Somerset: Plans For New Railway Station On Levels
The title of this post, is the same as that of this article on the BBC.
This is the first two paragraphs.
Plans for a new railway station have moved forward after councillors agreed to help fund a feasibility study.
The stations at Somerton and Langport on the Somerset Levels were closed in the Beeching cuts during the 1960s.
I put my thoughts on this station in Beeching Reversal – New Station For Langport And Somerton Area.
The BBC article says this about the study.
The study, to be carried out by the Langport Transport Group (LTG) will identify possible sites, which may include a parkway-style station between the towns, possibly on the site of the former Long Sutton and Pitney station.
This Google Map shows the railway between the two villages of Langport and Somerton.
Note.
- Langport is in the South-West corner of the map.
- Somerton is in the North-East corner of the map.
- The Reading-Taunton Line goes through both villages, although both stations are now closed.
The map is probably best clicked to show on a larger scale.
This second Google Map shows the area between the two villages of Long Sutton and Pitney.
Note.
- Pitney is in the North-West corner of the map.
- Long Sutton is in the South-East corner of the map.
- The railway runs across the middle of the map it looks as if there was a station site to the North of the village of Upton.
- The only major road in the area; the A372, runs across the bottom of the map.
It is certainly a possibility for a Parkway station, but are the road connections good enough?
Thoughts On Seating In East Coast Trains’ New Class 803 trains
This page on RailAdvent contains this YouTube video of one of East Coast Trains’ New Class 803 trains under test.
On this page on the First Group web site, they give some details of the service.
- Five trains per day, seven days per week in both directions.
- One class of travel
- Offer tickets at an average price of less than £25.
- At seat catering on every train.
- Introduce an additional 1.5 million seats on the route every year.
They also expect 80 % of passengers to be new to rail.
The internet doesn’t give the number of seats on the train, so I will estimate a number.
The number of trains per year will be at least 365 * 2 * 5, which is an easy 3650 trains.
Dividing this into 1.5 million gives 410.9 seats per train. I’ll call that 411.
After I made that estimate, I found this page on the Beacon Rail Leasing web site.
It gives this information.
- Power – 4.5 MW
- Speed – 125 mph
- Passenger Capacity – 400
- Weight – 228.5 tonnes
Using the figure of 400 passengers and 3650 trains per year, that gives a total number of 1,460,000 passengers per year, which is probably within the margin of error for the arithmetic of marketing experts.
If you watch the video, the following can be ascertained.
- The two driver cars have six large windows each.
- The three centre cars have nine large windows each.
- It looks like the seating in the train is three on one side and two on the other.
This picture shows the Standard Class seating bay layout on a Great Western Railway Class 802 train.
Note.
- The seats are arranged either side of the window.
- There are lots of tables.
- If the blind was up, passengers will get a good view.
If as I surmised from the video, seating is two+three and there are 39 bays, that means that the train has a base seating capacity of 390 seats.
That leaves ten seats to find places for, or just two per car.
With two+two seating, there would be 312 seats in the bays under windows, so there would be a need to fit in another 86 seats.
It appears to me that to meet their objective of 1.5 million additional seats that a two+three layout is needed.
But it could be that most passengers will get a proper table and possibly reasonable leg room. Try getting that on a budget airline!
A Few Questions
These are a few questions.
When Will The Service Start?
Your guess is as good as mine, but First Group are saying Autumn 2021.
Is The Service Geared For Group Or Family Travel?
Each train has thirty-nine groups of six seats and the same number of groups of four seats.
If say it was granny’s birthday in Edinburgh or a group of six friends were going to Scotland-England at Murrayfield, the layout would accommodate groups and families well.
They certainly need a good seat allocation algorithm.
Will I Be Able To Use My Railcard?
I would suspect not!
But then it would only save £8.33!
What About Delay Repay?
This will be automatic! I can’t ever be bothered to claim otherwise!
Will There Be Disabled Toilets?
It’s the law! But I have seen some much smaller ones that are well-designed and meet all aspects of the law in some new trains, so I would expect to find innovative designs.
Will There Be Single Seats?
I can sleep anywhere and regularly find myself returning to London curled in the corner of my seat fast asleep.
A single seat in the corner of the carriage might be ideal for some passengers.
Will Everybody Get A Table?
If I’m right about each seating bay having a table, then it would look like around ninety-seven percent of passengers would get a proper table. Not big enough for a copy of the Daily Telegraph, but they should have enough space for a laptop and/or a few beers.
What Food And Drink Will Be Offered?
I suspect, it will mainly be drinks and snacks like crisps or nutrition bars, which can be easily served from a trolley.
It should be noted that the three major stations on the route King’s Cross, Newcastle and Edinburgh all have a good selection of places to buy a carry-on!
But unlike at an airport, I suspect passengers won’t turn up two or three hours before departure, so will be unlikely to eat before departure.
I do think, that we could see improvements in the food offerings for taking on the train at Stevenage and Morpeth.
East Coast Trains may also contribute to the development of carry-on shops at some stations.
Will The Trains Accept Bicycles?
This is a tricky one and personally I feel that offering a decent bike hire service could be better value all round.
Using The Fleet Of Five Trains
Wikipedia and other sources indicate that the fleet is just five trains.
We know these facts or proposals.
- King’s Cross and Edinburgh are 393.15 miles apart.
- LNER run trains between King’s Cross and Edinburgh in four hours and twenty minutes (4 stops) and four hours and forty minutes (9 stops)
- The record time between King’s Cross and Edinburgh was set in 1991 by a shortened all-electric InterCity 225 train at three hours twenty-nine minutes and thirty seconds, which represented an average speed of 112.5 mph.
- Trains start leaving King’s Cross and Edinburgh about 05:45.
- The Werrington Dive-Under will, be completed in 2021.
- The King’s Cross Remodelling should be completed this year.
- Full digital in-cab signalling is being installed between King’s Cross and Doncaster. This will allow 140 mph running and as a Control Engineer, I believe it could ease the bottlenecks at Newark and over the Digswell Viaduct.
- East Coast Trains’ Class 803 trains appear to have been designed for sparkling acceleration.
- East Coast Trains will only make three stops.
- East Coast Trains intend to compete with the budget airlines.
- East Coast Trains intend their first train to arrive in London by 10:00. Does that mean Edinburgh as well?
I have just checked on Real Time Trains and this East Coast Trains timetable can be found.
King’s Cross and Edinburgh
- 05:45 – Arrives 10:10 – 4 hours 25 minutes – Stops at Stevenage
- 10:45 – Arrives 15:17 – 4 hours 32 minutes
- 12:18 – Arrives 16:41 – 4 hours 23 minutes – Stops at Stevenage
- 14:36 – Arrives 19:15 – 4 hours 39 minutes
- 20:18 – Arrives 00:46 – 4 hours 28 minutes
Edinburgh and King’s Cross
- 06:14 – Arrives 10:51 – 4 hours 37 minutes
- 09:11 – Arrives 13:48 – 4 hours 37 minutes
- 11:14 – Arrives 15:46 – 4 hours 32 minutes
- 16:12 – Arrives 20:47 – 4 hours 35 minutes – Stops at Stevenage
- 19:58 – Arrives 01:05 – 5 hours 7 minutes – Stops at Stevenage
Note.
- Times appear to be in-line with those of LNER.
- East Coast Trains’ objective of arriving by 10:00 is not met.
- Paths exist for East Coast Trains from the 7th June.
I believe this timetable is based on what is possible today without the improvements at King’s Cross and Werrington, and the digital signalling.
What Could Be Possible?
Consider.
- The improvements that are underway will help to reduce journey times.
- I also believe that by being clever, East Coast Trains could reduce turn-round times at King’s Cross and Edinburgh.
I think it is likely, that East Coast Trains could probably run between King’s Cross and Edinburgh in a time of around four hours.
I can also see a turn-round time of five minutes, if East Coast Trains use all their First Group experience.
Could this mean, a train starting from King’s Cross doing the following trips in a day?
- 05:50 – King’s Cross to Edinburgh – Arrives 09:50
- 09:55 – Edinburgh to King’s Cross – Arrives 13:55
- 14:00 – King’s Cross to Edinburgh – Arrives 18:00
- 18:05 – Edinburgh to King’s Cross – Arrives 22:05
- 22:10 – King’s Cross to Edinburgh – Arrives 02:10
Note.
- A second train would mirror this time-table starting in Edinburgh.
- Every minute saved on each journey between King’s Cross and Edinburgh will bring the final arrival forward.
- There is tremendous potential to speed up services.
This time-table would be straight out of Michael O’Leary’s notebook about making assets sweat.
Conclusion
I think that East Coast Trains have done a Ryanair and designed the train to accommodate the maximum number of passengers. But the quoted £25 fare does appear to be good value.
I am certain that two+three seating will be used.
It Was Once Called The Only Rear-Engined Front-Wheel-Drive Car In Captivity!
A friend has just moved to Ainsdale and I once went to see cars racing on the flat sandy beach.
One of the cars I saw was the Cooper-Buick, which was a 1964 Mini-Cooper with a 3.5-litre Buick V8 engine in the boot, driving the front wheels, through the back axle of an E-type Jaguar.
This page on the Road and Track web site gives more details.
It certainly threw a lot of sand about!
Will This Be The First Electric Air Service To Take-Off?
This article on GeekWire is entitled MagniX Inks Deal To Retrofit Seaplanes With electric Motors For Blade Flights Around NYC And Hamptons.
This is the first two paragraphs.
Everett, Wash.-based MagniX will provide electric aircraft motors to power Cessna seaplanes flying between Nantucket, the Hamptons and downtown New York City, under an agreement announced Thursday.
The zero-emission motors will be retrofitted onto nine-passenger Cessna Caravan seaplanes operated under the Blade brand name. If all goes to plan, MagniX will start delivering motors for the Cessnas in 2023. The total number of planes to be converted will be determined later.
This is significant for the following reasons.
Blade Is A Different Company
This paragraph describes the company in their Wikipedia entry.
BLADE Urban Air Mobility, Inc. (stylized “BLADE”) is a publicly-traded, technology-powered, global urban air mobility platform based in New York City committed to reducing travel friction by enabling cost-effective air transportation alternatives to some of the most congested ground routes in the U.S. and abroad. Blade users can book by the seat on scheduled flights throughout the Northeast and West Coast or charter or crowdsource a flight anywhere in the world.
Blade is also the first publicly traded urban air mobility company.
Cessna Caravans Are Reliable Utility Airplanes
Cessna Caravans first flew forty years ago and over 2,600 have been produced.
The picture shows the one I flew in from Nairobi airport to the Masai Mara.
Note.
- The single turbo-prop engine in the nose.
- They can take up to nine passengers.
- They have range of nearly 1300 miles.
FedEx operate 260 as parcel carriers.
MagniX Have Already Flown An Electric Caravan
This video shows the Electric Caravan in flight.
This is a video of a testflight on YouTube.
The guy behind the project;Roei Ganzarski gave a very optimistic interview on BBC Breakfast.
Electric Caravans Can Fly On A Supplemental Type Certificate
I explain this in magniX, Sydney Seaplanes And Dante Aeronautical Partner For World’s First All Electric Cessna Caravan STC Program.
It means that the certification process can be shortened, as it builds on what was done to certify the aircraft iby the original manufacturer.
Blade Are At the Top End Of The Aviation Market
The Hamptons says it all!
Conclusion
I think this will be a successful venture.
Plans For £100m Coventry To Nottingham Rail Link Announced
The title of this post, is the same as that of this article on the BBC.
This is the first two paragraphs.
A £100m scheme to reconnect three Midlands cities by rail could be running by 2025, subject to funding, according to a regional transport group.
Midlands Connect said it had completed a strategic business case for a direct link between Coventry, Leicester and Nottingham.
The article also says this about the route.
The group said there was a “strong case” for the project and it had narrowed it down to two – one which called at the Warwickshire town of Nuneaton and one which ran direct between the three cities.
In A Potential Leicester To Coventry Rail Link, which I wrote in February 2019, I talked about this link and came to the conclusion it was feasible.
But things have moved on in those two years and these are my updated thoughts.
Via Nuneaton Or Direct
This Google Map shows the rail layout to the South of Nuneaton station.
Note.
- The multi-track electrified railway running North-West and South-East is the Trent Valley section of the West Coast Main Line.
- Branching off to the South-West is the Coventry and Nuneaton Line.
- Branching off to the South-East is the line to Leicester.
Nuneaton station is off the map to the North on the West Coast Main Line.
Unfortunately, services to Coventry and Leamington Spa call in Platform 1 on the Western side of the station and services between Leicester and Birmingham call in platforms 6 and 7 on the Eastern side.
This probably rules out a clever solution, where perhaps an island platform, has Birmingham and Leicester services on one side and Coventry and Leicester services on the other.
This Google Map shows Nuneaton station.
Note.
- Platform 6 and 7 form the island platform on the North-East side of the station.
- Birmingham trains call in Platform 6.
- Leicester trains call in Platform 7.
The track layout for Platforms 6 and 7 appears comprehensive with crossovers allowing both platforms to be used for services to both cities.
This Google Map shows the crowded track layout to the South of the station.
The only possibility would appear to be a single track dive-under that connected Platform 6 and/or 7 to the Coventry and Nuneaton Line on the other side of the West Coast Main Line.
I feel that costs would rule it out.
I suspect that a direct solution cutting out Nuneaton might be possible.
This Google Map shows the three routes diverging to the South of Nuneaton station.
It might be possible to connect the Coventry and Leicester Lines, but the curve might be too tight.
The alternative could be to build a dive-under that would connect Platform 1 to the Leicester Line.
- It would appear that it could be the easiest and most affordable option.
- Trains would reverse in Nuneaton station.
It is certainly a tricky problem, but I do believe there is a simple cost-effective solution in there somewhere.
Nuneaton Parkway Station
This page on Coventry Live gives some information about the proposed Nuneaton Parkway station.
There is also a proposed station, to be called Nuneaton Parkway, situated off the A5 between Hinckley and Nuneaton.
This Google Map shows the area where the A5 crosses the Birmingham-Peterborough Line, that runs between Hinckley and Nuneaton..
This must surely be one of the best sites to build a new Parkway station in the UK.
- The triangular site is a waste transfer station operated by Veolia Environmental Services UK.
- It has a direct connection to the A5, which could be easily improved, with perhaps a roundabout.
- Doing a crude estimate from the Google Map, I calculate that the site is about sixteen hectares, which is surely a good size for a Parkway station.
- There’s even quite a lot of new housing within walking and cycling distance.
It would also appear that the station could be built on this site without major disruption to either road or rail traffic.
The Stations And Timing
This document on the Midlands Connect web site, gives their aims for the service.
- Coventry and Leicester – 38 minutes from 54 minutes with one change.
- Coventry and Loughborough – 50 minutes from 88 minutes with otwo changes.
- Coventry and East Midlands Parkway – 56 minutes from 104 minutes with otwo changes.
- Coventry and Nottingham – 70 minutes from 108 minutes with otwo changes.
The service would have a frequency of two trains per hour (tph).
If the train did the same station stops as the current services between Coventry and Leicester, it could stop at all or a selection of the following intermediate stations.
- South Wigston
- Narborough
- Hinckley
- Nuneaton
- Bermuda Park
- Bedworth
- Coventry Arena
The total time would appear to be around fifty minutes, with 28 minutes for Leicester to Nuneaton and 22 minutes from Nuneaton to Coventry. Although the BBC article says that Coventry and Leicester would drop from the current 54 minutes to 38 minutes.
Currently services between Leicester and Birmingham New Street stations are run by CrossCountry.
- One tph – Birmingham New Street and Cambridge or Stansted Airport
- One tph – Birmingham New Street and Leicester
Note that not all intermediate stations receive a two tph service.
Would a two tph service between Leicester and Coventry enable all the stations on the route to have a two tph service?
The Current Leicester And Nottingham Service
Currently the following services run between Leicester and Nottingham.
- 1 tph – EMR InterCity – Direct
- 1 tph – EMR InterCity – Via Loughborough, East Midlands Parkway and Beeston
- 1 tph – EMR Regional – Via Syston, Sileby, Barrow-upon-Soar, Loughborough, East Midlands Parkway, Attenborough and Beeston
Note.
- Timings vary between 23 and 49 minutes.
- Four tph between Leicester and Nottingham would be a Turn-Up-and-Go service that would attract passengers.
- The BBC article is indicating a Coventry and Nottingham time of 70 minutes, which would indicate a Leicester and Nottingham time of 32 minutes, which would appear to be in-line with the EMR Intercity service that stops at Loughborough, East Midlands Parkway and Beeston.
It looks to me that a fourth semi-fast service between Leicester and Nottingham would not be a bad idea.
But Midlands Connect are proposing two extra tph between Coventry and Nottingham.
A Coventry And Nottingham Service
Consider.
- An two tph service would fit in well and give a Turn-Up-and-Go service between Leicester and Nottingham.
- The Coventry and Nottingham time of 70 minutes indicates that the train would need to be to EMR InterCity standard.
- If there is an allowance of twenty minutes at either end of the route, this would indicate a round trip of three hours.
This standard of service would need an operational fleet of six five-car Class 810 trains or similar for a frequency of two tph.
I very much feel that there should be electrification of the Midland Main Line between Leicester and either East Midlands Parkway or Derby.
This would mean that the Coventry and Nottingham route would break down as follows.
- Coventry and Nuneaton – 19,2 miles – No electrification
- Nuneaton and Leicester – 18.8 miles – No electrification
- Leicester and East Midlands Parkway – 19.1 miles – Possible electrification
- East Midlands Parkway and Nottingham – 8.4 miles – No electrification
Note that electrification is already available at Coventry and Nuneaton.
The Coventry and Nottingham route would appear to be possible with battery-electric trains, after the route between Leicester and East Midlands Parkway is electrified.
An Improved Birmingham And Cambridge Service
If Nottingham and Coventry needs a fast two tph service stopping at the major towns and cities in between, surely Birmingham and Cambridge need a similar service.
- It could call at Nuneaton, Leicester, Melton Mowbray, Oakham, Stamford, Peterborough, Ely and Cambridge North.
- Some services could be extended to Stansted Airport.
- It would have a frequency of two tph.
The Birmingham and Cambridge route would break down as follows.
- Birmingham and Nuneaton – 21 miles – No electrification
- Nuneaton and Leicester – 18.8 miles – No electrification
- Leicester and Peterborough – 40 miles – No electrification
- Peterborough and Ely – 30.5 miles – No electrification
- Ely and Cambridge – 14.7 miles – Electrified.
Note that electrification is already available at Birmingham, Nuneaton and Peterborough.
The Birmingham and Cambridge route would appear to be possible with battery-electric trains, if Leicester station were to be electrified.
Midland Connect’s Proposed Leeds and Bedford Service
I wrote about this service in Classic-Compatible High Speed Two Trains At East Midlands Hub Station.
It would run between Leeds and Bedford stations.
It would use the Midland Main Line between Bedford and East Midlands Hub stations.
It would use High Speed Two between East Midlands Hub and Leeds stations.
It would stop at Wellingborough, Kettering, Market Harborough, Leicester, Loughborough and East Midlands Hub stations.
- The service frequency could be hourly, but two trains per hour (tph) would be better.
- Leicester and Leeds would take 46 minutes.
Obviously, it wouldn’t run until the Eastern Leg of High Speed Two opens, but it could open up the possibility of Coventry and Leeds in under ninety minutes.
Driving takes over two hours via the M1.
Conclusion
This looks to be a very feasible and fast service.
It also illustrates how extending the electrification on the Midland Main Line can enable battery-electric trains to provide connecting services.
Enough electrification at Leicester and a few miles North of the station to fully charge passing trains would probably be all that is needed.
Department Of Transport Claims London and Sheffield Times Could Be Cut By Thirty Minutes
In this article on the BBC, which is entitled Government Announce £401m Boost For Rail Services, this is said.
The funding announcement coincided with the completion of the first phase of the £1.5bn Midland Main Line Upgrade, which has supported the launch of East Midlands Railway’s (EMR) first electric services on the route between Corby in Northamptonshire and London St Pancras.
The project will see journey times between Sheffield and London cut by up to 30 minutes, the DfT said.
So how feasible is the claim of a thirty minute cut in London and Sheffield timings?
On Monday, the 07:30 train from London to Sheffield, covered the 164.7 miles in two hours and twelve minutes at an average speed of 74.9 mph.
If that train had done the trip in one hour and forty-two minutes, that would have been an average speed of 96.9 mph.
By the time, the new Class 810 trains arrive in a couple of years, they will be able to use the new electrification to Market Harborough, when on Monday the 82.8 miles without a stop, was covered in an hour, at an average speed of 82.8 mph.
These new trains are 125 mph electric trains under the wires and they will have two separate fast lines on which to run.
Example time savings at various average speeds to Market Harborough are as follows.
- 100 mph – 10 minutes saving.
- 110 mph – 14.8 minutes saving.
- 125 mph – 20.3 minutes saving
- 130 mph – 21.8 minutes saving
- 140 mph – 24.6 minutes saving
Note.
- The faster the average, the greater the time saving.
- Faster than 125 mph would only be possible with full in-cab digital signalling, which is currently being installed on the East Coast Main Line.
- I have been to Leicester in an InterCity 125, which was running at 125 mph most of the way.
But it does look like the new Class 810 trains will be able to save around twenty minutes to Sheffield, by making full use of the electrification between London and Market Harborough.
They would need to save just ten minutes between Market Harborough and Sheffield.
The Monday Train covered the 81.9 miles between Market Harborough and Sheffield in one hour and twelve minutes, which is an average speed of 68.3 mph.
To obtain the saving of ten minutes, it would need to do the journey in one hour and two minutes, which would be an average speed of 79.3 mph.
Given that the new Class 810 trains are designed to cruise at 125 mph on diesel, I don’t think this is an impossible objective.
What Will Be The Ultimate Time Between London and Sheffield On The Midland Main Line?
I believe that the following two sections of the Midland Main Line can be easily electrified.
- Between Leicester and Derby without the problem of the bridge at the South end of Leicester station, which would be so disruptive.
- Clay Cross North Junction and Sheffield which will be electrified for High Speed Two. I doubt Derby and Clay Cross Junction will be electrified as it’s a World Heritage Site.
On my Monday train, the following are times North of Leicester.
- Leicester and Derby is 29.3 miles, which is covered in 32 minutes at an average speed of 55 mph, which includes five stops. Raise this to 110 mph and the journey time is just 16 minutes or a saving of 16 minutes.
- Derby and Clay Cross North Junction is 21.8 miles, which is covered in 13 minutes at an average speed of 100 mph. By averaging 120 mph, there would be a saving of 2.1 minutes.
- Cross North Junction and Sheffield is 15.5 miles, which is covered in 16 minutes at an average speed of 58.2 mph.
Note.
- Savings would come between Leicester and Derby because of 125 mph linespeed and faster stops because of electrification.
- I believe that Hitachi battery-electric trains could sustain 125 mph on battery alone between Derby and Clay Cross North Junction, if they entered the section without electrification at full speed with full batteries. Now that is what I call a battery-electric train!
- There must be a minute or two to be saved on an electrified section into Sheffield with the stop at Chesterfield.
Add up all the savings and I feel that an hour and a half is possible between London and Sheffield.
And what time is High Speed Two claiming? One hour and twenty-seven minutes!
Could A Battery-Electric Train Cruise At 125 mph?
This may seem a silly idea, but then trains don’t care where they get their electricity from.
On the 21.8 miles between Derby and Clay Cross North, a sizeable proportion of energy will be used to accelerate the train up to the linespeed for the electrified section.
When the train enters the section without electrification, it will have two sources of energy.
- The electricity in the full batteries.
- The kinetic energy in the train at the required speed.
As the train runs through the section air and rolling resistance will tend to slow the train and electricity from the battery will be used to maintain speed.
In How Much Power Is Needed To Run A Train At 125 mph?. I estimated that for a Class 801 train to maintain 125 mph needs 3.42 kWh per vehicle mile.
A simple sum of 21.8 * 5 * 3.42 gives an energy need of 372.8 kWh to run between Derby and Clay Cross North Junction.
I’m sure than Hitachi can fit a 400 kWh battery in a five-car Class 810 train.
Would a slightly larger battery and in-cab signalling allow battery-electric trains to run at 140 mph? If the track allowed it, I don’t see why not!
Conclusion
I believe the Department of Transport’s statement of saving thirty minutes between London and Sheffield is feasible.
But so is a time of an hour-and-a half, which will give High Speed Two a run for its money!
Marsh Barton Station – A Ride-To-Work Station
According to this article on pbctoday, work has started at the new Marsh Barton station in Exeter.
This first paragraph from the article makes it clear.
Graham has commenced works on the construction of the new £16m Marsh Barton railway station in Exeter.
This Google Map shows the location.
Note.
- The Riviera Line between Paignton and Exeter towards the Western side of the map.
- Clapperbrook Lane running to the South-West corner of the map over the railway.
- The large blue-clad building with the chimney, is the Viridor energy-from-waste plant.
- Marsh Barton itself is a large trading estate to the North-East of the railway.
The station will be built where Clapperbrook Lane crosses the railway,
This document of the Devon County Council (DCC) web site gives more details about the station.
This image from the DCC document shows how the completed station will look.
These are my thoughts.
Crossing The Tracks
A cycle and foot bridge will be built parallel to the current Clapperbrook Lane East Bridge over the railway.
The DCC document says this about the bridge.
The key changes from the previous proposal relates to the ramps and access
between the two platforms. The previous design included ramps running parallel to
the railway, with long ramps and imposing structures due to Network Rail
requirements for their asset. The redesign now includes the ramps and a new bridge
constructed parallel to Clapperbrook Lane. This will instead be a Devon County
Council-owned asset and allows Devon County Council standards to be applied for
their pedestrian bridges. This is more in line with preferences expressed by disability
groups who supported shorter length but slightly steeper gradient with resting
platforms.
It looks to me that the final design will be much more aesthetically-pleasing than some of the structure Network Rail have erected lately.
These pictures show Network Rail’s traditional approach at Horden station.
I feel the Devonian approach could be better, when I see it.
From the Google Map 3D image of the station, it looks like the bridge could be already under construction, so I don’t think, I’ll have long to wait.
The Platforms
The DCC document says that there will be two 124 metre long platforms, which will take six-car local trains.
- 3 x 2-car Class 150 trains will be 120.2 metres long
- 3 x 2-car Class 156 trains will be 138.2 metres long
- 2 x 3-car Class 165 trains will be 137.1 metres long
- 1 x 5-car Class 800 train is 130 metres long
It strikes me that although 124 metres can accommodate a formation of three Class 150 trains, it might be too short in the future.
Especially, as trains likely to be available in battery-electric versions, which will surely be used to decarbonise the Riviera Line in the future, all have cars of 23 metres or longer.
Both platforms appear to have just a single waiting shelter.
Cycle Parking
There are twenty parking spaces for cycles on each side of the line.
The DCC document says this about local housing and cycling.
The station will be within reasonable cycling distance of the 2,500 dwelling South
West Exeter strategic allocation and Alphington village and so forms an important
part of mitigating traffic impacts on routes on the western side of the city.
Is there enough provision for the secure storage of cycles?
Disabled Parking
There are just three parking spaces for disabled passengers.
Car Parking
There are no generally-available car parking spaces.
The DCC document says this about car parking.
The scheme will also support aims for low-car development aspirations as part of the
emerging Liveable Exeter housing plans, which includes proposals for strategic
levels of housing in the Marsh Barton area, all within easy walking distance of the
station.
But will the station persuade local residents to forgo driving into Exeter and use the train?
Who Will Use The Station?
The DCC document talks of Marsh Barton station being a destination station for those who work in the area.
It also says this about leisure use.
In addition, the existing Clapperbrook Lane adjacent to the station provides an important link into the Riverside Valley multi-use trail network for leisure trips as well as commuter journeys to RD&E and County Hall, within a short walk/cycle distance of the station. Being located adjacent to a high quality, attractive cycle network offers huge potential to improve integration between rail and cycling.
Currently the lane is very popular with over 400 cyclists per day recorded crossing the rail bridge; however, it is narrow with poor visibility and although lightly trafficked is not suitable for all young families, people with disabilities or people less confident on bicycles.
I have a feeling that the station will need some extra facilities to attract more passengers. Ideas like a drop-off and pick-up facility, a warm place to wait and perhaps a local shuttle bus come to mind.
But as I said in the title it is very much a Ride-To-Work station.
Conclusion
The station has an interesting feature in the bridge over the railway, which gives full step-free access.
But I do feel that some of the details of the station will need some extra thought.
From other pages on the web, it appears the station is being constructed under a Design and Build contract with experienced station builder; Graham Construction. So hopefully, the details will be properly sorted.
The proof of the quality of the design will be in the usage figures.
Headbolt Lane Station Fly-Through
I had to show this Merseytravel YouTube video, as I feel the new Headbolt Lane station uses some interesting ideas.
This Google Map shows Headbolt Lane and the railway.
Note.
- The footbridge over the railway. I took the pictures from and around this bridge in Merseyrail To Skelmersdale – Headbolt Lane Station.
- The footbridge can’t be seen in the YouTube video.
Liverpool is to the West and Wigan is to the East.
These are my thoughts.
Is The Station North Or South Of The Railway?
As it is called Headbolt Lane, the station must have good access from that road, otherwise travellers will get rather confused.
So until proven otherwise, I will assume that the station must be to the North of the railway.
Which Way Is Liverpool In the Video?
If the station is North of the railway, then in the first part of the video, the visualisation approaches the station from the North and Liverpool is to the right and Wigan is to the left.
If that is right, then the yellow bus always points towards Liverpool.
How Many Platforms?
Wikipedia says that Headbolt Lane station will have three platforms.
From the video there will be two platforms for trains to and from Liverpool, although the current layout at Kirkby station makes do with just one platform.
There would also appear to be a single platform for trains to and from Wigan, Bolton and Manchester.
But there is a second Eastern track shown in the video, which possibly indicates provision has been made for a second platform for services in that direction.
Wot No Bridge?
It would appear that there is no bridge over or subway under the railway.
But it does appear that the platform layout shown allows passengers to walk between the ends of the tracks on the level to the platform or platforms on the side of the station away from the station building.
Will There Be A Second Entrance To The Station On The Other Side Of The Tracks?
The layout would allow this and it could be useful for those passengers living or working on that side of the railway.
Is The Platform Layout Unique?
I have travelled widely looked at railway stations all over the world.
But I can’t remember seeing a layout like this.
The layout does have advantages.
- An expensive bridge with lifts will not be needed.
- There is nothing mechanical or electrical to go wrong.
- Extra platforms can be added if required.
- It can also be used as a simple step-free way to cross the railway.
I suspect that the layout could be used in other places.
Train Frequencies To Liverpool
The current service between Kirkby station and Liverpool is four trains per hour (tph), which is handled on a single platform.
One platform at Headbolt Lane would surely be sufficient, but a second platform must surely allow extra services and provide more resilience in case of train failure.
Train Frequencies To Wigan, Bolton And Manchester
The current service between Kirkby station and Manchester is one tph, which is handled on a single platform.
One platform at Headbolt Lane would surely be sufficient and could easily handle two tph.
Are two platforms provided for Liverpool services, so that extra services could be run in the Peak or to provide more resilience, should a train fail in the station.
A Service To Skelmersdale
Consider.
- Skelmersdale is about five miles North of the line between Headbolt Lane and Wigan.
- One of Merseyrail’s current Class 507 trains covers the 5.5 miles between Kirkby and Sandhills station in twelve minutes.
- The proposed layout of Headbolt Lane station does not allow direct services between Liverpool and Skelmersdale.
These distances and timing would mean the following.
- A single shuttle train between Headbolt Lane and Skelmersdale could run a two tph service.
- A pair of shuttle trains between Headbolt Lane and Skelmersdale could run a four tph service.
Passengers would need to change trains at Headbolt Lane station.
This may seem less passenger-friendly than a direct service, but it could be the most affordable option.
And it could always be improved with modifications at Headbolt Lane station.
Is There A Role For Battery-Electric Trains?
Consider.
- For Health and Safety reasons, it is very unlikely that any new third-rail track will be laid in the UK.
- The distance between the current Kirkby station and the new Headbolt Lane station is about 1.5 miles.
- The distance between Headbolt Lane and Skelmersdale stations is less than eight miles.
- I suspect Headbolt Lane and Skelmersdale stations would both have good power supplies.
- Merseyrail’s new Class 777 trains have a battery capability.
Would this allow the following?
- Liverpool and Headbolt Lane services to use battery power between Kirkby and Headbolt Lane station. All charging would be done between Liverpool and Kirkby.
- The shuttle train between Headbolt Lane and Skelmersdale would work on battery power, with batteries charged at both ends of the route.
There is also the possibility, that the Headbolt Lane and Manchester Victoria service could be run using battery-electric Class 331 trains.
- Headbolt Lane and Manchester Victoria will be a 28.5 mile service with a couple of miles of electrification at the Manchester end.
- I estimate that the battery-electric Class 331 trains will have sufficient range to handle this route with charging at Headbolt Lane station.
- Currently, trains from Manchester Victoria take over ten minutes to turnround at Kirkby station.
- Provision for a charger could be built into Headbolt Lane station.
It would be a simple way to electrify the Kirkby and Manchester Victoria service.
In addition, battery-electric Class 331 trains are likely to have longer battery range than the Class 777 trains.
So might it be better if the Headbolt Lane and Skelmersdale shuttle was worked by battery-electric Class 331 trains.
If the two East-facing platforms at Headbolt Lane station were to be fitted with charging facilities, this would give an increased level of reliability.
Could Northern’s Manchester Victoria Service Terminate At Skelmersdale?
If both services were to be run by Northern’s battery-electric Class 331 trains, this could be a possibility.
- A reverse would be needed at Headbolt Lane station.
- I estimate that 2tph on the route would fit together well.
- Trains would be charged at Skelmersdale station.
- Chargers might not be needed at Headbolt Lane station.
In addition, a two tph service would fit in well with four or six tph to Liverpool.
Conclusion
It’s almost as if Headbolt Lane station could consist of three elements.
- The station facilities, bus interchange and car parking.
- A two-platform station for Merseyrail services to Liverpool
- A two-platform station with charging facilities for Northern services to Blackburn, Bolton, Manchester Victoria, Skelmersdale and Wigan.
All services from Headbolt Lane station will be run by battery-electric reains.
Costs have been saved by the following.
- Not having a bridge over the tracks.
- Maintaining the separation between Northern and Merseyrail services.
- Not electrifying between Kirkby and Headbolt Lane stations.
- Not electrifying the Skelmersdale Branch.
The whole station appears to have been designed on a single level.
A Fair Recovery For Hackney Central
This image from Hackney Council shows a visualisation of the new entrance to Hackney Central station, that will be created on Graham Road.
I took these pictures of the site in October 2019.
I wrote about the new entrance in Will Hackney Central Station Get A Second Entrance?.
It’s certainly a site in need of improvement.
Here’s a few more of Hackney’s images from this page on Hackney Council’s web site.
If they build it like the visualisations, it could be something special.
Kraft Heinz And Freight Innovation
In the UK, we certainly need to get more freight on to the railways.
Recently, KraftHeinz were involved in an experiment. A lot of their product currently comes into the UK in containers, which are then taken by road from the ports by truck.
This report about the experiment was on this page of the Modern Railway’s web site.
KraftHeinz’s distribution centre is in the Orrell district of Wigan, with the Wigan Wallgate to Southport route the closest railway line. The trial involved a container train that was sent from Crewe to the branch on an overnight working, with the notional offloading taking place from the running line close to Gathurst station. Also demonstrated was the feasibility of loco run round in this area. Network Rail signallers helped ensure the success of the trial by facilitating the use of a crossover at Parbold station for the run round (some signal alterations would be likely if this became a regular operation).
This Google Map shows the area.
Note.
- Gathurst station is in the North-West corner of the map.
- The KraftHeinz Distribution Centre is in the South-East corner of the map.
- The Wigan Wallgate and Southport Line runs between the two.
It was all very convenient for some intense night work.
I have some thoughts.
Where’s The Siding?
Years ago a lot of factories and distribution centres like this, would have had a siding.
Many have been sold off and built over, as many companies preferred to use road transport.
Using The Running Line
This was first used in the UK to load timber on to trains in the North of Scotland for transporting to markets in the South.
Surely, the only thing needed is ground strong enough alongside the track to support a container handling machine.
Were JCB Involved?
JCB are innovators and appeared a few days on this blog, in this a post entitled JCB Finds Cheap Way To Run Digger Using Hydrogen.
Although, that post wasn’t about cargo handling, it shows that the company thinks differently and I’m sure they can come up with a pollution-free container-handler to unload containers at night for companies like KraftHeinz.
Conclusion
Surely, if this freight movement were to be used regularly, the signalling changes and perhaps some concrete should be installed.
We need more cargo-handling experiments like this to get more trucks off the road.
The Anonymous Widower 