Business As Usual: Vivarail Begins Testing Of New Battery Train
The title of this post is taken from this article in Rail Technology Magazine.
So it would appear that Class 230 trains are now running on batteries.
Apparently you can swap batteries for diesel power-packs.
The train certainly has a low-cost paint job!
Sibling Wars
I agree with the princess in this story on the BBC, which is entitled Genetically-modified crops have benefits – Princess Anne.
But I doubt her elder brother does!
Rail Sleeper Plan Between Caithness And Edinburgh
This is the headline on an article in the John O’Groats Journal.
So is this a good idea?
Some of the comments to the article are cynical it would work, but I feel that it could be a runner.
The Current Service
There are two train services from Edinburgh to Thurso during the day, both of which need a change at Inverness.
- The 08:32 from Edinburgh arrives in Thurso at 17:50.
- The 13:34 from Edinburgh arrives in Thurso at 22:20.
Both services could be summed up like this.
- The total time of the journey approaches nine hours.
- The train is something like a Class 158 diesel multiple unit.
- Both legs are between three and four hours.
- There is a long wait in Inverness.
- The second service does the second leg mainly in the dark.
- London to Thurso in a day is possible, but it would be dark and tiring.
Although there are quicker routes with more changes, I can think of better ways of spending a day, travelling North from Edinburgh to Thurso.
Coming back, there are three practical one-change services
- The 06:50 from Thurso arrives in Edinburgh at 14:22.
- The 08:34 from Thurso arrives in Edinburgh at 16:25
- The 13:01 from Thurso arrives in Edinburgh at 22:28.
These services can be summed up like this.
- The first two services are faster than the nine hours going North.
- On a good day the morning services must give good views.
- You would certainly be able to do Thurso to London by train in a day.
Certainly, as a practical train service to attract visitors, the Edinburgh-Thurso service is not a service that says you must go, like say Inverness to Kyle of Lochalsh, which I wrote about in Inverness to Kyle of Lochalsh.
The Far North Line
The Far North Line connects Inverness with Thurso and Wick. This introduction from Wikipedia, is a good summary of the line.
The Far North Line is a rural railway line entirely within the Highland area of Scotland, extending from Inverness to Thurso and Wick. It is the northernmost railway in the United Kingdom. The line has many sections of single track, mostly north of Dingwall. In common with other railway lines in the Highlands and northern Lowlands, it is not electrified and all trains are diesel-powered.
The trains are typically Class 158 trains, which provide four trains per day all the way between Inverness and Thurso. Other services give a better service on the Southern part of the line including four trains per day to Kyle of Lochalsh.
Improving The Far North Line
Wikipedia has a section on Future Expansion of the line. This is said.
For many years there have been proposals to bypass the Lairg loop with a line across the Dornoch Firth, linking Tain (via Dornoch) more directly with Golspie. This would involve building a new bridge over the Firth, or making dual-purpose the bridge[5] which now carries just the A9. Discussions have been held concerning the shortening of the Far North Line involving a bridge over the Dornoch Firth and the possible use of the trackbed of the former light railway.[6] Nothing has yet come of these ideas.
But these are expensive developments and is the traffic available.
The John O’Groats Journal has this paragraph.
I have spoken to Caledonian Sleeper and want to investigate the business case for a sleeper combination with freight.
So could Internet and other parcels traffic be a nice little earner for the line.
But then a lot of tourists venturing along the line will be heavily loaded with bicycles and heavy luggage.
Incidentally, In the 1960s, I used to work with a John Baxendale, who used to go surfing off the North Coast of Scotland, as he said it was some of the best surfing in the world.
Do surfboards feature on trains to the North, as they do on trains to Cornwall?
Trains For The North
So perhaps, this line, the Kyle of Lochalsh Line and the Inverness to Aberdeen Line need a fleet of specially configured Highland trains.
- Four carriages.
- A good buffet/restaurant car serving proper Sottish food.
- Lots of space for luggage.
- Big windows.
Abellio ScotRail are planning to refurbish twenty-six Inter-City 125s for longer routes, which fit this specification, as the rear sections of the Class 43 locomotives can be used for freight and oversized luggage.
Will we be seeing these trains on the routes out of Inverness?
Imagine a tourist day out from Inverness, where the morning train to Thurso and the evening return to Inverness offered the best breakfast, dinner and hospitality that Scotland can provide.
You never say never where Terry Miller’s iconic trains are concerned.
If ever a train will still be in main line service, a hundred years after it was built, it will be these trains.
Given their unique status, if they worked the Far North Line, they might just attract enough passengers to make line improvements worthwhile.
Factors Affecting The Edinburgh-Thurso Sleeper
In the following sections, I’ll detail a few factors that will surely affect ridership of a sleeper train between Edinburgh and Thurso.
Sleeper Trains Are Having A Revival
A few years ago, it was predicted that sleeper trains would be consigned to history in a few years.
But in the UK, the Caledonian Sleeper and the Night Riviera, seem to have ignored this advice, with the Scottish service ordering new rolling stock.
Deutsche Bahn thought sleeper trains were the past and they probably were, given the customer-unfriendly way DB ran them. But Austrian Railways are taking over the sleeper services and investing in new rolling stock.
In Sweden, there’s even their own Far North sleeper train from Stockholm to the Arctic Circle. Check out this map on the Swedish Railways web site.
The Curiosity Factor
Done properly, an Edinburgh to Thurso Sleeper would surely attract those, of which I’m probably one, who like to travel to out of the way places as some form of box-ticking.
My Reason For Using Sleeper Trains
I am one of those lucky people, who can sleep anywhere.
So if I’m coming down from a trip to Scotland, I will often have a full day and then catch the sleeper back down to Euston. If I book at the right time, I often find that my First Class sleeper ticket, is less than staying in say a Premier Inn in Edinburgh or Glasgow and buying a train ticket for the morning. I also arrive in London at a time, that hasn’t wasted half the day.
If say, I had to go to an important event in Glasgow or Edinburgh, if possible, I would take the first train to the North in the morning and then come back on that day’s sleeper.
The Edinburgh To Thurso Day Trip
If you look at the times for a train service between Edinburgh and Thurso, it would not be possible to go up and back in a day and have time for a worthwhile meeting or party.
I once drove from Ipswich to Aberdeen and back in a day, but I was in a Lotus Elan doing speeds at up to a hundred on the way.
But you couldn’t do those sorts of speeds now!
On the other hand, if there was a sleeper service between Edinburgh and Thurso, you’d arrive fresh and ready for the day or you could sleep off the Highland hospitality on the way back. Or of course vice-versa!
Why Not A Glasgow To Thurso Sleeper?
Once all the electric trains are running across the Central Belt, Glasgow to Edinburgh could be 36 minutes, with a train every 15 minutes.
So only one route would be needed, as passengers from Glasgow could just take a train across.
But for operational reasons, the sleeper service might start from anywhere in the Central Belt, like the new Edinburgh Gateway station, which is close to Edinburgh Airport.
Thurso To Edinburgh Airport
An Edinburgh-Thurso service would certainly stop at Edinburgh Gateway station, to give easy access to the Airport.
Suppose you were going on holiday or for business reasons to Caithness or somewhere on the Far North Line.
You would catch a convenient flight into Edinburgh Airport and perhaps board the Sleeper st around nine in the evening for the North.
Coming back, you’d catch the Sleeper in Thurso and arrive at Edinburgh in time for a morning flight.
Caithness Tourism
Tourism to Caithness and the North Coast of Scotland could be a big driver of passengers to an Edinburgh to Thurso Sleeper Service.
This page on the Visit Scotland web site gives more details.
There’s even pictures of surfers.
Conclusion
I feel that not next year, but once Scotland’s rail system is fully developed, with the shortened Inter-City 125s serving the longer routes and electric trains all over the Central Belt, that a Sleeper Train between Edinburgh and Thurso will be viable.
Should Greater Manchester Have More Control Of Its Stations?
I ask this question because of this article in Global Rail News, which is entutled Manchester Seeks Station Devolution.
I don’t think there is a simple answer to this question.
As an example take the case of Haggerston station, near to me in London.
The station is owned by Transport for London and managed by London Overground, who also put their names on the trains.
But the actual operator is Arriva Rail London, who are paid a fee to run everything by London Overground.
It sounds complicated, but if Transport for London want to add a station, which they haven’t yet, they would decide this with the various London politicians.
Transport for London may not have added a station, but they have promoted the extension of the Northern Line to Battersea Power Station and they are putting the funding together to extend the Bakerloo Line to Lewisham.
Merseyrail works under a similar model and they’ve just announced the construction of Maghull North station and the purchase of a fleet of new Stadler trains.
So why shouldn’t Manchester and a few other cities have control of their stations?
This is a quote in the article from Jon Lamonte, TfGM’s chief executive.
The recent redevelopment of Irlam rail station has already showcased how our vision can become a reality, demonstrating just what can be achieved when local stations realise their full social and economic potential.
In some ways the local knowledge and control is what is important. If everything is under an elected figurehead like a Mayor or Transport Commissioner, then if it all goes wrong, they will feel the wrath of the electorate.
The problem with ,local control comes, when a decision involves other Local Authorities of perhaps a different political hue.
Suppose in Manchester that for their own perfectly valid reasons, Manchester wanted to move some Liverpool services between Manchester Victoria and Manchester Piccadilly stations.
Liverpool might not like this and the problem could rumble on and on.
So who has control of the regional stations has to be chosen with care.
In some ways, it would be a great advantage to both Liverpool and Manchester, if they both ran their stations using the Merseyrail model.
Two Marks And Spencer Mini Meals
The picture shows two of Marks and Spencer Mini Meals
The ingredients say that they are gluten-free and freezer-friendly, so I put them in my freezer for an emergency meal, if I arrive back home without any food in the fridge and am rather peckish.
I must check to see if all of these mini-meals are gluten-free!
West Anglia Route Improvement – Angel Road Stations – 20th March 2017
I took these pictures.as I walked from the current Angel Road station to the works, which could be the construction of the new Meridian Water station.
There is obviously a lot of serious work going on in the area, as some of the trains seem to be slowing appreciably.
But most of the work so far, seems to have been setting up the site, moving the signalling cables and generally clearing up the rubbish.
Could Enfield Lock Station Have A Bay Platform?
In West Anglia Route Improvement – Modern Railways March 2017, I mentioned that Crossrail 2 might like to have turnback platform at Enfield Lock station.
As this morning, I turned back myself at Enfield Lock station, as it’s the Freedom Pass limit, I took these pictures.
This Google Map shows the middle of the station.
If you look at the West side of the station by the Down line, you’ll notice the house, which from the pictures could be a candidate for demolition.
So I do think, it might be possible to squeeze an extra platform, by the Down Line.
This Google Map shows the Southern end of the platforms.
The space available would certainly be enough for an extra platform, but will there be enough for two fast lines between the current Up Line and the houses?
I suspect that there is, if the current lines could be moved slightly to the West.
But as at Tottenham Hale and Brimsdown, fitting the two fast lines through \Enfield Lock, is going to need a cunning plan.
H
West Anglia Route Improvement – Lea Bridge Station To Enfield Lock Station – 20th March 2017
I took these pictures of the works between Lea Bridge and Enfield Lock stations from the 09:06 train from Lea Bridge.
Work seems to be progressing.
- It looks like the area to the South of the Chingford Line is being levelled.
- The route of the Hall Farm Curve is being cleared.
- The level crossing at Coppermill Lane has been closed.
- The bridges are being rebuilt to take at least a single-track.
- The track-bed appears to be being created.
Incidentally, there still isn’t any sign of any overhead line equipment.
From Stockport Station To Liverpool Lime Street Station By Train
In a comment a friend said this about going by train from Stockport to Liverpool.
When we first moved here, there was no direct train to Liverpool, we had to go into Piccadilly, cross to Victoria and get a train to Liverpool. And before the trams that was a complete pain!
So how is it now?
Using National Rail Enquiries, I find that every hour there is a direct train from Stockport station to Liverpool South Parkway and Liverpool Lime Street stations at around twenty-five minutes past the hour, that takes a few minutes over the hour to get to Liverpool Lime Street.
They seem to be run by East Midlands Trains, so they will be a Class 158 train, which is fine.
If say you were to drive to Manchester Airport first, you can get a refurbished electric train, that takes virtually the same time to Liverpool.
Stockport To Manchester Airport
Until I wrote this, I hadn’t realised that Airport trains don’t go via Stockport, but they use the Styal Line that by-passes Stockport.
Looking at maps of the area, it would appear that there might be a way of trains going from Manchester to the Airport via Stockport.
Trains might take the Mid-Cheshire Line and then access the Styal Line at a new junction North of Gatley station.
This Google Map shows the area where the railway lines cross.
Gatley station is at the South-West corner of the map and the Styal Line runs Northwards past the motorway junction between the M60 and the A34.
The Mid-Cheshire Line runs across the map South of the motorway junction and the Alexandra Hospital.
I suppose the cost was too high, but then how do you put all the travellers’ cars on the train?
The fact that the rail link between Stockport and Manchester Airport wasn’t created at the same time as the motorway junction is a design crime of the highest order.
It looks to me that there is even space for a Park-and-Ride for Stockport and Manchester in the area.
The Ordsall Chord
The Ordsall Chord, will link Manchester Victoria and Piccadilly stations with a huge bridge across the Irwell, before the end of 2017
It will have four trains per hour (tph) in both directions, between Manchester Airport, Manchester Piccadilly, Oxford Road, Deansgate, Salford Central and Manchester Victoria stations. There is probably capacity for this service to go to eight tph,
Initially, trains will be refurbished four-car Class 319 electric trains, that currently work Liverpool to Manchester services.
These trains are no suburban trundlers, but will be able to cruise near to 100 mph on parts of the journey, thus knocking a few minutes off the time between Manchester Piccadlly and the Airport.
What Will The Ordsall Chord Do For Stockport?
I have to ask this question and until the timetables are published late this year, everything I say here will be speculation.
- I would be very surprised if there wasn’t at least 1 electric tph that went to Manchester Victoria station.
- Eventually, this service could be made more frequent and perhaps extended to Blackburn, Burnley, Huddsersfield or Stalybridge.
- If Manchester Victoria has been designed right, there should be same-platform interchange at the station to TransPennine services to places like Hull, Leeds, Newcastle and Edinburgh.
- I also suspect train companies will use the chord to provide new services like perhaps Chester to Leeds, that could go through Stockport.
Forget HS3 for the moment, this is the reality of 2017.
Liverpool to Manchester Airport
Several stations in Liverpool have an hourly service to Manchester Airport and this will probably get better as more Class 319 and Class 319 Flex Trains are brought into service.
It’s rather ironic, but from what I have found, that it would appear that Liverpool gets at least as good a service to Manchester Airport as does the much Stockport!
And Liverpool’s service is likely to double in frequency in the near future!
The Liverpool and Stockport services to Manchester Airport, do have one thing in common though! Both have intermediate stops at Manchester Piccadilly!
But why would you want to go to Manchester Piccadilly, when you’re just going a few miles down the road? Especially, as if you’re going to Manchester Piccadilly, you already have in excess of four tph.
Leeds To Manchester Airport
Currently, Leeds to Manchester Airport has a two tph service via Huddersfield.
When the Ordsall Chord opens that Leeds to Manchester services will go to a higher frequency via Manchester Victoria, thus improving the service to the Airport from Leeds, by giving Leeds passengers access to Manchester local tram and train services to the Airport.
Conclusions
Services from Stockport through Manchester will improve, due to the opening of the Ordsall hord and other electrification works.
But, Stockport needs a quick non-stop service to the Airport with a frequency of at least two tph for economic prosperity.
Perhaps to get a good service to Manchester Airport, your city must begin with L or M.
Could There Be An Overground Station At East Brixton?
This post is based on another snippet from the Kent Route Study, which you can download from this page on the Network Rail web site.
The study says this about the possibility of reopening East Brixton station.
5.15.17. There was a station at East Brixton on the rail route between
Denmark Hill and London Victoria which closed in 1976. The station
site sits within the London Borough of Lambeth.5.15.18. As with Camberwell, there have been numerous calls from
local stakeholders to reopen the station over the years. The London
Borough of Lambeth is keen to reopen the station to improve the
connectivity of Brixton town centre to orbital rail routes, building on
the success of the London Overground route to Clapham Junction
which opened in 2012. If reopened the station would be served
solely by London Overground services operating to and from
Clapham Junction via the East London Line.5.15.19. The London Borough of Lambeth are therefore leading a
review of the business case and demand for East Brixton station
with support from Transport for London and Network Rail. This
review will include consideration of the impact of a new station on
local development opportunities. It is expected to complete during
early 2017 and will determine whether or not the station has a
viable business case. Any further developments will be reported in
the final Route Study.
If you look at this map from carto.metro.free.fr.
East Brixton station is clearly shown on the tracks now used by the East London Line.
These pictures show the railway and what remains of the station on Moorland Road.
I spotted the station because of the signature brickwork of the window, which you see in several stations in South London like Peckham Rye station, which was designed by Charles Henry Driver.
This Google Map shows the location of the station.
Loughborough Junction station is in the North-East corner of the map, with Brixton station in the South-West corner.
Note that the venue; Brixton East 1871 is shown in the pictures and on the map.
In an ideal world Loughborough Junction and Brixton stations should have platforms on the Overground, but budgets are not limitless, so neither of them has.
But perhaps an option to build a station at East Brixton is a good compromise and will break up the long stretch between Denmark Hill and Clapham High Street stations.
It may look a stiff climb to the platforms, but it is no more than some other Overground and DLR stations. Lifts would be essential.
The Anonymous Widower 