The Anonymous Widower

Northern Connect Between Chester And Leeds To Start In May

This article on the BBC is entitled New Rail Services Aim To Ease Overcrowding.

This is an extract.

Northern will be adding direct services between Chester and Leeds.

I think this will be the proposed Northern Connect service.

  • The route is via Warrington Bank Quay, Manchester Victoria, Rochdale, Halifax and Bradford Interchange stations.
  • Only the twenty-two miles between Warrington Bank Quay and Manchester Victoria stations is electrified.
  • Wikipedia says that the service will be run using a Class 195 train.

Looking at the current timetable, these times are achieved.

  • Chester and Newton-le-Willows – 38 minutes
  • Newton-le-Willows and Manchester Victoria – 18 minutes
  • Manchester Victoria and Leeds – 75 minutes

This totals up to two hours and eleven minutes.

The Class 195 train is a 100 mph diesel multiple unit and may knock a few minutes from this time.

On my trip to Wigan last month, I heard a rumour from a driver, that the Chester and Leeds service would be run by Class 769 trains.

  • These trains could use electrification between Warrington Bank Quay and Manchester Victoria stations.
  • They would be slightly slower, than the new Spanish trains on diesel.

It will be interesting to see, which trains Northern use for the service.

March 8, 2019 Posted by | Transport/Travel | , , , , | 20 Comments

Government Turns Up Power On Offshore Wind

The title of this post, is the same as that of an article in yesterday’s copy of The Times.

This is the first paragraph.

A third of British electricity will be generated by offshore wind farms by 2030 under government plans.

Although Jeremy Corbyn said he would reopen coal mines a couple of years ago, I can’t see a change of Government stopping this.

A few other points from the article.

  • Last year offshore wind produced about eight percent of our electricity needs.
  • The offshore wind energy industry has said it will raise UK content from 48 to 60 percent.
  • The industry has promised to invest £250million in the supply chain.
  • There are 1,900 turbines in British waters, which can generate 8GW.
  • Another 6GW will come on stream by 2022-23.
  • Another 16GW are in the planning stage.

The author feels that as costs are reducing, this is driving the investment.

Conclusion

We have a very windy future.

 

March 8, 2019 Posted by | Energy | , | Leave a comment

Manor Park Station Is Almost Ready For Crossrail

These pictures show the almost complete Manor Park station.

Compare them with these from 2014 in  Before Crossrail – Manor Park.

The station has been through an amazing transfomation.

 

March 8, 2019 Posted by | Transport/Travel | , , | 1 Comment

Roaming Around East Anglia – Reedham Station

If you have to travel between Lowestoft and Great Yarmouth stations by train, you have to change at Reedham station. Or you should be able to!

These pictures show the station.

You can’t do the direct journey between East Anglia’s two largest Eastern towns at present, as Network Rail have got their special Project Management knickers on. You know the ones with a twist!

So passengers between Lowestoft and Great Yarmouth have three options.

  • Take an hour and a half jurney via Norwich.
  • Take a bus, which probably visits half of the villages in the local area.
  • Drive.

Hopefully, the Reedham to Great Yarmouth service will be restored sometime in the near (?) future.

This will allow two ways to travel by rail between Lowestoft and Great Yarmouth.

Changing Trains At Reedham Station

Theoretically, this should work, especially, if trains were timetabled so that passengers waited perhaps a couple of minutes on what I suspect in winter can be a very pleasant station.

Look at the footbridge. Do Greater Anglia really expect elderly travellers or those with bikes, buggies and baggage to use the Victorian footbridge?

I suspect Greater Anglia don’t see this as a feasible way of attracting more passengers out of their cars and from the buses.

But Network Rail haven’t got the millions of pounds needed to bring the station into the Twentieth Century!

A Shuttle Train Reversing At Reedham

It would be possible for a train to shuttle between Lowestoft and Great Yarmouth, which could reverse in Reedham station.

In Norfolk Rail Line To Remain Closed As £68m Upgrade Project Overruns, I asked if the new Class 755 trains had a fast reverse procedure, as Greater Anglia’s services are full of stations, where a train must arrive and leave a few minutes later.

I wrote the following.

A simple system could be as follows.

  • On arrival in a station, the driver would put the train into a standby mode, when it was safely stopped.
  • The driver would then walk through the train to the second cab.
  • Whilst the driver is changing ends, the conductor is opening and closing the train doors and supervising the loading and unloading of passengers.
  • On arrival in the second cab, the driver would wake up the train and check everything.
  • After the doors are closed and having received the all clear from the conductor and a green light from the signals, the driver would proceed.

At all times, the driver and conductor, would have emergency remote controls to immobilise the train, if something is not what it should be.

Modern automation is certainly able to design a very safe system, that would save time at every reverse.

The stop ar Reedham station would become an almost normal stop and I would expect that a train could reverse  in about two or three minutes.

Use Only One Platform At Reedham

Could this be the most affordable solution?

  • The track layout at Reedham station would be modified, so that all trains would use the Norwich-bound Platform 1.
  • Platform 1 is improved with a quality waiting room and a coffee kiosk, to make a short wait between trains more pleasant.

If there were two trains per hour on both the Lowestoft and Great Yarmouth routes, I’m sure that with the new signalling and good driving, a single-platform at Reedham station would work.

Trains from Norwich could call at XX00, XX15, XX30 and XX45, with trains to Norwich calling at XX07, XX22, XX37 and XX52.

If trains stopped in the right order, then there would be a maximum wait of eight minutes in a comfortable waiting room at Reedham station.

Even with only one train per hour between Norwich and Yarmouth via Reedham, I’m certain an acceptable timetable could be devised.

Greater Anglia’s Class 755 trains

Greater Anglia have ordered thirty-eight Class 755 trains, which have a total of 138 cars.

These will replace twenty-six assorted trains, which have a total of 55 cars.

This is a increase of 46% in the number of trains and  150% in the number of cars.

Greater Anglia didn’t increase the fleet so that could sit in sidings, so I think we can expect some new services and higher frequencies.

Conclusion

I’m certain that a sensible hourly service between Lowestoft and Great Yarmouth stations can be devised.

 

 

March 8, 2019 Posted by | Transport/Travel | , , , , , | 1 Comment

Roaming Around East Anglia – The Future Of Ipswich Station

Ipswich station is going to get a lot of extra services over the next few years and may need extra platforms.

In a few years the services at the station could include.

  • Greater Anglia – London and Norwich – Three trains per hour (tph)
  • Greater Anglia – Ipswich and Lowestoft – One tph (Three trains per day are London and Lowestoft)
  • Greater Anglia – Colchester and Peterborough – One tph
  • Greater Anglia – Ipswich and Felixstowe – Four tph (tram-trains)
  • East West Rail – Manningtree and Oxford/Reading – One tph

In a typical hour there will be five tph going through the station, with some hours having an extra train between London and Lowestoft.

So in this timetable that means that Ipswich station will only be handling one through train every 10-12 minutes in each direction, three of which will be twelve cars long.

Only one Lowestoft trains and four Felixstowe tram-trains will terminate at Ipswich station  There is a long-enough convenient platform 1 for the Lowestoft trains, but where would the Felixstowe service be turned round?

I took these pictures as I passed through Ipswich station.

As often happens, the Felixstowe train had to be turned back in the vSouthbound through Platform 2. Not a particularly good procedure!

Building a new platform at Ipswich station will be difficult.

  • To build it next to Platform 1 will mean that there will be a lot of reorganisation of the station behind Platform 1.
  • Building it on the far side of the station will be expensive and also mean Felixstowe services will have to cross the main lines, which will cause disruption.

I would expect that sorting Ipswich station could be a sum of at least £5million and possibly a lot more. There would also be a lot of disruption during the rebuilding.

As the pictures show, there would be space outside the station to put a tram stop, that would be capable of handling four tram-trains per hour to Felixstowe.

Conclusion

If this happens and the Ipswich and Felixstowe service is replaced with a frequent tram-train, it will be a big boost to the economy for both Ipswich and Felixstowe.

March 7, 2019 Posted by | Transport/Travel | , , | Leave a comment

Roaming Around East Anglia – Could A Tram/Train Run Through Felixstowe?

This report on the East-West Rail web site is entitled Eastern Section Prospectus and gives full details of their proposals for the Eastern section of the East-West Rail Link.

This is said in the report.

Introduction of a tram-train service on the Felixstowe branch, with doubling between Derby Road and Felixstowe and street running through
Ipswich.

It is also said, that there will be a frequency of four trains per hour (tph)  between Ipswich and Felixstowe.

On my trip round East Anglia, I deliberately walked from the sea-front to Felixstowe station, taking these pictures.

Would it be possible to run a tram-train through the town?

To my mind there are three places for the tram-train to Felixstowe to terminate.

The Current Platform In Felixstowe Station

This picture shows a Class 153 train in the current platform.

To say that it is safe and boring would be an understatement.

The Tram-Train Breakout

If the operator is running four tram-trains per hour to Felixstowe, then surely they should be taken to somewhere more interesting.

So would it be possible for the tram-trains to go through the station and perhaps use a single track railway to the Town Centre?

This Google Map shows the station and the old station buildings, which are now a Shopping Centre.

Would it be possible for a tram-train, running as a tram to run North of the Shopping Centre and turn onto the station forecourt, from where it would go walkabout?

These pictures show where the tram would run.

These pictures show the station buildings, which have been turned into a a Shopping Centre.

It looks very much like the shops would not need to be disturbed.

How Far Could The Tram-Train Go?

If a single-track extension were to be built through the station, the time-table could be arranged so that the outgoing and the incoming passed in the current island platform at Felixstowe station.

The simplest system would be for the tram-trains to go to the shops in the Town Centre and reverse outside by the shared space.

The picture shows the location. Trams would be timed to take fifteen minutes for the trip from Felixstowe station and the return.

  • Only one tram-train would be on the single-track route at any time.
  • Tram-trains would work on battery power.

It would be a very simple use of a tram-train to move a terminus of a branch line to a better place.

According to a tram driver in Sheffield, the Class 399 tram-trains as used in the City have bags of grunt and handle hills with ease.

So why not run a single tram line through the Town Centre and then take the route via Convalescent Hill to the sea-front, where a terminus could be by the Pier and the Leisure Centre?

The Pier stop would have the following.

  • Two platforms, so that two tram-trains could pass.
  • A charging facility.

So that the single-track through the Town Centre would work, tram-trains would need to go between Felixstowe station in perhaps ten minutes.

This would give ten minutes for a turnround with a charge at the Pier stop.

The Number of Tram-Trains Needed

Four tram-trains per hour between Ipswich and Felixstowe stations would need four vehicles.

Extending it to Felixstowe Pier would need another two tram-trains for a similar service.

Conclusion

A tram-train serving Felixstowe sea-front running on battery power through the Town Centre., looks to be feasible.

 

March 6, 2019 Posted by | Transport/Travel | , , , | 2 Comments

Are TfL Playing A Canny Game On The Gospel Oak To Barking Line?

Transport for London (TfL) have now stated that from the 18th March, the service on the Gospel Oak to Barking Line (GOBlin) will be run by three four-car Class 378 trains.

This will mean a two train per hour (rph) service instead of the current four tph.

Will the Class 378 trains cope?

Let’s look at a few facts and my observations.

Class 378 Train Capacity

The Class 378 trains may have twice the number of cars than the Class 172 trains, but having used Class 378 trains in the Peak quite a few times in the last ten years, they do have the capacity to swallow large numbers of passengers.

TfL will know how many passengers can squeeze uncomfortably into a four-car Class 378 train.

I doubt it’s what Bombardier says in the specification.

The Class 378 Trains Seem To Have Attracted More Passengers

Over the last few weeks, I have ridden regularly on the GOBlin and it appears to me, that passenger numbers are increasing.

  • I have been on a couple of Class 378 trains in the Off Peak, with most of the seats taken.
  • I’ve also seen a packed Eastbound-platform at Blackhorse Road station on a couiple of times.
  • I also was one of perhaps thirty passengers, who transferred at Barking from a c2c train from Grays.

It looks to me, that Londoners are ducking-and-diving, as only they can!

I also have spoken to a couple of passengers, who were using the OBlin for the first time.

Has all the publicity persusaded some travellers to give the route a try?

Improved Interchange At Blackhorse Road

Blackhorse Road station is now a partly step-free interchange interchange between the GOBlin and Victoria Lines.

Judging by the numbers of passengers, who seem to be changing trains at the station, this is becoming an increasingly important part of passengers journeys.

Short And Long Distance Travellers

If you travel on the line from one end to the other, I have noticed that a lot of passengers use the line for just a stop or two.

I would expect few use it regularly for the whole length on a daily basis.

On a fine day, if you are going one stop, do some passengers walk, if they just miss a train?

There Are Alternative Routes

My son has lived in the Walthamstow area for perhaps twenty years and he seems to use another route, when say he preferred one of the Victoria Line is not working. Which is rare.

I visit him regularly and use different routes according to my mood.

The one problem he has in Walthamstow is getting to Stratford and you can understand why the local MP; Stella Creasy is pushing for the reinstatement of the Hall Farm Curve.

The GOBlin has  the following connections.

  • Barking – c2c, District and Hammersmith & City Lines
  • Woodgrange Park – Out of station interchange with Manor Park on Crossrail.
  • Wansted Park – Out of station interchange with Forest Gate on Crossrail.
  • Leytonstone High Road – Out of station interchange with Leytonstone on the Central Line.
  • Walthamstow Queens Road – Out of station interchange with Walthamstow Central on the Overground and Victoria Line.
  • Blackhorse Road – Victoria Line
  • South Tottenham – Out of station interchange with Seven Sisters on National Rail and the Victoria Line.
  • Harringay Green Lanes – Out of station interchange with Harringay on National Rail.
  • Upper Holloway – Out of station interchange with Archway on the Northern Line.
  • Gospel Oak – North London Line

Several stations are also on high-frequency North-South bus routes.

It should also be noted that in the last couple of months, Manor Park and Forest Gate stations have been dramatically improved for Crossrail.

Passengers Managed Well During The Closures Of The Last Couple Of Years

Over the last couple of years of electrification work, there have been times, when the line has been closed. People have moaned, but most seem to have got round the closure, by using alternative routes.

It hasn’t been ideal, but lots of passengers are still using the line and haven’t given up rail travel.

Transport for London Have Got The Bad News Out First

TfL’s statement has been released two weeks before the 18th March.

Will this have the effect to get passengers to consider their routes?

I certainly wouldn’t be surprised to see passenger numbers fall back a bit, because of TfL’s timely, honest statement.

So What Will Happen?

How would a service run by three Class 378 trains perform?

Time Keeping

With a train every thirty minutes, I wouldn’t be surprised to see the trains keeping very much to time, as generally they do on the GOBlin now.

This will make it easier for passengers to time their journeys to catch a train.

Passengers Will Adjust Their Routes

Passengers will adjust their routes and behaviour, so they find the easiest route.

As I said earlier there are lots of interchanges and also some less obvious ones for the stronger walkers.

Frequency Problems

The half-hourly frequency could cause problems, but most stations have reasonably wide platforms and often have cafes or coffee kiosks nearby.

The Trains Will Be Crowded

This will of course happen, but when you see how many passengers can cram themselves into the five-car Class 378 trains on the North London Line, I suspect their smaller four-car sisters will cope.

The Class 378 train has a London Underground interior and is unlike any other surface train in the UK.

They will cope with the increased numbers.

What Else Will TfL Do?

I think that the most important thing, is that the GOBLIN and the other lines in the area keep working at their optimum capacity.

A failure on the Victoria Line would really louse things up.

There will be more buses as well.

Introducing The Class 710 Trains

I would expect, that TfL have a date, where they can be pretty certain, that they will have the first Class 710 train will be available for service.

This figure may be a month or it could even be six, but as someone who has delivered very complex software systems, I know how difficult it can be be.

Depending on this date they will need to adopt a different philosophy.

If it is just a few weeks, then perhaps a grin and bare it strategy will work, especially if the new trains are seen on the line.

But it would only work, if they can get the drivers trained and I do hope that TfL are training drivers on the Class 710 trains that are running up and down.

Increasing the fleet, a train at a time would gradually improve the service.

But if it is going to be several months, there would be no alternative than to bring in some other trains.

Conclusion

The GOBlin will cope, but it could be very crowded

On the other hand, passengers will adjust their routes and behaviour, which will help.

March 6, 2019 Posted by | Transport/Travel | , , , | Leave a comment

Lorry Bashes Into The Notorious Ely Railway Bridge – Again

The title of this post, is the same as that of this article on the Ely Standard.

This picture was clipped from the article.

To describe the driver as an idiot, is an insult to all those with a low IQ.

The driver should be banned for a very long time and only allowed to drive again, after he has leaned to read.

To further illustrate his stupidity, I took these pictures at Ely last month, before they re-opened the bridge.

This must be one of the worst cases of stupid driving, I’ve ever seen.

March 5, 2019 Posted by | Transport/Travel | , , , | 1 Comment

Welcome For Extension Of Midland Electrification

The title of this post is the same as that of this article on Rail News.

This is the first paragraph.

Electrification of the Midland Main Line is set to be extended from Kettering North Junction to Market Harborough station.

The project was announced in the House of Commons and has already been called great news by the local MP.

In MML Wires Could Reach Market Harborough, I laid out my thoughts after an article in the June 2018 Edition of Modern Railways, with the same title.

This was my major conclusion.

I think that electrification between Glendon Junction and Market Harborough station will happen.

I actually feel that with the announcement of innovative new rolling stock and electrification methods in the last few months, that electrification of this section could now be easier and that electrification to Leicester might even happen.

March 5, 2019 Posted by | Transport/Travel | , , , | 1 Comment

Latest On The Class 717 Trains For The Great Northern

This is another tweet from the South East Rail Group.

Because of centre door of the cab some start signals can’t be sighted by the driver. Thus SDO will be used and trains stopped short. Once ERTMS is installed (the trains already have the in-cab signalling displays to go with it) then fixed signals and triphandles will be removed.

They also say that squiadron service is could be on March 11th.

Effect Of ERTMS

The tweet also confirms that ERTMS will be available on this line, after the first stage of installation of ERTMS on the East Coast Main Line.

Currently, the service to Moorgate station is twelve trains per hour (tph) in the Off Peak, with extra services in the Peak.

As Thameslink and Crossrail will be running twenty-four tph in a couple of years, so when ERTMS is working on the Southern part of the East Coast Main Line and on the Northern City Line into Moorgate station, how many trains per hour will be possible to Moorgate?

The current twelve tph means that turning the trains at Moorgate must be done in five minutes, which having watched the process is fairly relaxed.

Fifteen tph and a four minute turnround is certainly possible, as that is sometimes achieved in the Peak with the ancient Class 313 trains.

With a fleet of twenty-five trains, and a frequency of twenty-four tph possible under ERTMS, I suspect that twenty tph and a three minute turnround at Moorgate could be achieved all day.

Highbury & Islington Interchange With The Victoria Line

With Dear Old Vicky gamely plugging on at thirty-six tph, the typical maximum wait in a cross-platform interchange will be as follows.

  • Victoria to Northern City – three minutes
  • Northern City to Victoria – one minute and forty seconds.

How many passengers will use this route to the City rather than use the London Overground?

Interchange With Crossrail At Moorgate

The Northern City will be my link to Crossrail, as I can walk or get a bus to Essex Road station.

The interchange between Crossrail and the Northern City Lines will be high capacity, feature a lot of escalators and be fully step-free.

Conclusion

London’s forgotten underground line with its tragic history of the Moorgate Tube Crash, will become a new star in the broad firmament of London’s railways.

It just needs some improvements to some of the stations.

March 5, 2019 Posted by | Transport/Travel | , , , , | 5 Comments

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