convenient installation of this radar in the UK was at Prestwick Airport, so the GEC salesman arranged for GEC’s corporate HS 125 business jet to take the prospective purchasers.
  • It turned out to be a glorious autumn day.
  • As the Salesman returned with his guests to the plane, he was pulled aside by the pilot.
  • The pilot told him, that there was no greater sight in the world, than the Scottish Highlands on a day like this, so would he like the Arabs to be shown the views.
  • They then flew around the Highlands for thirty minutes or so before returning to London.

Was that the most unusual favour, that secured an order?

 

 

October 24, 2018 Posted by | Business, Transport | , , , , , | 5 Comments

Charging A Battery-Powered Class 230 Train

In Issue 864 of Rail Magazine there is an article about the Class 230 train demonstration in Scotland, that I wrote about in Battery Class 230 Train Demonstration At Bo’ness And Kinneil Railway.

This was said about charging a battery-powered Class 230 train.

A prototype rapid charging facility at its Long Marston base would use short sections of third-rail to quickly recharge a Class 230’s batteries. He said that the third-rail shoegear fitted t the trains in their London Underground service could handle higher currents than simply plugging a cable into the train.

The rapid charging concept consists of a shipping container of batteries that are trickle charged from a mains supply. When a Class 230 sits over the short sections of third-rail, electricity can be quickly transferred to the train’s batteries. When the train is away, the power rails are earthed to ensure they pose no risk The concept provides for charging a Class 230 as it pauses at a terminus before making its return journey.

What surprises me, is the claim, that third-rail is a very effective way of charging the batteries.

But Vivarail’s charging method using third-rail must open up affordable charging in stations and depots with poor-quality or low-capacity electricity supply.

Further Development

The design is very much capable of further development.

  • The charging system could be used with any train, which has a third-rail capability.
  • It could be made to work in both terminal and through platforms.
  • The operation could be totally automatic .
  • The system would switch on when the train stops over top and it completes the electrical circuit to allow charging.
  • When the train moves away and breaks the circuit, the system would switch off and earth the third-rail.
  • The batteries in the charging system could be charged by solar- or wind-power, instead of mains power.

I believe we’ll see some very ingenious charging systems for battery/electric trains.

October 24, 2018 Posted by | Transport | , , | 4 Comments

It’s All About Going Dutch For Eurostar!

In today’s Times, there is an article called Eurostar Sets Pace As Channel Tunnel Booms.

The article says.

Passengers on the Eurostar trains topped 3 million in the quarter, in increase of 12 per cent.

Apparently, there has been a big increase on the Amsterdam route, with more to come.

  • A third daily service will start next summer.
  • Direct return journeys could be possible next year.
  • Five London-Amsterdam return journeys could follow.

That all looks good and I’m sure it would be better if the terrible connecting trains to North Germany, that I wrote about in From Amsterdam To Hamburg The Hard Way,  were to be improved.

October 24, 2018 Posted by | Transport | , , | Leave a comment

World’s Longest Sea Crossing: Hong Kong-Zhuhai Bridge Opens

The title of this post is the same as this article on the BBC.

It certainly looks to be an impressive bridge.

But I think it shows just how far design and construction of large bridges has moved in the last couple of decades.

In A Solution To The Northern Irish Problem!, I proposed building a fixed link between Northern Ireland and Scotland.

The Chinese bridge has a length of 55 km, whereas a link between Northern Ireland and Scotland would be about 30 km.

Conclusion

I wouldn’t be surprised that the opening of the Chinese bridge will push politicians, engineers and financial institutions to look seriously, at a fixed link across the North Channel.

October 24, 2018 Posted by | Transport | , , , | 4 Comments

My Preparations For Brexit

My Dalstonian grandmother was caught out by WW1, so she had a hundredweight each of jam and sugar in her cellar for WW2.

I shall be storing my money in Zopa, as it should ride out any storms, as it has done in the past.

October 24, 2018 Posted by | Finance, World | , | Leave a comment