The Anonymous Widower

LNER To Put Lincoln On The Rail Map

This article on Rail Magazine is entitled LNER To Run New Azumas To Lincoln.

The article says that from October 21st, 2019, the service between London and Lincoln would be.

Southbound

  • HST – 0730
  • Azuma – 1118
  • Azuma – 1323
  • Azuma – 1526
  • Azuma – 1714

The only current service; the HST takes four minutes under two hours.

Northbound

  • Azuma – 1006
  • Azuma – 1206
  • Azuma – 1406
  • Azuma – 1606
  • HST  – 1906

The only current service; the HST takes three minutes under two hours.

In both directions Azumas appear to be a few minutes slower in the timetable.

But these improved services are not all, as this is a paragraph, which sums up further changes after December 2019.

A sixth daily weekday service will be introduced as part of the December timetable (leaving London at 0806 and returning at 2025), along with five additional Saturday services. Azumas will start serving Lincoln on weekends from December 7.

Lincoln will get a large increase in the number of direct services to and from London.

  • The weekday service will be approximately one train every two hours.
  • The weekday service will be boosted, by extra services which will require a change at Newark, Peterborough or Retford.
  • Lincoln will be getting more weekend services.

There must be other large towns and cities served by LNER, who wish they could have a service as good as Lincoln’s.

Onwards To Grimsby And Cleethorpes

Under Proposed Services And Future Changes, in the Wikipedia entry for Cleethorpes station, this is said.

Informed sources close to LNER reported in June 2019, that LNER would like to extend a number of trains from Lincoln Central to Cleethorpes in the future, but it would take time to do this as the route will need to be checked to see whether the Azuma trains are cleared to use the route.

Consider.

  • The distance between Lincoln and Cleethorpes is forty-seven miles.
  • The trip takes five minutes over the hour, with four stops.
  • I would feel that it is feasible that Kings Cross and Cleethorpes could be a few minutes under three hours using an Azuma.

TransPennine Express also has a stabling, cleaning and refuelling facility at Cleethorpes. Would they be able to accommodate an overnight Azuma?

As an example, the current HST service could become the following Azuma-operated service.

  • Leave Cleethorpes around 0630.
  • Call at Lincoln at 0730.
  • Arrive in Kings Cross at 0926.
  • Evening return from Kings Cross at 1906.
  • Call at Lincoln at 2103.
  • Arrive at Cleethorpes around 2200.

The train could be cleaned and refuelled at Cleethorpes or it could take a trip to and from the main Azuma base at Doncaster Carr, which is just over an hour away from Cleethorpes.

I could see LNER running a couple of services in each direction every day, if the demand is there.

Splitting And Joining

LNER seem to be proposing to increase services on the East Coast Main Line.

One problem will be the number of paths available to and from London.

Could this be solved by services splitting and joining trains en route, so that one service from Kings Cross serves two destinations?

As a simple example, Lincoln and Hull services could work together.

  • Each city would get a five-car service to and from London.
  • Services would run South of Newark as ten car trains.
  • Services would split and join at Newark North Gate station.
  • Services would run North of Newark as five car trains.
  • Only the Hull service would need a path North of Newark on the East Coast Main Line.
  • The Lincoln service would be on the Newark and Lincoln Line.

The number of paths needed between London and Newark would not be increased, from the current requirement.

I noted earlier that some Lincoln services run by Azumas will be a few minutes slower than those run by HSTs. Could this be because LNER are planning to run Lincoln services in conjunction with other services, by using splitting and joining at Newark?

As some Lincoln services have a longer stop than others at Newark, perhaps timings have been arranged for possible splitting and joining.

It should also be noted, that the design of Kings Cross station, has pedestrian access in the middle of a ten-car train, courtesy of a step-free footbridge. This makes joining the front train easier.

Surely, the ultimate service could be to combine Lincoln and Hull services, so that both cities got a two-hourly or even hourly London service, courtesy of a split and join at Newark.

Conclusion

Lincoln is getting an excellent, more frequent service to and from London.

Extending some services from Lincoln to Grimsby and Cleethorpes could be the icing on the cake!

C

 

September 2, 2019 Posted by | Transport | , , , , , | 4 Comments

Acton Main Line Station – 2nd September 2019

These pictures show Acton Main Line station.

These improvements are promised in Wikipedia.

  • New station building with a larger ticket hall with level access from Horn Lane
  • Step-free access between street level and all platforms via a new footbridge with stairs and two lifts
  • Platforms 2–4 extended to enable 10-car trains to stop
  • Improved passenger facilities including a new canopy on platform 4, along with information and security systems.

There is still work to do.

September 2, 2019 Posted by | Transport | , , | Leave a comment

West Ealing Station – 2nd September 2019

These pictures show West Ealing station.

Some observations.

The Big Hole

A big hole is being dug on the North side of the station.

  • This is the side where the entrance will be giving access from the road at the side of the station.
  • There are no stairs or lift tower on this side.
  • There looks to be foundations in the hole!

Could these support the stairs and lift and the entrance on this side of the station? I suspect the answer is an affirmative!

Bay Platform 5 Electrification

Platform 5 is not electrified, but two gantries are at the Western end of the platform and these could easily be fitted with wires.

Perhaps at the Eastern end, the wires will be fixed to the station building, as they have been at Abbey Wood station.

An electrified bay platform would be ideal for charging a battery-electric train, that was working the Greenford Branch.

  • In How Much Power Is Needed To Run A Train At 125 mph?, I calculated that to overcome air resistance and keep a high speed train at 125 mph needs around three k|Wh per vehicle mile.
  • I know that, trains on the Greenford Branch will be going a lot slower than 125 mph, so I will treat the three kWh figure as a maximum value.
  • The maximum size of train will be two cars.
  • The Greenford Branch is two-and-a-half miles long, so a round trip is five miles.

\Multiplying all the numbers together gives a maximum energy requirement for the cruise of thirty kWh.

I think that it should be possible to design a two-car battery-electric train with sufficient range to handle the Greenford Branch.

In Will The Class 230 Trains Be Coming Home?, I speculated that the Greenford Branch could be run by a small fleet of Class 230 trains.

Could this be right? Probably not!

But!

  • The diesel version is already in service at Bedford.
  • They are the right loading gauge and weight.
  • Two cars would be an ideal length.
  • They could have upwards of two hundred kWh of energy storage.
  • They can be fitted with a pantograph for charging or a Vivarail fast charger could be used.in one or both stations.

If the battery version were to be thought too risky, the diesel version, as at Bedford could be used.

Judging by their performance at Bedford, they would probably do a quality job.

 

September 2, 2019 Posted by | Transport | , , , | Leave a comment