London Bus Cuts: Sadiq Khan Pulls Handbrake On Planned Changes
The title of this post, is the same as that of this article on the BBC.
In The Mayor Of London Is Pruning The North London Bus Network Again, I pointed out Sadiq Khan’s lopsided pruning of the London bus network.
Sadiq Khan has now changed his mind, as this paragraph indicates.
Transport for London (TfL) has announced it will only get rid of three bus routes following a consultation which saw more than 20,000 replies.
These paragraphs explain the changes in detail.
As a result of the consultation, 17 routes which had been proposed to be cut will be saved and kept as they currently operate. Another 40 services will also no longer be changed as initially planned.
Only three routes will be removed entirely – the 521 between Waterloo and London Bridge, the 507 between Victoria and Waterloo, and the 332 between Brent Park and Paddington – while alterations will be made to another 11 services.
Of the plans consulted on:
Routes 4, 12, 14, 24, 31, 45, 72, 74, 78, 242, 349, C3, D7, N31, N72, N74 and N242 will be saved and kept as they are
Planned tweaks to routes 15, 19, 27, 43, 47, 49, 53, 56, 88, 98, 100, 113, 135, 148, 171, 189, 205, 214, 236, 254, 259, 277, 279, 283, 328, 343, 388, 414, 430, 476, D3, D8, N15, N19, N27, N98, N133, N205, N414 and N430 will no longer happen
Proposed changes to routes 3, 6, 11, 23, 26, 59, 77, 133, 211, C10 and N26 will still go ahead
TfL said the consultation had raised issues with the plans and as a result the mayor of London had been able to find extra funding to ensure the cuts did not happen on such a large scale.
That is certainly a substantial U-turn!
Construction Has Started On The Silvertown Tunnel
These pictures show that construction has started on the Silverton Tunnel.
Note that New Civil Engineer is reporting that tunnelling has started.
My Current Thoughts On The Silvertown Tunnel
In 2015, I wrote No To Silvertown Tunnel, which I started with these two paragraphs.
My personal feelings about the Silvertown Tunnel are that it is irrelevant to me, except that it might help some trucks bring goods that I buy online or at a local shop. Although as a sixty-eight year-old-widower living alone, I don’t think my transport needs through the tunnel will be high.
I don’t drive after my stroke and I like that lifestyle, except when last night it took me three trains, a coach and a taxi to get back from watching football at Ipswich. But that tortuous late night journey was caused because NuLabor spent my tax money on pointless wars that will haunt us for generations, rather than in extending and renewing our rail system, that will nurture and enrich our future.
But my objections to the Silvertown Tunnel have changed and expanded.
New Transport Infrastructure Attracts Passengers
This may seem obvious, but there has been several cases recently in London to prove my point.
- The London Overground has been a success beyond Transport for London’s wildest dreams and as an example the North London Line, that started with three x three-car trains per hour (tph) is now running eight x five-car tph. This is a four time increase in capacity.
- New buses and contactless ticketing have encouraged more passengers to use the buses.
- Electrification and new trains has transformed the Gospel Oak to Barking Line.
- The expansion of Thameslink and new trains now carries a lot more North-South traffic through London.
- Every time, a new section of the Elizabeth Line opens more passengers are attracted to the new line.
- The remodelling of London Bridge station has increased passenger numbers. And shoppers!
On a personal note, I live on a bus corridor, that runs between North London and Moorgate for the Lizzie Line. Since the Lizzie Line has been fully connected, passenger numbers have risen by a big margin.
I don’t believe that the ability to attract more traffic of the Silvertown Tunnel will be any different.
More Traffic Means More Congestion And Pollution
I live close to the Balls Pond Road, which increasingly seems to be a truck route across North London.
The Silvertown Tunnel will be two lanes each way; one for trucks and buses, and one for smaller vehicles.
I can’t see that pollution and congestion around the Silvertown Tunnel and on the routes to the tunnel, will not increase.
There Is Little Or No Provision For Cyclists And Pedestrians
This will be a big problem. Especially, as the local traffic in the area will increase dramatically.
Does Central London Have Enough Parking For The Increased Traffic?
Parking in Central London is probably close to capacity now!
So What Would I Do?
Given that construction has already started, I feel it is too late to cancel.
Better Alternatives Than Driving
I feel measures should be adopted that provide better alternatives than driving.
Obviously, this won’t help with trucks, but it could reduce the total number of vehicles going through the tunnel.
These could include.
- Increase the frequency of trains on both the Lizzie Line and Thameslink.
- Increase the number of destinations on both the Lizzie Line and Thameslink.
- Add an extra car to Lizzie Line trains.
- Remove First Class on the shorter eight-car Thameslink trains.
- Add provision on some Lizzie Line and Thameslink routes for bicycles.
- Add a Silvertown station to the Elizabeth Line for London City Airport.
- Add one or more pedestrian and cycling bridges across the Thames.
- Expand of the Docklands Light Railway.
- Expand the Thames Clipper.
- Connect Barking Riverside station to Thamesmead and Abbey Wood station either by a rail or a fast ferry.
- Keep the cable-car.
I suspect there are other viable ideas.
Develop Incentives To Use Public Transport
Incentives could be in these areas.
- Better station and bus terminals encourage more to use trains and buses.
- Full free onboard wi-fi and phone charging.
- Special fares for some journeys.
An example of the latter could be a discount for certain cross-river journeys.
Make The Silvertown Tunnel Available For Zero Carbon Vehicles Only
This would surely cut pollution in London.
Conclusion
We should use the Silvertown Tunnel to improve London’s air quality.
Could Battery-Electric Trains Be Used To Fight Cable Theft On Third-Rail Electrified Lines?
This article on the Network Rail web site is entitled What We’re Doing To Beat The Thieves.
These two paragraphs introduce the article.
Cable theft costs us millions of pounds each year. The total cost to the economy – taking into account the impact of freight delays to power stations and supermarkets, and on passengers who miss appointments or have their day ruined – is even higher.
The theft of metal is a big problem for the railway as thieves target signalling cables, overhead power lines and even metal fences to sell for scrap.
I took these pictures of cables on a trip to Hayes station, where the electrification is third-rail.
They all seem to be big and fat and are almost solid copper. Note that the cables are fat as they are carrying 750 VDC, so they need to be so, to carry the power for the trains, which can be several megawatts.
This explains, why thieves love these cables lying around and easy to access.
I should also say from personal experience, that with the right tools, it is easy to cut cables like these. When I worked at Enfield Rolling Mills in one summer in the early 1960s, I was asked by an electrician to help him dismantle the power cables to a machine. He cut through one with ease with an ordinary hacksaw, whilst I held it, with a couple of clamps.
I suspect modern day cable thieves have more advanced tools than we did sixty years ago.
A rail network like the UK, generally has four main types of lines that are electrified using third rails.
- Main Lines, where trains run at 100 mph plus.
- Branch Lines, which are generally shorter and trains run more slowly.
- Sidings and depots.
- Junctions
Note.
- Main Lines are probably easier to protect using security cameras, drones and surveillance devices on trains.
- As trains are also more frequent and faster, this must make cable thefts less likely to happen on Main Lines.
- Branch Lines and especially rural ones, that may be quiet for long periods could be very difficult to protect.
- Judging by the amount of graffiti on trains put on in sidings and depots, these are not easy to protect.
- Junctions are complex, often with lots of cables, so could be magnets for thieves.
It should also be noted that there are phone apps, that can be used by the thieves to know when a train is coming.
So could it be possible to cut cable theft, by using battery-electric trains, that didn’t need electrification in theft-prone areas like branch lines, sidings, depots and junctions?
Harringay Station – 20th November 2022
This article on Rail Advent, is entitled Essential Improvements Programme For Harringay Station Gets Underway!
These two paragraphs outline the work to be done.
Harringay station will see major improvement work carried out including vital work to reinforce the footbridge which is located inside the station, making it fit for purpose into the future. The bridge is also the home of the old ticket office which will also be relocated in order to comply with building regulations.
Both platforms will see brand new waiting shelters and will allow passengers heading to destinations like Welwyn Garden City, Stevenage and Moorgate are able to keep dry in a sheltered location whilst waiting for their train leading to improved passenger experience.
It appears the work will not inconvenience passengers.
So earlier today, I went to have a look at Harringay station.
Note.
- All trains calling at the station are Class 717 trains.
- The old ticket office is on the bridge.
- The platforms are rather narrow.
- The train-platform access is not good.
The bridge has certainly seen better days, but then it does date from 1885.
I have some thoughts.
Digital Signalling
Digital signalling is being installed on the Great Northern route and the Hertford Loop Line and this could mean up to ten trains per hour (tph) into Moorgate.
The Current Service
At present there seems to be only two tph on these two routes.
- Moorgate and Stevenage via Hertford North
- Moorgate and Welwyn Garden City
This is an insult and both routes need at least four tph all day to attract passengers.
The Ultimate Service
It can certainly have a frequency of around eight tph between Moorgate and Alexandra Palace stations.
But no predictions have been made about what frequency will be used once the signalling is complete.
German Startup EVIA AERO Commits To Hydrogen-Powered Britten-Norman Islanders
The title of this post, is the same as that of this article on Simple Flying.
These two paragraphs outline the deal.
EVIA AERO has signed a letter of intent with Cranfield Aerospace Solutions (CAeS) to increase its order for hydrogen modification kits and aircraft. As part of the agreement, the startup airline expects to receive five additional hydrogen modification kits and ten 19-seat aircraft.
The hydrogen modification kits are designed to power the nine-seat Britten-Norman Islander aircraft and come in addition to a previous order with CAeS for 10 kits.
I can remember seeing the Islander prototype at a Farnborough Air Show in the mid-1960s on the BBC with commentary from the iconic Raymond Baxter.
ZERRCI – Zero Emissions Repowering Of Railway Construction Infrastructure
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10037562
Project title: ZERRCI – Zero Emissions Repowering Of Railway Construction Infrastructure
Lead organisation: EMINOX LIMITED
Project grant: £59,852
Public description: Eminox, HS2 and SCS Railways propose a solution for the delivery of a low emissions, greener
railway. Our solution covers the development of an electric motor and battery system, which can be
retrofitted into existing construction equipment, replacing the traditional diesel engine with a quieter,
cleaner, zero emissions drivetrain. These pieces of plant and equipment will be used as direct
replacements for diesel machines in the constructing and maintaining railway infrastructure.
Eminox is leading this project with its experience in providing cost effective retrofit emissions
solutions and together with HS2 and SCS JV will be involved in demonstrating the first repowered
construction equipment in a real-world rail infrastructure environment.
This proposed venture has been instigated by HS2 in line with their ambition as set out in their Net
Zero Carbon plan for diesel free construction sites by 2029. As the solution will extend the life
expectancy of the machine, it will contribute to HS2’s vision of net-zero by 2035.
This solution will offer a more cost-effective route to zero emissions construction compared to
purchasing similar new electric powered equipment by extending the life expectancy of existing
plant and machinery. With a target of 50% the price of purchasing new excavators it is expected to
incentivise the broader uptake of demand in electric plant and equipment at scale across the
industry supply chain.
Phase 1 of this project aims to deliver a proposal for a prototype zero-emissions excavator. By
performing a feasibility study on the conversion principals, we intend to extract a broad
understanding of the challenges associated with integration and develop an optimised battery and
motor system specification.
Phase 2 will involve the conversion, commissioning and delivery of a repowered excavator, and
subsequent in-service validation. By using this converted machine to conduct initial trials, it will be
proven that no machine functionality or safety features have been compromised during conversion,
and we will establish power storage requirements to provide adequate duty cycle performance.
This will result in a fully proven demonstrator with real-world validation enabling further
development of optimised battery solutions.
My Thoughts And Conclusion
ECML Net Zero Traction Decarbonisation
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10036245
Project title: ECML Net Zero Traction Decarbonisation
Lead organisation: SIEMENS MOBILITY LIMITED
Project grant: £59,983
Public description: Electrification is the foundation of all modern railways and fundamental to decarbonisation. Through
delivering faster, smoother, quieter and more reliable train services, rail electrification reduces
industry fuel cost by 45%, rolling stock costs by 33%, and track maintenance costs by 10-20%
(compared to diesel operation). Electric railways are the most efficient, lowest carbon form of
transportation in the UK.
Network Rail operates the largest power distribution network in the UK, and is the largest consumer
of electricity in the UK, consuming 4TWh electricity per year. Power is provided from the electricity
supply industry, a mix of gas, nuclear, coal and renewables, emitting approximately 944,000 tonnes
of carbon dioxide annually. Connecting new renewable generation directly to the railway reinforces
the railway power supply, while reducing coal and gas use in the UK and is a longstanding Network
Rail industry challenge statement. To date, engineering incompatibilities between renewable,
electricity supply systems and the railway single-phase electrical and other railway systems have
prevented local renewable connection in rail.
In a world first, Siemens Mobility, working with British Solar Renewables, DB Cargo UK, Network
Rail, ECML operators, and the University of York, will directly connect large-scale renewable
generation to the East Coast Mainline. The demonstrator phase will deliver up to 1GWh green
electricity direct to trains each year, reducing UK gas imports by 151,000 cubic metres and carbon
emissions by 236 tonnes annually. It will gather vital data creating a new green industry, creating a
precedent and setting standards to enable larger scale roll-out across the UK.
My Thoughts And Conclusion
This page on the Network Rail web site is entitled Power Supply Upgrade.
Since 2014, Network Rail and its partners have been upgrading the overhead electrification and the associated substations and electricity supply on the East Coast Main Line (ECML).
- It is not a small project which includes fifty new substations and 1,600 km. of new cabling between London and Edinburgh.
- When complete, fleets of electric trains on the route will be receiving high-quality electric power from the upgraded overhead electrification.
However, the East Coast Main Line is unique among British electrified main lines, in that it runs more or less close to a coast, that is populated by a large number of massive wind farms.
I believe the objective of this project, is to more directly connect the massive wind farms to the East Coast Main Line.
Lessons learned could then be applied to other electrified main lines.
We may even see onshore wind farms or small modular nuclear reactors built to power the railways.
State Of The Railway Compiler Data Solution (SORClite): Open Access Real-Time Signalling Data
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10038973
Project title: State Of The Railway Compiler Data Solution (SORClite): Open Access Real-Time Signalling Data
Lead organisation: PARK SIGNALLING LIMITED
Project grant: £217,128
Public description: Our project seeks to support Network Rail in regaining understanding and ownership of key
signalling asset information so that this data can be used to adopt new performance measures,
identify bottlenecks within the rail network and target the 800,000 unexplained delay minutes that
occur annually. The project combines a number of existing technologies to deliver the hardware,
pipeline, analytics, and visualisation as a working demonstration. The data stores will also be
available for use by train operators and the wider data analytics supply chain, removing some of
the systemic blockers around access to data.
My Thoughts And Conclusion
Portable Track Geometry Measurement System
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10037542
Project title: Portable Track Geometry Measurement System
Lead organisation: MONIRAIL LTD.
Project grant: £249,148
Public description: Rail incidents can take many forms and can results in many different types of intervention from
temporary speed restrictions to full track closures. Many incidents either result from or cause track
damage and in order to remove any speed restrictions or track closures engineers need to be
confident that the track is in a safe condition. It is therefore common practice after many incidents
where track damage is suspected or track repairs have been undertaken for Track Recording
Vehicles (TRVs) to be required to run the track before passenger or freight vehicles are allowed to
run the line again. However, the availability of these vehicles can cause significant delays to line
reopening or removal of speed restrictions.
MoniRail has developed an in-service track monitoring system that can be permanently fitted to
passenger vehicles and is currently on trial with Network Rail (NR) in Scotland and also fitted to 2
Eurostar vehicles on HS1. One potential use-case for the permanent system is for speedier
removal of speed restrictions. However, even with the fixed solution delays are likely as track
monitoring systems are only likely to be fitted to 1/3 to 1/2 of all vehicles, approx 1500 of 5100
vehicles.
This project aims to overcome these delays by providing track engineers with the first ever portable
dynamic track geometry measurement system by modifying the permanent solution into a portable
one that can be temporarily fixed to vehicles along with a lineside sensor array that can provide
additional safety critical track information to the engineer. This solution will therefore provide
immediate track information to track engineers such that can make informed decisions about the
safety of the track and to what extent speed restrictions can be lifted or line re-opened.
My Thoughts And Conclusion
I am surprised that this hasn’t been developed before.
It surely must have export potential.
SBRI: FOAK 2022 Optimising Railway Possessions
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10038228
Project title: SBRI: FOAK 2022 Optimising Railway Possessions
Lead organisation: FRAZER-NASH CONSULTANCY LIMITED
Project grant: £236,226
Public description: One of the biggest challenges facing the railway industry is the complex process of planning and
possession management. The logistics of diverting, blocking, or closing sections of track can have
implications across the network. As the rail timetable becomes more congested, with increased
services, there is more potential for disruption and less obvious times for possession. Delays on
main-lines could result in huge fines, consequently delivering works and handing back possession
on-time is vital.
In 2020/21, NR spent £1.6bn on enhancements, £1.9bn on maintenance, and £3.2bn on renewals
(Office of Rail and Road, 2021). This translates into thousands of engineering works, most of these
require possessions to allow safe, traffic-free worksites for maintenance activities (e.g. remedial
works, inspections, maintenance and planned renewals).
Possessions result in both planned and unplanned disruption. Unplanned disruption can occur for
many reasons; machine faults, access issues, staff planning, or wrong engineering train
arrangement – all demonstrating the complexity of planning possessions.
Getting staff and equipment to worksites on time and minimising travelling distances are critical
efficiency requirements. The barriers to this are mutual road and rail points, staff numbers and
equipment types. Furthermore, engineering trains typically start in sidings which may be in remote
locations due to available sidings being occupied during large possession works. Consequently,
this cause issues in both timetabling and plans that ensure that engineering trains reach worksites
at the correct time and in the correct formation.
With increasing traffic and reducing availability of possessions this problem is likely to be further
exacerbated. Network Rail have identified a requirement to develop solutions for planning
procedures such that possession efficiency is increased, resulting in the delivery of infrastructure
maintenance work with minimal disruption and cost.
Combining Frazer-Nash’s deep experience in optimisation of railway challenges and eviFile’s
possession management solution, we will innovate to develop a product that will support rapid
planning and replanning of possessions through the application of optimisation and ML algorithms
to identify potential optimal plans. Using wide-ranging railway possessions data we will research
and adapt algorithms that will consider (for example) multiple scenarios, locations and types of
work, and optimise and efficiently manage resources to ensure minimal impact to infrastructure
traffic and capacity.
This will deliver possessions more efficiently, help plan work-activities during possessions more
precisely, manage infrastructure access more efficiently, allow tasks to be planned more efficiently,
and predict the impact of possessions on overall network performance more accurately.
My Thoughts And Conclusion
One of the biggest construction sites near me was the A45 dualling of the 1970s. It was a nightmare as there was no system managing possessions and frequently there were temporary traffic lights and diversions.
Things have got better since then and roadworks on main roads don’t cause as much delay as they used to.
The same improvement that good project management has had on the roads, now needs to be applied to the railways.
The Anonymous Widower 