The Anonymous Widower

Will The East London Line Ever Get Six Car Trains?

On the East London Line yesterday, I was in the front car and it was noticeable how passengers moved backwards and forwards along the train so they could find a seat and also get in and out easily at the stations with short platforms, like Shadwell, Wapping, Rotherhithe and Canada Water.

Given that the busiest non-terminal stations in the future will probably be Shoreditch High Street, Whitechapel, Canada Water, New Cross Gate, Peckham Rye and Norwood Junction, all of which except Canada Water have longer platforms, I wonder if selective door opening would allow the Class 378 trains to run with six cars?

I also think that the extra cars could be found, if there were to be more new Class 710 trains for the North London Line and the five car Class 378 trains could be released.These might lose a car to become four car units and the released car could be used to lengthen the trains on the East London Line.

You would get equal numbers of four and six car trains with a number of five car trains. Two fours could run as eight-car services on a route with capacity issues.

The Class 378 trains might need an internal refresh to bring their interiors up to the standard of the Class 710 trains, which have passenger must-haves of wi-fi and power sockets.

However, running as eight cars, they would surely be a very acceptable train.

Currently, there are fifty-seven five-car Class 378 trains.

I estimate that to run the current four trains per hour (tph) service to four destinations on the East London Line needs twenty-eight trains.

Converting these to six-car trains would give a fleet of these trains.

  • 28 x four-cars
  • 28 x six-cars
  • 1 x five-car

If the four-car trains, always worked in pairs, this would give a useful fourteen eight-car trains to reinforce the Class 710 trains on West Anglia routes or develop new services.

The odd train would be a spare or it could be used on the Romford Upminster Line.

Transport for London’s plans for the London Overground are should in this table.

The updated frequencies to Crystal Palace and Clapham Junction would need thirty-six trains.

So to achieve this, some trains would need to donate two cars and there would be a fleet with perhaps this makup.

  • 28 x four-cars
  • 36 x six-cars
  • 8 x three-cars
  • 1 x five-car

If all services were to become six six-car trains per hour, then it gets even more complicated.

Conclusion

It will be interesting to see how London Overground, increase capacity in the coming years.

October 10, 2018 Posted by | Travel, Uncategorized | , , , | 2 Comments

Off To Kendal Today

I am currently in Liverpool and will be leaving for Kendal at about ten, so as it’s a roundabout route I shall probably arrive at about two.

July 20, 2018 Posted by | Uncategorized | Leave a comment

Stadler Flirt And Bombardier Aventra Tri-Modes Compared

In this post, I will assume that a tri-mode train is capable of the following.

  • Running using 25 KVAC overhead and/or 750 VDC third-rail  electrification.
  • Running using an on-board power source, such as diesel, hydrogen or Aunt Esme’s extra-strong knicker elastic.
  • Running using stored energy for a reasonable distance.

I would suggest that a reasonable distance for battery power would include routes such as.

  • Northallerton – Middlesbrough
  • Ashford – Hastings
  • Lancaster – Barrow
  • Preston – Burnley

Preferably, the trains should be able to go out and back.

The Stadler Flirt Tri-Mode

What we know about the Stadler Flirt Tri-Mode has been pieced together from various sources.

The tri-mode trains for South Wales and the Class 755 trains for East Anglia use the same picture as I pointed out in Every Pair Of Pictures Tell A Story.

This leads me to surmise that the two trains are based on the same basic train.

  1. Three or four passenger cars.
  2. A power-pack in the middle with up to four Deutz 16 litre V8 diesel engines.
  3. 25 KVAC overhead electrification capability.
  4. 100 mph operating speed.

This is a visualisation of the formation of the trains clipped from Wikipedia.

One of the routes, on which Greater Anglia will be using the trains will be between Lowestoft and Liverpool Street, which shows the versatility of these trains.

They will be equally at home on the rural East Suffolk Line with its numerous stops and 55 mph operating speed, as on the Great Eastern Main Line with its 100 mph operating speed.

South of Ipswich, the diesel engines will be passengers, except for when the catenary gets damaged.

In Tri-Mode Stadler Flirts, I said this.

I would expect that these trains are very similar to the bi-mode Stadler Flirt DEMUs, but that the power-pack would also contain a battery.

As an Electrical and Control Engineer, I wouldn’t be surprised that the power-pack, which accepts up to four Deutz diesel engines, can replace one or two of these with battery modules. This could make conversion between the two types of Flirt, just a matter of swapping a diesel module for a battery one or vice-versa.

Note that the three-car Class 755 trains for Greater Anglia have two diesel engines and the four-car trains have four engines.

In the July 2018 Edition of Modern Railways, there is an article entitled KeolisAmey Wins Welsh Franchise.

This is said about the Stadler Tri-Mode Flirts on the South Wales Metro.

The units will be able to run for 40 miles between charging, thanks to their three large batteries.

So could it be that the tri-mode Stadler Flirts have three batteries and just one diesel engine in the four slots in the power-pack in the middle of the train?

The Bombardier High Speed Bi-Mode Aventra

In the July 2018 Edition of Modern Railways, there is an article entitled Bi-Mode Aventra Details Revealed.

As is typical with Bombardier interviews, they give their objectives, rather than how they aim to achieve them.

In Bombardier Bi-Mode Aventra To Feature Battery Power, I said this.

The title of this post is the same as this article in Rail Magazine.

A few points from the article.

  • Development has already started.
  • Battery power could be used for Last-Mile applications.
  • The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
  • The trains will be built at Derby.
  • Bombardier’s spokesman said that the ambience will be better, than other bi-modes.
  • Export of trains is a possibility.

Bombardier’s spokesman also said, that they have offered the train to three new franchises. East Midlands, West Coast Partnership and CrossCountry.

Very little more can be gleaned from the later Modern Railways article.

Good Customer Feedback

Would they say anything else?

But Bombardier have claimed in several articles, that the Aventra has been designed in response to what operators and passengers want.

Performance

The Modern Railways article gives this quote from Des McKeon of Bombardier.

From the start we wanted to create a bi-mode which would tick all the boxes for the Department of Transport and bidders.

That means a true 125 mph top speed and acceleration which is equally good in both electric and diesel modes. We have come up with a cracking design which meets these criteria.

I also think it is reasonable to assume that the performance of the proposed trains is very similar or better to that of Bombardier’s Class 222 train, which currently run on the Midland Main Line.

After all, you won’t want times between London and the East Midlands to be longer.

Distributed Power

Distributed power is confirmed in the Modern Railways article, by this statwment from Des McKeon of Bombardier.

The concept involves underfloor diesel engines using distributed power.

But distributed power is inherent in the Aventra design with the Class 345 trains.

I found this snippet on the Internet which gives the formation of the nine-car trains.

When operating as nine-car trains, the Class 345 trains will have two Driving Motor Standard Opens (DMSO), two Pantograph Motor Standard Opens (PMSO), four Motor Standard Opens (MSO) and one Trailer Standard Open (TSO). They will be formed as DMSO+PMSO+MSO+MSO+TSO+MSO+MSO+PMSO+DMSO.

Eight cars are motored and only one is a trailer.

The snippet has a date of August 13th, 2016, so it could be out of date.

It would also appear that the Class 720 trains for Greater Anglia, which are built to cruise at 100 mph, do not have any trailer cars.

It will be interesting to observe the formation of the Class 710 trains, when they start running in the autumn.

Surely to have all these traction motors in each car must be expensive, but it must give advantages.

Perhaps, each motored car has a battery to handle the regenerative braking. This would minimise the power passed between cars, which must be energy efficient for a start.

Consider the following.

  • An MS1 car for a Class 345 train weighs 36.47 tonnes.
  • A typical car can accommodate a total of about 175 seated and standing passengers.
  • With bags, buggies and other things passengers bring on, let’s assume an average passenger weight of 90 kg, this gives an extra 15.75 tonnes.
  • Suppose the battery were to weigh a tonne
  • So I will assume that an in service MS1 car weighs 53.2 tonnes.

Calculating the kinetic energy of the car for various speeds gives.

  • 75 mph – 8.3 kWh
  • 90 mph – 12 kWh
  • 100 mph – 14.8 kWh
  • 125 mph – 23 kWh

Considering that the  Bombardier Primove 50 kWh battery, which is built to power trams and trains, has the following characteristics.

  • A weight of under a tonne.
  • Dimensions of under two x one x half metres.
  • The height is the smallest dimension, which must help installation under the train floor or on the roof.

I don’t think Bombardier would have trouble finding a battery to handle the regenerative braking for each car and fit it somewhere convenient in the car.

Underneath would be my position, as it is closest to the traction motors.

So just as traction is distributed, could the batteries and diesel power be distributed along the train.

Underfloor Diesel Engines

The full statement about what Des McKeon said, that I used earlier is as follows.

The concept involves underfloor diesel engines using distributed power, but that designing from scratch enabled Bombardier to fit these without having to substantially raise the saloon floor height on any of the vehicles.

When asked about which diesel engines would be used, Mr. McKeon also confirmed that there were at least two potential suppliers, and that the diesel engines fitted would comply with the latest and highest emissions standards.

Conversion to pure electric operation is also a key design feature, with the ability to remove the diesel engines and fuel tanks at a later date, if they were no longer required.

One of my customers fror data analysis software, was Cummins, who have supplied Bombardier with diesel engines in the past. One thing that impressed me, was that they have an ability to reposition all the ancillaries on a diesel engine, so that, if required for a particular application, it could be fitted into a confined space.

I believe from what I saw, that Cummins or one of the other diesel engine manufacturers could supply a low-height diesel engine with an adequate power level to fit under the car floor without raising it by an unacceptable amount.

If you travel on one of London’s New Routemaster buses and sit in the back seat downstairs, at times you can just about hear the diesel engine, which is placed under and halfway-up the stairs, as it starts and stops. But generally, the engine isn’t audible.

A typical Volvo double-decker bus like a B5TL, is powered by a 5.1 litre D5K-240 engine, which is rated at 240 bhp/177 kW.

By contrast, the New Routemaster is powered by a Cummins ISBe engine with a capacity of 4.5 litres and a rating of 185 bhp/138 kW. One of the major uses of a larger 5.9 litre version of this engine is in a Dodge Ram pickup.

The two buses do a similar job, but the New Routemaster uses twenty percent less power.

The saving is probably explained because the New Routemaster is effectively a battery bus with regenerative braking and a diesel engine to charge the battery.

I am led to the conclusion, that Bombardier plan to fit an appropriately sized diesel engine under the floor of each car in the train.

Bombardier built the 125 mph Class 222 train, which have a 19-litre Cummins QSK19 engine rated at 750 bhp/560 kW, in each car of the train. I can’t find the weight of a car of a Class 222 train, but that for a similar 220 train is around 46.4 tonne, of which 1.9 tonnes is the diesel engine.

Applying the same logic, I can calculate the energy for a single-car of a Class 222 train.

  • A typical car weighs 46.4 tonnes.
  • A typical car can accommodate a total of about 75 seated and standing passengers.
  • With bags, buggies and other things passengers bring on, let’s assume an average passenger weight of 90 kg, this gives an extra 6.75 tonnes.
  • So I will assume that an in service car weighs 53.2 tonnes.

Remarkably, the weight of the two cars is the same. But then the Aventra has more passengers and a heavy battery and the Class 22 train has a heavy diesel engine.

As both trains have the same FLexx-Eco bogies, perhaps the car weight is determined by the optimum weight the bogies can carry.

Calculating the kinetic energy of the car for various speeds gives, these figures for a single car of a Class 222 train.

  • 75 mph – 8.3 kWh
  • 90 mph – 12 kWh
  • 100 mph – 14.8 kWh
  • 125 mph – 23 kWh

I will also adjust the figures for the proposed high speed bi-mode Aventra, by adding an extra tonne to the weight for the diesel engine and fuel tank.

This gives the following figures for a tri-mode 125 mph Aeventra.

  • 75 mph – 8.5 kWh
  • 90 mph – 12.1 kWh
  • 100 mph – 15 kWh
  • 125 mph – 23.5 kWh

Note that increase in speed is much more significant, than any increase in weight of the car, in determining the car energy.

I will now look at how the high speed bi-mode Aventra and a Class 222 train, running at 125 mph call at a station and then accelerate back to this speed after completing the stop.

The high speed bi-mode Aventra will convert the 23.5 kWh to electrical energy and store it in the battery.

After the stop, probably eighty percent of this braking energy could be used to accelerate the train. I m assuming the eighty percent figure, as regenerative braking never recovers all the braking energy.

This would mean that to get back to 125 mph, another 5.1 kWh would need to be supplied by the diesel engine.

In contrast the diesel engine in the car of the Class 222 train would need to supply the whole 23 kWh.

As the time to accelerate both trains to 125 mph will be the same, if Bombardier are to meet their probable objective of similar performance between the following.

  • Bi-mode Aventra in electric mode
  • Bi-mode Aventra in diesel mode.
  • Class 222 train.

This means that the size of diesel engine required in the bi-mode Aventra’s diesel in each car is given by.

560 * 5.1/23 = 124 kW or 166 bhp.

The quiet Cummins ISBe engine with a capacity of 4.5 litres and a rating of 185 bhp/138 kW from a New Routemaster bus, would probably fit the bill

Could we really be seeing a 125 mph bi-mode train powered by a posse of Amrican pick-up truck engines?

The mathematics say it is possible.

If you think, I’m wrong feel free to check my calculations!

Last Mile Operation

The Modern Railways article, also says this about last mile operation.

The option for last-mile operation or for using this technology through short sections, such as stations will also be available, although Mr. McKeon said this is not in the core design.

I think there is more to this than than in the words.

The South Wales Metro is making extensive use of discontinuous electrification to avoid the need to raise bridges and other structures. I said more in More On Discontinuous Electrification In South Wales.

The ability to run on a few hundred metres of overhead rail or wire, without any power would be very useful and allow electrification to be simplified.

Imagine too a section of line through a Listed station or historic landscape, where electrification would be difficult for heritage reasons.

The train might glide silently through on battery power, after lowering the pantograph automatically. It would raise automatically, when the electrification was reached on the other side.

And then there’s all the depot and stabling advantages, of using batterry power to cut the amount of electrification and improve safety.

Future Fuels

The Modern Railways article, also says this about future fuels.

Mr McKeon said his view was that the diesel engines will be required for many years, as other power sources do not yet have the required power or efficiency to support inter-city operation at high speeds.

Running at high speeds in itself is not the problem, as a train with good aerodynamics and running gear will run easily without too many losses due to friction.

The biggest use of traction energy will be accelerating the train up to operating speed after each stop.

It is too early yet to judge whether fuels like hydrogen will be successful, but other areas will improve and make trains more efficient.

  • Improved aerodynamics.
  • Better traction motors.
  • Better batteries with a higher energy storage per kilogram of battery weight.
  • More efficient, quieter and less polluting diesel engines.
  • More intelligent control systems for the train and to inform and assist the driver.

I also think there is scope for electrifying sections of track, where energy use is high.

Interior And Passenger Comfort

The Modern Railways article finishes with this paragraph.

In terms of the interior, Mr. Mckeon said the aim was to offer passenger comfort to match that on an EMU. The key elements of this are to have less vibration, less noise and an even floor throughout the passenger interior.

I believe my calculations have shown that using batteries to handle regenerative braking, substantially reduces the size of the diesel engines required, to about that of those in a serial hybrid bus, like a New Routemaster.

These smaller engines are much quieter, with much less noise and vibration.Their smaller size will also make  designing a train with a uniform even floor a lot easier.

Comparing The Two Trains

Operating Speed

The maximum operating speed of the two trains is as follows.

  • Tri-Mode Stadler Flirt – 100 mph
  • High Speed Bi-Mode Aventra – 125 mph

This would appear to be a point to Bombardier. But could the speed of the tri-mode Stadler Flirt be increased?

125 mph Flirt EMUs do exist, but these don’t have the power pack in the middle, which may have the capability to introduce unwelcome dynamics into the train.

On the other hand, the high speed bi-mode Aventra, is dynamically at least, very much a conventional non-tilting high speed train., even if the way the train is powered is unconventional.

UK high speed trains have generally been capable of greater than 125 mph.

  • The InterCity 125 set the world record for a diesel train at 148 mph, on the first of November 1987.
  • The InterCity 225 was designed to run at 140 mph (225 kph) with in-cab signalling.  In 1989, one train achieved 161 mph.
  • Class 395 trains regularly run at 140 mph on HS1 and have run at 157 mph.
  • Class 800, Class 801 and Class 802 trains are all designed to run at 140 mph with in-cab signalling.

I can’t help thinking that Bombardier’s engineers know a way of obtaining 140 mph out of their creation.

Calculation shows that the kinetic energy of one car of a high speed bi-mode Aventra travelling at 140 mph is 30 kWh, which is still easy to handle, in a train with a battery and a diesel engine in each car.

Could this train be the ideal classic-compatible train for High Speed 2?

Battery Range

I said earlier that the range of the Tri-Mode Stadler Flirt will be forty miles on batteries.

So how far will Bombardier’s high speed bi-mode Aventra go on full batteries?10 and 17

I speculated that these trains are formed of cars with a 50 kWh battery and a small diesel engine of about 124 kW in each car.

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

So the range could be somewhere between 10 and 17 miles.

But the more efficient the train, the greater the distance.

Reducing energy consumption to 2 kWh per vehicle mile would give a range of 25 miles.

Adding More Cars

Adding more cars to an Aventra appears to be fairly easy, as these trains can certainly be ten-car units.

But doing this to a Tri-Mode Stadler Flirt may be more difficult due to the train’s design. Five or possibly six cars might be the limit.

 

 

 

 

 

 

June 30, 2018 Posted by | Travel, Uncategorized | , , | Leave a comment

£100m Rail Test Complex Plans For Neath Valley

The title of this post, is the same as that of this article on the BBC.

This is the first three paragraphs.

Plans for a £100m rail testing complex to work on next generation train technology have been revealed in south Wales.

It is at an early stage but it could be built on the site of a mothballed opencast mine in Neath Port Talbot.

The preferred option would be to site it at the mothballed opencast mine at Nant Helen near the border with Powys and at the coal washery site next door at Onllwyn, which is still operational.

This Google Mao shows the masssive opencast mine near the village of nOnllwyn.

Note the rail connection at the Northern side of the mine.

Onllwyn has a Wikipedia entry, which says this.

With over 200 years of coal mining behind it, the parish was once home to five pits that employed hundreds of men. Now all that remains is a coal washery and coal processing plant. On the route of the former Neath and Brecon Railway, a freight only routes exists to the coal washery from the South Wales Main Line at Neath.

So at least it’s swapping an old industry, with one that could have a very sparking future.

As I said in Talgo Explores Options For Building UK Test Track.

So perhaps we do need another convenient test track!

The site would be even more convenient, if the South Wales Main Line were to be electrified, through Neath to Swansea.

 

 

June 25, 2018 Posted by | Uncategorized | , | 2 Comments

The East London Line In 2030

The East London Line was opened in May 2010 using pieces of redundant infrastructure in the East of London.

Modern additions were added.

A new fleet of Class 378 trains were purchased and services began between two Northern and four Southern destinations, at a frequency of four trains per hour (tph).

Looking back just over eight years later, the line has been an overwhelming success.

East London Line Capacity

The proof of this success surely is shown in the increasing capacity of the line since 2010.

The Class 378 trains have got longer.

  • In 2010, they started at just three cars.
  • They were soon extended to four cars.
  • In 2016, all trains became five cars.

The trains could go to six cars, but there are platform length issues, that make five cars the current limit.

On the other hand, selective door opening could be used, which works so well with walk-through trains.

Now, Transport for London are going to increase frequencies on the line.

  • In 2018, an additional two tph will run between Dalston Junction and Crystal Palace stations.
  • In 2019, an additional two tph will run between Dalston Junction and Clapham Junction stations.

This would give twenty tph between Dalston Junction and Surrey Quays stations.

Given that Crossrail and Thameslink will handle twenty-four tph in their central tunnels, I suspect that to have the same frequency on the East London Line would not be impossible.

Developments That Will Happen

These developments will happen, that will affect the East London Line.

Crossrail

The Whitechapel station interchange with Crossrail will become the Jewel in the East, as it will give access to Canary Wharf, the West End, Stratford, Liverpool Street, Paddington and Heathrow to all those (like me!), who live along the East London Line.

As both lines will have train frequencies of at least twenty tph, you should never wait more than a few minutes for your train.

I can see, the number of passengers changing between Crossrail and the East London Line being very high.

  • For many travellers it will be their quickest way to Crossrail.
  • The Class 378 trains are more passenger-friendly than Thameslink’s Class 700 trains, which are best avoided, by those with sensitive posteriors.
  • Whitechapel station gives access to both the Eastern branches of Crossrail.
  • All East London Line services call at Whitechapel.

My scheduling experience says that the frequency of trains on Crossrail and the East London Line should be the same, to smooth travellers passage through the station.

So expect Crossrail to eventually push the East London Line to twenty-four tph.

Increased Frequencies On The Underground

The Sub-Surface Lines of the London Underground are being re-signalled, which will mean more capacity, where the District and Metropolitan Lines interchange with the East London Line at Whitechapel station.

There could also be improvements on the Jubilee Line, where it meets the East London Line at Canada Water station.

I doubt we’ll see more improvement to the Victoria Line, as you can only extract blood from a stone for a limited period.

It is also probably true, that Dear Old Vicky needs some relief.

New South Eastern Franchise

The new South Eastern Franchise will be awarded in August 2018, with the new incumbent taking over in December 2018.

The current Southeastern services have little interaction with East London Line services, except at New Cross station, where the following services call.

  • Southeastern – Northbound – Eight tph to Cannon Street via London Bridge.
  • Southeastern – Southbound – Eight tph to Lewisham via St. John’s.
  • Overground – Four tph to and from Dalston Junction.

New Cross is a good interchange for travelling to and from South East London and I suspect the new franchise will only make it more useful.

New Trains On The Northern City Line

The Northern City Line has been ignored for decades and in my view it is a disgrace with elderly Class 313 trains, dirty, dark and dingy stations and unmotivated staff, who seem abandoned by their employers.

If ever there is a line that should join the Overground, it is this one!

At least, the line is getting new Class 717 trains, which will bring the following.

  • Modern trains with wi-fi and hopefully comfortable seats.
  • Increased capacity.
  • Up to twelve tph between Moorgate and Alexandra Palace stations via Highbury & Islington and Finsbury Park stations.
  • More passengers to the East London Line at Highbury & Islington station.
  • A direct cross-platform and step-free link for the Victoria Line to Crossrail.

Planners do not seem to have realised the effects these new trains will cause in North London and at Highbury & Islington station in particular.

North London Line Improvements

In the next few years, there will be improvements on the North London Line.

All these improvements will bring more passengers to the East London Line and put more pressure on Highbury & Islington station.

Property Development Along The East London Line

Only two stations on the East London Line; Dalston Junction and Shoreditch High Street, were designed to have development on top.

Dalston Junction station has now been virtually fully developed and only now are tower blocks starting to grow around and on top of Shoreditch High Street station.

The City of London will also expand to the East, which will mean more offices and housing clustered around stations like Whitechapel, Shadwell and Canada Water.

Property developent will greatly increase the ridership of the East London Line.

Rebuilding Of Highbury & Islington Station

Many travellers in East London, use the Overground to get to Highbury & Islington station for access to the Underground.

The below ground section of this station needs substantial improvement with a second entrance, more escalators and lifts.

Plans get talked about, but nothing happens.

I believe that the new Class 717 trains on the Northern City Line could be the straw that breaks the camel’s back, as they will bring more travellers to the station.

But on the other hand the existing cross-platform interchange with the Victoria Line, might mean that less travellers need to go to and from the surface.

I have this feeling, that a rebuilt Highbury & Islington station will happen before 2030 and would attract more travellers to the East London Line.

Developments That Could Happen

These developments could happen, that will affect the East London Line.

Bakerloo Line Extension To Lewisham

I believe extending the Bakerloo Line to Lewisham station is more likely to happen than Crossrail 2 and if it was built it would connect to the East London Line at New Cross Gate station.

This map shows the extension.

I believe that the East London Line and the extended Bakerloo Line will complement each other.

  • The Bakerloo Line will probably have at least twenty tph between Queen’s Park and Lewisham stations via Waterloo, Oxford Circus and Baker Street stations.
  • The East London Line will have at least six tph between Highbury & Islington and Crystal Palace stations and four tph between Highbury & Islington and West Croydon stations.
  • New Cross Gate is currently a step-free station, so I suspect it will be a very smooth interchange.

Connections between South East and the whole of North London will be substantially improved.

Brockley Interchange

It has been suggested that Brockley station be connected to the line between Nunhead and Lewisham stations, which crosses over the station.

Wikipedia says this about the connection.

At the London end the line is crossed by the Nunhead to Lewisham line. At this location adjacent to Brockley station was sited Brockley Lane station which closed in 1917 with the original London, Chatham and Dover Railway branch to Greenwich Park. The connection of that line to Lewisham is a later development. The possibility of opening platforms on this line with direct access to Victoria Station and the Bexleyheath Line to Dartford has often been suggested but is currently low on TfL’s priorities.

In some ways the Bakerloo Line extension to Lewisham does a similar job in connecting the East London Line to Lewisham, but at a much higher frequency.

Another problem with the Brockley Interchange is that there are only two tph between Victoria and Lewisham, that pass over Brockley station and does the capacity at Lewisham station exist to allow this to be increased to a viable frequency, that would make building Brockley Interchange an interchange worth building?

Crossrail 2

Will Crossrail 2 be built or even started before 2030?

I personally doubt it, unless Brexit is an unqualified success and the project is privately-funded.

There are also other projects that might lower the need for Crossrail 2 and allow it to be delayed to beyond 2030.

Extension Of East London Line Services Along The North London Line

I can remember reports, when the London Overground was created, that suggested that some East London Line services, might be extended to the West, possibly to Willesden Junction station.

I think there are two major problems.

  • Trains going West from Highbury & Islington station from the East London Line could stop in Platform 1 or 2 and go straight through on their way to Clendonian Road & Barnsbury station. But those going the other way would probably need to cross tracks on flat junctions!
  • Where is the suitable bay platform to turn the trains?

On the other hand, many passengers would find it useful, as it would avoid a change at Highbury & Islington station.

Penge Interchange

This map from carto.metro.free.fr shows the lines through Penge West and Penge East stations.

The two stations are a valid out-of-station interchange, but neither is step-free.

Penge East station could be difficult to make step-free, as the footbridge is listed.

I think that it is one of those structures that Network Rail wouldn’t miss, if it was decided to install it at the National Railway Museum.

Could this be one of the reasons, why it has been suggested that a new station be built, where the lines through the two Penge stations cross.

  • It could be fully step-free.
  • The station would be built on railway land.
  • It would have four tph between Victoria and Bromley South stations.
  • It would have four tph between Highbury & Islington and West Croydon stations.
  • It would have two tph between London Bridge and Caterham stations
  • It might also be possible to have platforms on the Crystal Palace branch, thus adding six tph between Highbury & Islington and Crystal Palace. stations.
  • The station could have Thameslink platforms.

Note that the Penge Interchange offers four tph to and from Victoria, whereas the Brockley Interchange only offers a measly two tph.

Penge Interchange might allow the two older Penge stations to be closed.

Shoreditch High Street Connection To The Central Line

The Central Line passes directly underneath Shoreditch High Street station, as this map from carto.metro.free.fr shows.

Note the reversing sidings at Liverpool Street station in the South-West corner of the map.

Wikipedia says this about the possibility of creating an interchange.

There have also been discussions of creating an interchange with the Central line between Liverpool Street and Bethnal Green which runs almost underneath the station. However, this would not be able to happen until after the Crossrail 1 project is complete, due to extreme crowding on the Central line during peak hours.

Consider.

  • Liverpool Street to Bethnal Green is one of the longest stretches on the Underground without a station.
  • There is a lot of  residential and housing developments, being proposed for around Shoreditch High Street station.
  • Large numbers of passengers use the East London Line to get to Highbury & Islington station for the Underground. Would a Shoreditch High Street connection take the pressure off?
  • It could give East London Line travellers, a single-change connection to Liverpool Street, Bank, St. Paul’s, Chancery Lane and Holborn stations.

For construction and operational reasons, the decision to create this connection will not be taken until Crossrail is fully open.

I suspect passenger statistics will play a large part in the decision.

Southeastern Connections

Southeastern has three main terminals in London.

  • Cannon Street – Jubilee and Northern Lines
  • Charing Cross – Circle and |District Lines
  • Victoria – Circle, District and Victoria Lines.

But they also serve other stations in South London with good connections.

  • Abbey Wood – Crossrail
  • Greenwich -DLR
  • Lewisham – DLR and possibly Bakerloo Line
  • London Bridge – Jubilee and Northern Lines and Thameslink
  • New Cross – East London Line
  • Woolwich Arsenal – DLR

The rebuilding of London Bridge station has probably improved connectivity, but are further improvements needed?

Two of the possible improvements to the East London Line; the Brockley and Penge Interchanges will connect current Southeastern services to and from Victoria to the East London Line.

Would the new South Eastern franchise like a connection to the East London Line?

  • ,Passengers to and from East London surely have have an easier route, than going to Victoria and then using the Underground!
  • Passenger numbers at Victoria might be marginally reduced
  • Both new interchanges would give a route to Crossrail at Whitechapel, which is not an easy connection to and from Victoria.
  • I have looked at timings and it appears that the Whitechapel route is perhaps five minutes slower to the West End or Paddington, but perhaps a dozen minutes faster to the Northern part of the City of London.

It is my view, that if Penge Interchange is built, then Brockley Interchange could be forgotten.

Thameslink Improvements

With all the money spent on Thameslink, it is likely that Network will want to maximise their investment by running as many trains as possible on the route.

Currently, the plan is for twenty-four trains an hour through the central tunnel, which then split as follows.

  • Eight tph via Elephant & Castle
  • Sixteen tph via London Bridge of which twelve tph continue to East Croydon.

It would also appear that there are another five tph between London Bridge and East Croydon, but only one tph runs on the fast lines.

So there would appear to be plenty of capacity between London Bridge and East Croydon stations, even if the central tunnel frequency on Thameslink were to be upgraded to thirty tph.

I think we might see a bit of sorting out of Thameslink to minimise some of the problems, that became evident after the May 2018 timetable change.

A problem I have, which I share with the millions in East London, is that it is difficult to get to Gatwick Airport, as there is no common station between the East London Line and Thameslink.

  • If the Penge Interchange is built, should Thameslink trains stop at the station?
  • When the Bakerloo Line is extended to New Cross Gate station, should Thameslink trains stop at the station?
  • Should all slow trains on the line be run by the London Overground?
  • Should all fast trains on the line be run by Thameslink?

Thameslink could be so much more useful.

West Croydon Or East Croydon

From a personal point of view, when I go to Croydon, I want to get to East Croydon station, as I’m usually taking a train to the South Coast or Gatwick Airport.

  • Inevitably, I end up taking a tram from West Croydon to East Croydon station.
  • Ging the other way is more difficult, as I inevitably get lost trying to find West Croydon station.
  • Although, there are now some trams at East Croydon only going to West Croydon.
  • Trains to the North of Penge West station, never seem to be very full.
  • East Croydon station is more important than West Croydon station.

So would it be better if the East London Line trains went to East Croydon?

The problem is that there is no space in East Croydon station.

Perhaps two new platforms could handle both East London and West London Line services.

West London Line services should also be run by the London Overground, as was proposed by Chris Gibb, as I wrote about in Gibb Report – East Croydon – Milton Keynes Route Should Be Transferred To London Overground.

I would do the following.

  • Sort out Victoria and Thameslink services at East Croydon station, so that all Northbound and Southbound services used a separate pair of platforms, with one platform face for Thameslink and the other for Victoria services.
  • If possible, move services like London Bridge to Uckfield to Thameslink.
  • Put a pair of terminal platforms under the Thameslink and Victoria services platforms, connected to these platforms by escalators and lifts.
  • Most of the tunneling would be under railway property North of East Croydon station.
  • These platforms could probably handle up to six trains per hour (tph) each.
  • It would be possible to run six tph between Highbury and Islington and East Croydon stations.
  • The West London Line could have a highly desirable four tph to the mega-station at Old Oak Common.
  • It might even be possible to use the platforms for service recovery on Thameslink.
  • It could release the pressure on the difficult Windmill Bridge Junction, which is a bit of a bottleneck.

It would be costly, but planned properly, I believe it could be created without any major disruption to the existing East Croydon station.

It would create a simple one-change link between Gatwick Airport, Brighton and other South Coast destinations to the following.

  • Through services to London Bridge, St. Pancras and Victoria.
  • East London Line services to East London and Whitechapel for Crossrail for the City, Central London and Shenfield.
  • West London Line services to West London and Old Oak Common for High Speed 2, West Coast Main Line and Crossrail for Heathrow and Reading.

Capacity at East Croydon would probably be increased.

Conclusion

The East London Line will get better and better.

 

 

June 23, 2018 Posted by | Travel, Uncategorized | , , , , , , , , , , | Leave a comment

England’s First Victory In The 2018 World Cup

This article on the BBC is entitled The Lawnmower Firm Planning World Cup Pitch Invasion.

This is said.

A business is working on its largest ever order – supplying lawnmowers for the World Cup in Russia.

Allett Mowers is providing 185 machines to stadia.

We may not be the best at football, but we could be the best at mowing.

June 14, 2018 Posted by | Sport, Uncategorized | , , | Leave a comment

Poole Level Crossing

This a video from Network Rail.

Poole High Street LX Hall of Shame

June 13, 2018 Posted by | Uncategorized | , | 3 Comments

Walthamstow Central Tube Station To Receive £15m Improvement

The title of this post, is the same as that of this article in the Waltham Forest Guardian.

This is the first two paragraphs.

Walthamstow Central tube station has been allocated £15 million for improvements, but only if the controversial Walthamstow Mall redevelopment goes ahead.

New plans for the station include installing step-free access and a creating a new entrance.

That would surely get rid of the servere overcrowding that is experienced in Walthamstow Central station.

Overcrowding At Walthamstow Central Station

I often go to Walthamstow, at the tail end of the Evening Peak.

I have two routes.

  1. Take a bus to Highbury and Islington station and then use the Victoria Line.
  2. Take a bus to Hackney Downs station and then use the Chingford Line of the London Overground.

I always use the second route, as the two escalators at Walthamstow Central station can’t cope with the Victoria Line’s increased frequency of thirty-six trains per hour.

What makes matters worse is that all trains, except those going to and from the depot at Northumberland Park, run the whole length of the line between Brixton and Walthamstow Central stations.

Running this service on Dear Old Vicky, is one of the great engineering achievements on Metros around the world, but it means that passengers are finding some of the Victoria Line stations are inadequate. Walthamstow Central is one of them!

Another factor, that doesn’t help, is the excellent Walthamstow bus station. It is the third busiest in London and I’m sure it attracts more travellers to the rail and tube stations.

It is my belief, that the increase in train frequency and the building of the new bus station are the major cause of increasing overcrowding in the station.

It is worth noting that in 2016, the tube station handled nearly twenty-three million passengers with just two platforms and an up and a down escalator. By comparison, Cannon Street station, handled the same number of passengers with seven platforms and level access.

To be fair to Transport for London, they have sorted the gate lines at the station, but that still leaves the escalators severely overcrowded at times.

I actually can’t understand, why they haven’t replaced the middle staircase with a third escalator, as they have at Brixton, where there are also lifts.

Overcrowding Could Be Getting Worse!

Some transport improvements, that will happen in the next year or two,, will affect passenger numbers at Walthamstow Central station.

New Trains On The Chingford Line

The current Class 315 and Class 317 trains will be replaced by new Class 710 trains.

  • These will have the same number of carriages, but they will have a higher capacity, due to better design and being walk-through trains.
  • They will also have wi-fi and 4G available, if they follow the lead of the closely-related Class 345 trains.
  • Their operating speed has not been disclosed, but that of the Class 345 train is 90 mph, which is fifteen mph faster than a Class 315 train.
  • Their modern design will also allow them to save a minute or two at each of the seven stops.

The performance improvement may allow a more intense service.

The trains will certainly attract more passengers, as quality new trains always do!

  • Will the new trains generate more new passengers, than any forecaster dreamt was possible?
  • Will more passengers be attracted to stations North of Walthamstow Central and change to the Victoria Line?
  • Will some passengers change from using the Victoria Line to the Chingford Line?

Bear in mind, that new trains on the North London Line, started in 2010 with three-car trains running at six trains per hour (tph). They are now up to five-car trains running at eight tph. This is an capacity increase of over 120%.

On balance, I suspect that some of these factors will cancel each other out. But who knows?

New Trains On The Northern City Line

The geriatric Class 313 trains working the Northern City Line are being replaced by new Class 717 trains.

  • These new trains will offer higher frequencies and more capacity.
  • They will use 2+2 seating.
  • They will have wi-fi and power sockets.

Services on the Northern City Line have a cross-platform step-free interchange with the Victoria Line at Highbury & Islington station, so I believe the route will be increasingly used by passengers between the Walthamstow/Chingford area and the City of London.

Undoubtedly, it will increase passengers using the escalators at Walthamstow Central station.

New Trains On The Gospel Oak To Barking Line

The current two-car Class 172 trains on the Gospel Oak To Barking Line, are being replaced by four-car electric Class 710 trains.

  • The new trains will double capacity.
  • They will have better passenger facilities.
  • They will be more environmentally-friendly.

These trains could encourage travellers to use the quieter Walthamstow Queen’s Road station, instead of the very busy Walthamstow Central station.

Stratford To Meridian Water

This project will add a third track to the West Anglia Main Line and allow a four tph service between Stratford station and the new station at Meridian Water with stops at Lea Bridge, Tottenham Hale and Northumberland Park stations.

I have no view on how successful, this new line will be and how it will affect traffic on the Victoria line.

Crossrail

When you discuss transport provision in London, there is always a herd of elephants in the room!

Crossrail will change everybody’s journeys!

Crossrail will create a high-capacity fast route between Heathrow and Canary Wharf via Paddington, the West End and the City of London.

So how will those in Walthamstow and Chingford tie into this new high-capacity line?

In my view a direct link to Stratford is needed, which could be created by reinstating the Hall Farm Curve.

The World Ducking And Diving Championships

East Londoners would undoubtedly win the World Ducking-And-Diving Championships, if one were to be held.

Network Rail and Transport for London, are creating the ultimate training ground in North-East London.

Most people do a number of common journeys over time.

They get to know the best routes for these journeys dependent on various factors, like the time of day, weather and whether they are carrying heavy shopping.

For most people though, choosing the route for a particular day’s journey will not be process that can be written down, that might be more determined by random factors.

I for instance, will often choose my route, based on the first bus that comes along, even if it is not usually the quickest route.

To make journeys easier, through a network like North-East London, you need the following.

  • As many links as possible.
  • As few bottlenecks as possible.

These rules will allow the passengers to flow freely.

Passengers like water automatically find the quickest way from A to B.

Improvements In North-East London

There are various improvements in alphabetical order, that are proposed, planned or under construction for North-East London

Bicycle Routes Across The Lea Valley

The Lea Valley has a lot of green space and I have seen plans mentioned to create quiet cycling routes across the area.

It should also include lots of bikes for hire.

Hall Farm Curve

I mentioned this earlier and by building it to link Walthamstow and Stratford, it would enable direct access from Walthamstow and Chingford to the the following.

  • Olympic Park and Stadium.
  • The shops at Eastfield.
  • Crossrail
  • Docklands Light Railway
  • Jubilee and Central Lines
  • Highspeed serevices to Kent.
  • Continental services, if in the future, they stopped at Stratford.

It is a massive super-connector.

More Bus Routes

It may be that more bus routes or even stops are needed.

As an illustration of the latter, when the Walthamstow Wetlands opened, bus stops were provided.

New Stations

The new station at Meridian Water will add a new link to the transport network.

Two new stations on the Chingford Branch Line have also been proposed, which I wrote about them in New Stations On The Chingford Branch Line.

New stations are a good way to add more links in a transport network.

I shall be interested to see how many passengers the rebuilt Hackney Wick station attracts, when West Ham United are at home.

Northumberland Park Station

Northumberland Park station is being rebuilt with full step-free access, to provide better rail access to the new White Hart Lane Stadium.

Step-Free Access At Stations

Progress is being made, but there are still some truly dreadful access problems at some stations in East London.

Clapton, St. James Street, Seven Sisters, Stamford Hill and Wood Street certainly need improvement.

Tottenham Hale Station

Tottenham Hale Station is being rebuilt to give it full step-free access and a new entrance.

As this station handles well over ten million passengers a year, it is a good place to start.

Walthamstow Central Station

Walthamstow Central station is almost last in this alphabetical list.

It is probably, the second most important transport hub in North-East London and it does handle nearly thirty million passengers a year if the National Rail and Underground figures are combined.

But, is it treated last by the planners?

Walthamstow Wetlands

This massive urban nature reserve opened last year and its importance will only grow in the years to come.

Will transport links need to be added to the Wetlands?

West Anglia Main Line Four-Tracking

Stansted Airport will grow and to get proper rail access to the airport, the long promised four-tracking of the West Anglia Main Line will happen.

  • There will be two fast tracks for Cambridge, Stansted and possibly Norwich services.
  • There will be two slow tracks for local services up the Lea Valley to Broxbourne, Hertford East and Bishops Stortford.

Broxbourne station and the rebuilt Tottenham Hale station, will be the interchanges between fast and slow services.

Four-tracking will open up the possibility of lots more services up the Lea Valley.

There has been rumours, that Greater Anglia would like to open up a service between Stratford and Stansted. But that would be just for starters.

Liverpool Street station is full, but there is space at Stratford if the High Meads Loop under the shops and housing at Stratford is used, just like it was a few years ago.

The West Anglia Main Line could be turned into a high-capacity main line into London with two London terminal station; Liverpool Street and Stratford.

  • Both termini would be connected to Crossrail.
  • Liverpool Street connects to Central, Circle, Hammersmith and City and Metropolitan Lines.
  • The massive Liverpool Street-Moorgate Crossrail station will connect to the Northern and Northern City Lines.
  • Stratford connects to fast Kent services and Central and Jubilee Lines.

Will passengers for places like the West End get a fast train to Crossrail, rather than change for the Victoria Line at Tottenham Hale.

Conclusion

North-East London’s transport network is going to get better and better!

Note that I haven’t mentioned Crossrail 2! I doubt, this will be built before 2040!

 

 

 

 

 

May 29, 2018 Posted by | Travel, Uncategorized | , , , , , , , , , , , | 2 Comments

On My Way To Amsterdam On Eurostar!

Not very stressful!

May 15, 2018 Posted by | Uncategorized | 3 Comments

TPE Pledges Capacity Boost With Class 68/Mk 5A Sets

The title of this post is the same as that of an article in Issue 851 of Rail Magazine.

It adds a few extra details to those, that I wrote about in Nova 3 On The Test Track.

This information is revealed.

The Route

The TransPennine Express fleet will run on the Liverpool Lime Street-Manchester Airport-Scarborough/Middlesbrough Routes, replacing three car Class 185 trains.

Train Length

Each Mark 5A car has a length of 22.2 or 22.37 metres.

Adding on the Class 68 locomotive gives a train length of 131.84 metres.

This compares with a train length for the Class 185 train of 71.276 metres.

It means that two Class 185 trains working together, which is current practice, are longer than the new fleet.

This must limit platform and depot modifications.

The Capacity

The number of seats on the two trains are as follows.

  • Class 185 train – 15 First Class – 165 Second Class
  • Class 68/Mk 5A sets – 30 First Class – 261 Second Class

This gives twice as many seats in First Class and nearly sixty percent more in second.

Both trains seem to have around sixty seats in each car.

Technical Characteristics

The Rail Magazine article gives several technical characteristics.

  • Each coach has two passenger doors, except the First Class coach which has one.
  • There is Selective Door Opening controlled by GPS.
  • Door controls are in the Driver Trailer and Class 68 cans, which the driver controls.
  • Two door control panels are in every vehicle for usde by the conductor.
  • Wheel Slip Protection is fitted.
  • Automatic passenger counting is provided.
  • Wi-fi is fitted.

The trains have a high specification.

 

 

 

 

May 8, 2018 Posted by | Travel, Uncategorized | , , , | Leave a comment