From Bromley-by-Bow To Mile End Park
This Google map shows the c2c railway line from where it passes through Bromley-by-Bow station in the East to where it crosses Mile End Park in the West
From Bromley-by-Bow To Mile End Park
This map from carto.metro.free.fr shows the railway lines around the triangular junction towards the top of the map and to the East of Tower Hamlets Cemetery Park.
Lines Around Eleanor Street
The map certainly shows, there has been a lot of building of railways in the area. This Wikpedia entry for the former Bow station gives some of the history.
These pictures show the route taken from a c2c train going towards London.
Note.
- The Crossrail ventilation and evacuation shaft at Eleanor Street is at the point of the triangle, where the Underground lines go Northwards and the c2c lines go Southward.
- The travellers site is in the middle of the triangular junction.
- The single-track chord for Stratford, links the c2c lines into Fenchurch Street to the Great Eastern Main Line.
- This chord is clearly visible on the map of the Lines around Eleanor Street.
- Tower Hamlets Cemetery Park, which is worth a visit and I wrote about in Around Tower Hamlets Cemetery Park.
- The Crossrail ventilation and evacuation shaft at Mile End Park, which is in the South East corner of the Park by the railway.
In The Ventilation Shafts For Crossrail, there is more details on the shafts and some pictures from April 2015.
A Tribute To Victorian Engineering
These pictures of the Berrmondsey Dive-Under, were taken from a train going between London Bridge and East Croydon stations and eventually on to Uckfield.
I think we are seeing the creation of a piece of superb railway engineering, that although the Victorians did brick arches and interwoven viaducts all the time, creating them now is all too rare.
It doesn’t appear to be a simple struct. But then Wikipedia says this about it.
With the completion of Borough Market Viaduct to the west of London Bridge, Thameslink trains will use the pair of tracks to the north, and Charing Cross trains will use the new pair of tracks to the south. At present, northbound Thameslink trains arrive into London Bridge to the south of the Kent lines. Construction work will be undertaken to the east of London Bridge so that Thameslink trains from the Brighton Main Line can use a grade-separated crossover to avoid impeding trains from Kent bound for Charing Cross.
Services to Charing Cross on the Kent lines will be diverted slightly south in the vicinity of Trundleys Road onto the route of the former branch line to Bricklayers’ Arms. They will then slope up alongside the Brighton Main Line just north of South Bermondsey station. Thameslink trains in both directions will cross over the Kent lines on a new bridge, meeting the existing alignment just north of Jarrow Road.
Simple it isn’t!
I am pleased to see that it looks like they are building some new arches under the lines. Look at the last four pictures!
My First Wrap
Like probably many on a gluten-free diet, I’ve never eaten a wrap.
Especially, as I’d probably never actually seen one before I was diagnosed in 1998.
These pictures show a gluten-free Piri-Piri Chicken wrap, that I purchased this morning from the Marks and Spencer’s in London Bridge station.
I will certainly be buying another,
A few months ago I pointed out to Marks, that I was disappointed, that they had discontinued the gluten-free ham roll, which was easy to put in a pocket or a small bag, whereas traditional triangular sandwiches are not!
This new product would fit!
There was also a Three Bean wrap, for vegetarians or those who like to have wind!
Development At Kidbrooke Station
This article on the BBC web site, is entitled Transport for London set to become private landlord to create revenue.
One of the sites mentioned is Kidbrooke station.
This is a Google Map of the area around the station.
Kidbrooke Station
It looks to me that there is some development going on already and that there could be scope for more.
For those of you who like me, don’t know the area well, this Google Map shows the Bexleyheath Line between Blackheath and Eltham stations.
Blackheath To Eltham
Kidbrooke is the station in the middle. sitting in a semi-circle of roads.
Note the A2 which passes to the North East of the station. Could it be that all the spare land to the North of the station was part of London’s 1960s road-building schemes.
I shall be visiting with my camera.
How Many Shoppers Will Mourn The Death Of BHS?
I suspect, I’ve not been into BHS to buy anything this century.
I used to use the one in Ipswich occasionally, as they had a very conveniently placed toilet if you were passing on the way between a lunchtime pub and the football. But now that I live in London, when I go to the football, my route is different and the station and the ground have good toilets as well.
I also used to use their Oxford Street store, as a cut-through from Oxford Circus station to John Lewis, especially when it was raining. But about five years ago, BHS blocked the route off, so that ended my visits to that store.
I shan’t be bothered if all the BHS stores in the country close. And I suspect most people, unless it effects their employment won’t be bothered either.
In fact, it might be better for me, as I wonder if John Lewis will take over the Oxford Street store and use it innovatively with their flagship store next door.
My Solar Panels Are On The Roof
My solar panels are now on my large flat roof.
The installation was surprisingly painless, with the only work inside the house, the fitting of the control box near to my main consumer unit.
I have been monitoring all weekend on my laptop.
The Windsor Link Railway Gets Public Approval
This article in the Windsor Express reveals the results of the consultation of a railway to connect the town’s two railway stations.
Surprisingly in my view, 64% of the public approved of the project.
I am dubious, that this project will ever get built, as it is too radical and Network Rail have their own plans for more railways into Heathrow.
But if I was Lord Adonis, I’d recommend building the line, as I think it gives tremendous possibilities for business, tourism and leisure in the Thames Valley.
Where Are The Battery Trains?
I was asked this question last week and it is just as much a puzzle to me, as it is to the person, who asked the question.
There doesn’t appear to be much hard news and in the May 2016 Edition of Modern Railways, IPEMUs to give them Network Rail’s preferred name or battery trains, as some will call them, there was only one reference to trains powered by the technology.
There was an article entitled Bi-Modes To Bexhill?, which contained the sentence.
Also under consideration is replacement of Class 170 DMUs by bi-mode or battery trains on the Marshlink route.
In several posts here, I believe I have shown how IPEMU technology can improve the UK rail network and from numerous on-line sources, I have come to the conclusion that the mathematical and operational reasons behind the trains are sound.
But I come to the following possible reasons, for the non-appearance of the battery trains.
The Technology Doesn’t Work
Although, this could be the reason, I find it unlikely, given that the IPEMU is just a slightly bigger application, than say a hybrid bus or a plug-in electric car.
There have been some problems with buses and cars, but nothing so serious to prompt wholesale withdrawal from service.
It should also be pointed out, that because of the physics of steel-wheel-on-steel-rail, IPEMUs have an advantage over their rubber-tyred cousins.
The Batteries Don’t Work
Some might question the batteries, but battery technology is moving on apace and Bombardier are reportedly testing four different battery systems in Mannheim.
Installing IPEMU Technology On A Class 387 Train Has Issues
The most likely train to be given an IPEMU capability is a Class 387 train.
It is closely related to the Class 379 train, that was used successfully as a public test train.
As two of the possible applications of an IPEMU; Uckfield Branch and the Marshlink Line, are in the territory of Southern, who are an operator of Class 387 trains, I don’t think obtaining a train for a prototype should be a problem.
But one problem that might have arisen is that all of the Class 387 trains in service can’t be given an IPEMU capability, as there is a major modification needed to install the on-board energy storage.
In which case, are we waiting for the first of Porterbrook’s new build of twenty to be manufactured?
There could of course be other technical issues that must be solved.
- I have seen nothing about how two or three IPEMUs would be coupled together to make longer trains. This will be very important to some operators.
- Control of the pantograph, so if possible it deploys automatically.
- The choice of battery.
I think it could be the last, as the one thing Bombardier, don’t want is a train with not quite enough range and unreliable energy storage.
Are Bombardier Going For KERS?
I think we could see something truly mind-blowing in train on-board energy storage in the future.
My money would be on a flywheel-based system similar to KERS, as is used in Formula One and that has been successfully tested in hybrid buses.
The company behind all this technology is called Torotrak. who are based in Leyland in Lancashire. I wrote about the company recently in Low Emission Buses On Hold. In the post I quote, the company as saying this.
Beyond this, Torotrak said its KERS off-highway technology has gained significant traction and said it has seen strong interest in its V-Charge technology from carmakers.
What do they mean by off-highway technology?
So will we be seeing the Formula One train?
I have no idea, but I have made a small investment in Torotrak shares. So at least, I’ve put my money where my mouth is!
Certainly, waiting for train-based KERS, would explain the delay!
The Trains Are Too Expensive
This must always be a possibility and there might be a problem, in that using IPEMUs may be more expensive for the operator, but produce a large saving for the owner of the infrastructure.
So places, where there is a strong connection between the tracks and trains, like London, Merseyside and perhaps Chiltern, may be more enthusiastic about IPEMUs. Merseyrail have been quoted, that they are thinking about IPEMUs!
There Are Issues With Class 700 Trains
Class 700 trains certainly haven’t started running on Thameslink and the May 2016 Edition of Modern Railways reported that although, there are issues, they are nearing resolution.
Once these trains are starting to be delivered, the current electric trains on the route Class 319, 377 and 387 trains can start to be released.
Only the two Electrostars; 377 and 387 trains could be converted to IPEMUs.
So is the knock-on from the non-introduction of the Class 700 trains, meaning that operators are fighting over the Class 387 trains, as I pointed out in Are The TOCs Auguing Over The Class 387 Trains?
Once a supply of Class 387 trains are available, will we see some given an IPEMU capability?
Southern’s Labour Relations Problems Are Getting In The Way
Southern seem to be going to have a summer of discontent, with all sorts of labour relations problems.
So could this be another factor holding up the release of the Class 387 trains?
Is Everybody Waiting For Sir Richard?
If you have a Class 387 IPEMU, that could run at 110 mph on main lines and then could perhaps do sixty miles on batteries, the routes that might be possible include.
- Euston to Blackpool
- Euston to Chester
- Euston to Huddersfield
- Kings Cross to Harrogate
- Kings Cross to Hull
- Kings Cross to Lincoln
- Kings Cross to Middlesbrough
In A High Speed Train With An IPEMU-Capability, I showed that extensions to fast routes might have applications for a fast IPEMU.
All the routes named come into the category of high speed routes with extensions and all are in Virgin Territory, so are we waiting for the Great Publicist to unveil the Green Formula One Train?
At least he would solve the problem of what to call the trains. Batteries are something in a mobile device not a train!
Conclusion
I think that probably the non-appearance is down to a mixture of issues, with technical ones and a shortage of Class 387 trains most prominent.
I do think though, that we shall be seeing IPEMUs working on the UK rail network within a year.
Consider.
- Network Rail are doing extensive work to create a fast double-track railway line between St. Pancras and Corby.
- The Uckfield Branch has been upgraded for twelve-car trains. Would they do that, just to run strings of Class 170 DMUs?
- The Marshlink Line is being upgraded.
- The new East Anglian franchise specified extra points would be given to those who used new technology.
- IPEMUs could run Euston to Blackpool, Euston to Chester, Birmingham New Street to Rugeley and many other routes tomorrow.
I think we’re waiting for a technical issue to be solved.
It’s either batteries or multiple running of trains, which would certainly be needed for some services.
A High Speed Train With An IPEMU-Capability
Bombardier were reported by Ian Walmsley in the April 2016 Edition of Modern Railways, to be developing Aventra, with a 125 mph capability.
Bombardier have also told me, that all Aventras will be wired so they could be fitted with on-board energy storage.
I don’t know all the masses and speeds, but imagine if an Aventra with an IPEMU capability ran at high speed down an electrified main line and then with its on-board energy storage full to brimming, turned on to line with a reasonably high speed, where it might make a number of calls before returning.
A typical line could be London to Norwich via Cambridge, along the Breckland Line, which is not electrified from Ely to Trowse Junction south of Norwich. Parts have a 90 mph speed limit and I’m sure the speeds could be improved.
The train would need to use the energy storage, but this storage would be partially recharged every time the train stopped, by the regenerative braking of the train.
An interesting fact, is that the kinetic energy of a train is given by half the mass times the square of the speed. So if the train leaves the electrified section, as fast as is reasonably possible, it is carrying extra energy.
Because of the regenerative braking of Aventras and for that matter, Electrostars and some other trains. some of this energy can be recovered and stored in the on-board energy stoppage of an IPEMU, every time the train stops at a station
Intuition and many years of doing this sort of dynamic simulation, tells me, that the faster the train goes at the start, lengthens the range if on-board energy storage is available.
It is worth noting the energy levels involved. If you take the energy of a train travelling at 40 mph as one, the energy of a train travelling at 60 mph is 2.25 times as much and one travelling at 125 mph, a massive 9.76 times.
I think that other factors will also help.
- A track built for speed.
- Modern signalling.
- An efficient train.
- Low dwell-times in stops.
- Advanced driving aids.
- Good driving.
I suspect that Network Rail and Bombardier are doing extensive simulations of possible routes for trains with an IPEMU capability.
These calculations will probably show some routes are more suitable than others.
A route that could might be ideal, would be a branch where the line speed was high to a single station, so that by the use of the regenerative braking, the train could start the return journey with a high level of energy in the storage.
London to Norwich via Cambridge, is not a line to a single station, but both ends are electrified, so the trains will start the journey with full storage, probably losing a proportion of the energy at each stop.
I’d love to be doing those simulations. But it’s all physics that Isaac Newton would have understood.
An Announcement From TfL
This article in Rail Technology Magazine is entitled Battersea Power Station to be extensively redesigned for Northern Line extension.
I think that they’ve found that putting together the new Battersea station, is not as simple as the developers thought.
In fact, they could have discounted it, as how many of the developers, architects or owners of the new properties will actually use the line?
But Londoners, visitors and others are looking forward to the Northern Line Extension, as it gives access to an area, that is not the easiest place to visit, unless you use several buses or a long walk.
However, the most significant news in the article is the last paragraph.
At the same meeting, the committee were also asked to authorise TfL to submit a proposal for a final fixed licencing price in order to commercially exploit the software used in its contactless payment systems.
Does this mean, that London’s contactless payment system will be seen all over the world?
I certainly hope so, as I’ve never found a system that comes within a hundred miles of London’s proven go-anywhere ticketing on either an Oyster-like card or a contactless bank-card.
If I ruled the world, I’d make this compulsory for all public transport!
It would create the biggest economic stimulus to tourism and trade, since coins were first used in the Iron Age.
The Anonymous Widower 