Network Rail Prepares To Send Four Trains A Night Through Suffolk To Sizewell
The title of this post, is the same as that of this article on the East Anglian Daily Times.
These are the first two paragraphs.
There will be improvements to the East Suffolk Line between Ipswich and Saxmundham and to the little-used Leiston branch line which will become busier with up to four trains a night carrying construction materials to the Sizewell C site.
However there are no plans at present to create a new passing loop at Wickham Market which would be needed to allow construction trains to travel by day so most of these trains will have to use the line at night.
Note.
- Trains access the Sizewell site from Saxmundham junction on the East Suffolk Line.
- Between Saxmundham and Halesworth stations is double track.
- With the exception of a passing loop at Beccles station between Halesworth and Lowestoft stations is single track.
- Saxmundham junction and Lowestoft station is 26.2 miles.
- Between Saxmundham and Woodbridge stations is mainly single track.
- Between Woodbridge and Ipswich stations is double track.
- Saxmundham junction and Ipswich station is 22.8 miles.
It is a classic line, that was partly singled by British Rail to try and cut operating costs.
A passing loop at Wickham Market could make operation of the line easier.
- The last train in the evening leaves Saxmundham station at around 23:00 for Lowestoft.
- The first train in the morning leaves Saxmundham station at around 06:00 for Ipswich and Harwich International.
This would give a seven hour window in which to move four trains out of the Sizewell site and four trains in.
This OpenRailwayMap shows Ipswich Yard which is a set of freight sidings to the North of Ipswich station.
Note.
- The orange tracks are the Great Eastern Main Line.
- Ipswich station is just off the map to the South-East.
- The yellow track in the North-West corner is the East Suffolk Line to Saxmundham and Sizewell.
- The black lines diagonally across the map is Ipswich Yard, where wait if required, when coming out or going into the Port of Felixstowe.
I would expect that trains destined for Sizewell will wait in Ipswich Yard before being moved in at night.
These are my further thoughts.
Moving Trains Into And Out Of The Sizewell C Site
A map of the proposed rail layout in the Sizewell C site was published in the February 2019 Edition of Modern Railways showed at least four sidings in the site.
- We can assume that at the beginning of each night, there are.
- Up to four trains in the Sizewell C site, that need to come out of the site.
- Up to four trains in Ipswich Yard, that need to enter the site.
- As each train leaves the Sizewell C site, it creates a free siding for the next incoming train.
The process could be started by the four trains in the Sizewell C site, leaving nose-to-tail like a herd of elephants, but perhaps five minutes apart.
The outgoing trains would then park-up in Ipswich Yard or position themselves to get ready to bring in the next load.
Once all the outgoing trains, were clear of the Sizewell site, the four incoming trains, could trundle into the site.
Note.
- Effectively, there would be a night-time single-track railway exclusively handling freight trains into and out of the Sizewell C site, between the site and Ipswich Yard.
- With more sidings on the Sizewell C site, the limit could be higher than the currently proposed four trains per night in each direction.
- The number of and length of the trains could be adjusted, so that the deliveries of materials to the site, were in an optimal manner, which hopefully would increase the efficiency of the construction.
- There are twenty level crossings between Ipswich and Saxmundham junction and another five between Saxmundham junction.
Did poor delivery performance contribute to cost and time overruns at the more difficult-to-support, rail-isolated Hinckley Point C power station?
Conclusion
I am fairly certain, that it is possible to move four freight trains in and out of the Sizewell site during the night, without doing any major works to the East Suffolk Line between Ipswich and Saxmundham junction.
- Adding extra track at Wickham Market would probably cause major disruption.
- Some level crossings will probably be improved.
But without a full double track between Ipswich and Saxmundham junction, I doubt there could be any increase in passenger services.
Freightliner Partners With Zero To Decarbonise Critical Transport Operations
The title of this post, is the same as that of this news item from Freightliner.
This is the sub-heading.
Today, Freightliner and Zero, a breakthrough energy company that develops and manufactures whole-blend synthetic, non-biological fuels, announced a partnership to achieve a fossil-free locomotive operation by 2040 and overall Net Zero by 2050, representing a major evolution for one of the world’s oldest, safest and most reliable forms of freight transport. To successfully meet these ambitious emissions targets, Freightliner is exploring alternatives to diesel, such as Zero’s carbon-neutral synthetic diesel, which will eliminate fossil-carbon emissions and improve air quality and environmental wellbeing.
These are my thoughts.
Freightliner
Freightliner is a rail-freight company, that you see regularly hauling freight trains all over the UK.
The picture shows two of their Class 90 electric locomotives in their latest livery.
These posts talk about the company and lower or zero carbon operation.
- Clean Air Power Adds Hydrogen To Class 66 Fuel Mix
- Freightliner Continue Trials On New Low Carbon Fuel
- Freightliner Secures Government Funding For Dual-Fuel Project
- The Ultimate Bi-Mode
The current post fits that pattern.
Zero Petroleum
Zero Petroleum is one of those companies that gives Elon Musk nightmares.
But when you have backers like Babcock, Boeing, Intertek, Rolls-Royce and the Royal Air Force, you must be doing something right.
The Wikipedia entry for the company has this first paragraph.
Zero is a manufacturer of non-biological carbon-neutral synthetic fuel (also known as e-fuel) co-founded by former Formula One engineer Paddy Lowe. Its product has been developed as an alternative to fossil-based fuels and a more scalable sustainable alternative to waste and bio-fuels. The Royal Air Force used its fuel in November 2021 to achieve a World Record first flight powered by synthetic fuel. In July 2022, Zero entered a new partnership with the Royal Air Force to move towards mass production of sustainable aviation fuel.
The company is often known as just Zero.
These two and a half paragraphs from the Wikipedia entry describe the technology.
Zero uses Direct FT (a proprietary and specialised version of Fischer-Tropsch) to directly manufacture target fuels (gasoline, kerosene and diesel) at high yield and with no need for refinery upgrading.
When manufactured using renewable energy, synthetic fuel can be used as a carbon neutral or carbon negative direct drop-in replacement for fossil fuels, particularly for operations that require high energy densities – such as air travel, shipping and farming – and to ensure the continued use of legacy vehicles. It can also be used as a raw material to produce various forms of plastic.
It is manufactured using a process known as petrosynthesis, in which carbon dioxide and hydrogen are combined to create hydrocarbons. The process involves direct air capture of carbon dioxide from the atmosphere and the electrolysis of water to obtain hydrogen.
The Fischer-Tropsch process, despite its association in the past with dodgy regimes, seems to be at the heart of things, as it is with Velocys.
I describe the Velocys process and its link to Fischer-Tropsch in Grant Shapps Announcement On Friday.
Surely, the carbon-neutral fuel produced by Zero, are the ideal stop-gap fuel until true full zero-carbon fuels are available.
But Zero’s fuels will always be available for heritage and legacy trains, planes and automobiles and for applications, where older technology must be used.
As an example of older technology still being used on UK’s railways, Network Rail operate, the New Measurement Train to check all tracks in Great Britain.
The train may have been manufactured in the 1970s, but it has modern engines and is the ideal train to carry the wide variety of sophisticated equipment to ensure the safety of Britain’s railways.
Synthetic diesel like that produced by Zero could keep the New Measurement Train running for some years yet.
Freightliner Have Made A Pragmatic Decision
I believe that Freightliner have made a pragmatic decision, that allows them to go carbon neutral without without taking risks or spending millions on new equipment, that is not fully-developed.
As new zero-carbon technology is developed, like say hydrogen-electric hybrid locomotives, these may take over certain tasks, which will reduce some of the need for synthetic diesel.
But synthetic diesel from Zero will always be there as a fuel of last resort.
Application Of Control Engineering Principles To The Calculation Of Pharmaceutical Drug Doses
Today, I was asked by an eminent cardiologist to give my opinion on this scientific paper in the Journal of the American Heart Association, which was entitled Personalized Antihypertensive Treatment Optimization With Smartphone‐Enabled Remote Precision Dosing of Amlodipine During the COVID‐19 Pandemic (PERSONAL‐CovidBP Trial).
This was the background to the study.
The objective of the PERSONAL‐CovidBP (Personalised Electronic Record Supported Optimisation When Alone for Patients With Hypertension: Pilot Study for Remote Medical Management of Hypertension During the COVID‐19 Pandemic) trial was to assess the efficacy and safety of smartphone‐enabled remote precision dosing of amlodipine to control blood pressure (BP) in participants with primary hypertension during the COVID‐19 pandemic.
These were the methods and the results.
This was an open‐label, remote, dose titration trial using daily home self‐monitoring of BP, drug dose, and side effects with linked smartphone app and telemonitoring. Participants aged ≥18 years with uncontrolled hypertension (5–7 day baseline mean ≥135 mm Hg systolic BP or ≥85 mm Hg diastolic BP) received personalized amlodipine dose titration using novel (1, 2, 3, 4, 6, 7, 8, 9 mg) and standard (5 and 10 mg) doses daily over 14 weeks. The primary outcome of the trial was mean change in systolic BP from baseline to end of treatment. A total of 205 participants were enrolled and mean BP fell from 142/87 (systolic BP/diastolic BP) to 131/81 mm Hg (a reduction of 11 (95% CI, 10–12)/7 (95% CI, 6–7) mm Hg, P<0.001). The majority of participants achieved BP control on novel doses (84%); of those participants, 35% were controlled by 1 mg daily. The majority (88%) controlled on novel doses had no peripheral edema. Adherence to BP recording and reported adherence to medication was 84% and 94%, respectively. Patient retention was 96% (196/205). Treatment was well tolerated with no withdrawals from adverse events.
These were the conclusions.
Personalized dose titration with amlodipine was safe, well tolerated, and efficacious in treating primary hypertension. The majority of participants achieved BP control on novel doses, and with personalization of dose there were no trial discontinuations due to drug intolerance. App‐assisted remote clinician dose titration may better balance BP control and adverse effects and help optimize long‐term care.
About Myself
I am a Graduate Control Engineer, who graduated from the University of Liverpool in 1968.
I then worked at ICI in Runcorn for eighteen months, before moving to ICI Plastics Division, because of the untimely death of my father-in-law.
One of my tasks at Welwyn, was to look at control algorithms for chemical plants. For this I often used a PACE 231-R analogue computer.
Note.
- These computers could solve up to a hundred simultaneous differential equations at one time.
- They were programmed by wiring the various amplifiers and potentiometers together to simulate the equations.
- There were only a few transistors in these powerful machines, as all electronics were thermionic valves.
- Two of these machines wired together, were used to calculate the trajectories of the Apollo missions.
They were the unsung heroes of bringing Jim Lovell and Apollo 13 home safely.
Determining Control Algorithms
In a typical problem, I would model the a section of a chemical plant and the control system around it.
This would then lead to recommendations, as to the design and operation of the plant, so that it performed as required.
It could be argued that the body of an animal, is a very complicated integrated chemical plant, with a sophisticated control system.
For instance, if sensors around the body, say you are slightly low on fluids, your brain determines you should have a drink.
Many control loops on a chemical plant are controlled by proportional–integral–derivative controllers, which are commonly known as three-term controllers.
This is the first two paragraphs of the Wikipedia entry for three-term controllers.
A proportional–integral–derivative controller (PID controller or three-term controller) is a control loop mechanism employing feedback that is widely used in industrial control systems and a variety of other applications requiring continuously modulated control. A PID controller continuously calculates an error value
PID systems automatically apply accurate and responsive correction to a control function. An everyday example is the cruise control on a car, where ascending a hill would lower speed if constant engine power were applied. The controller’s PID algorithm restores the measured speed to the desired speed with minimal delay and overshoot by increasing the power output of the engine in a controlled manner.
I wouldn’t be surprised that the app in the smartphone used in the PERSONAL‐CovidBP Trial contained a form of three-term controller.
These are some points about three-term control algorithms.
Changing Of External Factors
One that was the villain in a problem, I dealt with, also affects my body – the weather.
I was asked to look at the problem of a chemical reaction, that overheated in hot weather. But the plant operators solved it by better insulation and ventilation of the plant and the standard three-term controller adjusted itself automatically to the new conditions.
After my stroke, I am on Warfarin for life. I test my own INR with a Roche meter and I have noticed that atmospheric pressure affects my INR. I change my deose accordingly, using a simple algorithm, of my own design.
The More You Test The More Precise The Control
If you take the cruise control example used by Wikipedia, speed is monitored continuously, as I hope, it would be if you were driving yourself.
But obviously, in many systems, where you are using an input with discrete values to control a system, you can’t be as precise as the data you collect.
When my son was dying from pancreatic cancer, he was fitted with a morphine pump, that he could adjust himself to dull the immense pain he was enduring.
- His nerves and his brain ascertained the pain level.
- He then adjusted the morphine level.
- He could get very precise control of his pain, because he was measuring it continuously.
But he was only using simple one-term control (proportional).
Derivative Control Can Be Difficult To Get Right And Can Even Go Unstable
Derivative control is mainly to stop overshoot, but sometimes you will find that it can go unstable, so two-term(proportional+integral) controllers will be used.
How I Control My INR
As I said earlier, I am on Warfarin for life and test my INR with a Roche meter.
The NHS typically tests patients about once every six weeks, which in my opinion as a Control Engineer is too infrequent.
I usually test myself a couple of times a week.
But every so often, I evaluate what daily dose gives me an equilibrium INR level of 2.5.
For the last three years, I have found a dose of 3.75 mg keeps me more or less on 2.5.
- As Warfarin comes in 1, 3, 5 and 10 mg. tablets, I alternate 3.5 and 4 mg.
- Warfarin tablets are easily cut in half using a sharp knife.
- I record INR and dose in a spreadsheet.
I have been doing this now for over ten years.
Is This A Unique Property Of Warfarin?
In this time, I have had five medical procedures, where surgeons were worried, that as I was on Warfarin, I might bleed too much.
For the first, which was to remove a lump from my mouth, the private surgeon wanted to charge extra for an anaesthetist. In the end, I asked what INR he wanted and he said 2.1 should be OK!
- So I reduced the Warfarin level and tested every day.
- I judged it correctly and had an INR of 2.1 on the day of the operation.
- The operation went incredibly well and I went home on public transport.
- The lump turned out to be benign.
- I’ve not had another lump.
After the operation, I increased the Warfarin level and tested every day, until it regained a level of 2.5.
On analysing my doses through the date of the operation, I found that the total amount of Warfarin, I didn’t take to reduce my INR to 2.1, was the same as I took to bring it back up again to 2.5.
Is this a unique property of Warfarin?
Since then I’ve had two cataract operations performed in a private hospital, where the NHS paid. Interestingly, they wouldn’t trust my own INR readings, so I had to get my GP to take the measurement.
I’ve also had gallstones removed by endoscopy at the local Homerton NHS hospital.
- For cases like mine, the hospital hire in a surgeon from the posh Wellington private hospital for one day a week, who brings the specialist tools needed.
- I wrote about this in Goodbye To My Gallstones.
- As it was a more serious procedure, I reduced my INR to a requested 1.0.
Interestingly, I still have my gall bladder, but the surgeon put it on notice to behave.
Conclusion
I would totally agree with the conclusion given in the PERSONAL‐CovidBP Trial.
Personalized dose titration with amlodipine was safe, well tolerated, and efficacious in treating primary hypertension. The majority of participants achieved BP control on novel doses, and with personalization of dose there were no trial discontinuations due to drug intolerance. App‐assisted remote clinician dose titration may better balance BP control and adverse effects and help optimize long‐term care.
I would add some conclusions of my own.
- The app used in the PERSONAL‐CovidBP Trial, seems to have had a good algorithm.
- I suspect the app could also be Internet-based.
These are some general conclusions.
- If you are on Warfarin and have access to a Roche meter, it is possible to lower your INR to the value required by a surgeon for an operation or a procedure.
- Since starting to take Warfarin, I have had four operations or procedures, where others would have had anaesthetic or a sedative.
- In those four operations, I was able to go home on public transport. If I still drove a car, I could have driven home afterwards.
- Private hospitals like to use an anesthetist, as it pumps up the bill.
- Avoiding anaesthesia must save hospitals money.
Well designed apps, based on Control Engineering principles, that help the patient take the best dose of a drug will become more common.
State-of-the-Art Bradford Hydrogen Production Facility Approved
The title of this post, is the same as that of this press release from Renewable Connections.
These two paragraphs outline the project.
Bradford Hydrogen Production Facility, a partnership project between Hygen and N-GEN, developed by Renewable Connections, has received consent from Bradford Council. It is anticipated once built, the groundbreaking hydrogen production facility will produce enough hydrogen to remove up to 800 diesel-fuelled buses a day from West Yorkshire roads.
The facility on the old Birkshall gas storage site on Bowling Back Lane in Bradford will produce low carbon hydrogen which can be used to decarbonise vehicles and industry. Businesses and other users in West Yorkshire will be able to use the refuelling facilities on site, with distribution experts Ryze delivering hydrogen to industrial users across the region.
This Google Map shows the area of Bowling Back Lane.
Note.
- The railway running East-West across the middle of the map.
- The red arrow indicates St. James Wholesale Market, which will be the site of the new station.
- Bowling Bank Lane runs East across the nap from the roundabout to the South of the market.
- There appear to be three gas storage tanks to the North of Bowling Back Lane, towards the East of the map.
I suspect that the electrolyser will be built to the West of the current gas storage tanks.
I have a few thoughts.
It Could Be A Large Site
This Google Map shows an enlargement of the area, between Birkshall Lane and the gas storage tanks.
Note.
- Birkshall Lane runs across the South-West corner of the map.
- Several of the businesses in the area seem to concern recycling.
- The site would appear to stretch from the railway in the North to the gas storage tanks in the East and Birkshall Lane in the West.
I can envisage the space around the electrolyser being developed into a business park for businesses that need hydrogen.
Could There Be A Refuelling Facility For Hydrogen Trains?
I believe that in the next ten years, that many freight trains will be hauled by hydrogen-hybrid locomotives.
As the railway through Bradford used to incorporate a third track, I believe that there could be space for a simple facility to fill up hydrogen-powered locomotives.
Are The Gas Tanks Still Used?
The reason I ask this question, is that if they are and still supply Bradford with natural gas, excess hydrogen could be blended up to a low percentage with natural gas to supply Bradford gas users.
It would certainly be a useful capability.
Conclusion
The electrolyser appears to be well-positioned.
Twenty First And Eighteenth Centuries Meet As HS2 Traverses Grand Union Canal
The title of this post, is the same as that of this article on RailUK.
This High Speed Two picture is shown.
There is also this video.
Is A Small Hydrogen Fuel Cell Car Possible?
By small car, I’m meaning something like a Ford Fiesta or a Vauxhall Astra.
Consider.
- The car will have a power unit of about 100 KW.
- With four passengers the car would probably weigh about 1500 Kg.
Does A 100 KW Fuel Cell Suitable For A Car Exist?
Intelligent Energy is a British company based in Loughborough.
This is their mission statement on their web site.
Focused on the development of lightweight, high efficiency, hydrogen fuel cell systems.
They also have this product page for a 110 KW fuel cell tailored for automotive use, that weighs 240 Kg.
I suspect if Ford asked for a fuel cell for a hydrogen Fiesta, that Intelligent Energy could provide one.
And I suspect other fuel cell companies could!
How Much Is The Kinetic Energy Of A Car Like This At 100 mph?
Using Omni’s Kinetic Energy Calculator, I get a figure of 422 Wh.
This figure means a battery of perhaps 2 KWh would handle regenerative braking and provide stationary power to get the car started.
Conclusion
From what I have written here, I believe that a hydrogen-powered small car is possible.
Coire Glas Exploratory Tunnel 70% Complete
The title of this post, is the same as that of this article in Ground Engineering.
This is the sub-heading.
A tunnel to investigate ground conditions at SSE Renewables’ Coire Glas project to build a pumped hydro scheme in the Scottish Highlands is 70% complete, as wider ground investigations come to an end.
These are the first three paragraphs.
Coire Glas on the shores of Loch Lochy in Great Glen is the first large scale pumped hydro storage scheme to be developed in the UK for more than 40 years.
It would take excess energy from the grid and use it to pump water 500m up a hill from Loch Lochy to a vast reservoir where it would be stored. This will be done through a tailrace tunnel, underground cavern power station, high pressure tunnel and low-pressure headrace tunnel.
SSE Renewables has started exploratory works on the scheme. This has involved building an up to 1km long and 4m wide tunnel to investigate the ground conditions in which the powerhouse will be built.
All the information gathered will be used in the detailed design of the 1,5GW/30 GWh pumped storage system, which is expected to be a £1.5 billion capital investment.
The Wikipedia entry for Coire Glas power station, says this about the current status and completion.
In December 2023, the exploratory tunnel had reached 720m in length.
A final investment decision will depend on UK government assurances about how the regulated electricity market would reward storage schemes. SSE hope to make that £1.5Bn decision in 2024, in which case the scheme could be completed in 2031.
I suspect that as this is one of the largest green energy projects in the UK, that there’ll be a lot of media coverage of the construction of this power station.
Rolls-Royce Supplies mtu Large-Scale Battery Storage To Secure The Latvian National Grid
The title of this post, is the same as that of this press release from Rolls-Royce.
These four bullet points, act as sub-headings.
- Latvia synchronizes its electricity grid with the European grid in 2025
- Large-scale battery storage system from Rolls-Royce ensures stability of the power grid in Latvia
- Transmission system operator AST orders 160MWh mtu EnergyPack
- Facility will be one of the largest battery storage systems in the EU
This is the first paragraph.
Rolls-Royce has received an order from the Latvian transmission system operator Augstsprieguma tikls (AST) to supply an mtu large-scale battery storage system to secure the Latvian power grid. In 2025, Latvia, together with the other Baltic states, will synchronize its energy supply system with the continental European power grid.
Note.
- This is a Rolls-Royce press release, not a Rolls-Royce mtu press release.
- Recently, Rolls-Royce mtu supplied the generators for Redditch power station, which I wrote about in Centrica Completes Work On 20MW Hydrogen-Ready Peaker In Redditch.
- In The Modern Way To Grow Tomatoes, I describe how a Rolls-Royce mtu Combined Heat and Power unit (CHP), is used in the growing of tomatoes.
Could it be that using the Rolls-Royce name prominently, makes sales easier?
Travelling Between London Stations
When I came home from Moorgate this morning, I took my usual 141 bus.
I sat next to a lady about forty, who from her bags looked like she’d just arrived by plane at Gatwick Airport.
After a couple of attempts at conversation, it became obvious, that we didn’t have a common language.
She then produced her phone and indicated that she needed Liverpool Street station.
The 141 bus doesn’t serve Liverpool Street station, but it does serve the Western entrance to Liverpool Street station on the Elizabeth Line.
It looks to me, that she had been told by a human being, an app or the Internet, that the easiest way from London Bridge bus station to Liverpool Street station was to take the 141 bus from in front of the station and walk across to Liverpool Street station from Moorgate.
But.
- The Western entrance to Liverpool Street station has no information to indicate, that it gives access to Liverpool Street station.
- The bus information system indicates Moorgate station.
- The bus information system does not announce, that for Liverpool Street station, you should alight at Moorgate station.
Perhaps, the bus information system should indicates Moorgate/Liverpool Street station.
Conclusion
How many other transfers between London stations are similarly confusing?
London Bridge And West Croydon By London Overground
This morning, I took a London Overground train between London Bridge and West Croydon stations.
I took these pictures on the route.
Note.
- It appears there are no London Overground services running through the Thames Tunnel.
- The only service in South London is two trains per hour (tph) between London Bridge and West Croydon stations.
- The service seemed to be working well, with no significant delays.
- The 10:24 from London Bridge wasn’t very busy, but the return at 11:03 was very crowded and there were no spare seats.
It was certainly better than a Rail Replacement Bus.
These are some further thoughts.
Could West Croydon Station Handle Six Trains Per Hour?
- West Croydon station has a bay platform 1, that handles all the London Overground services.
- Typically, a train leaves the platform about 8-9 minutes after it arrives.
- 6 x 8 is 48 minutes.
It would be tight, but possible.
Before the bay platform was extended, trains used to reverse using a turnback facility to the West of the station, which I described in How Trains Reverse At West Croydon. As this facility appears to be still there, it can probably act as a substitute bay platform for London Overground trains, if the service gets disrupted.
If in the future, it was decided to have a service, which ran say 4 tph to Highbury & Islington station and 2 tph to London Bridge station, I believe this would be possible.
Were Transport for London Training Drivers?
One or possibly both of the trains, that I rode had two drivers.
This is not unusual, but one of the drivers was wearing a Southern Day-glo vest.
So was he instructing the London Overground driver on the route, that the London Overground, doesn’t normally use?
Charging Battery-Electric Trains At London Bridge Station
This Google Map shows the roof of London Bridge station over platforms 10-15.
Note.
- The three gaps in the roof are above platforms 10-15.
- There are roof supports over the tracks.
- Platforms 10 and 11 are at the top, platforms12 and 13 are in the middle and platforms 14 and 15 are at the bottom.
My train used Platform 13 as these pictures show.
Note the roof supports over the tracks.
If the Uckfield or another service needed to be run by battery-electric trains, the trains might need to be charged at London Bridge station, as there may be issues charging using third-rail electrification.
These pictures show rigid overhead conductor rails over the Thameslink platforms at St. Pancras station.
Could rails like these be installed over some or all of the bay platforms to London Bridge station, so that battery-electric trains could be charged?
- If the battery-electric trains were converted Class 377 or Class 387 trains, these are available as dual-voltage.
- Uckfield services use Platform 10 at London Bridge station.
- A round trip to Uckfield station is only 2 x 24.7 miles or 49.4 miles of unelectrified track.
- Short lengths of 25 KVAC overhead electrification could be installed at Uckfield station and the bay platform at Oxted station if needed.
A dual-voltage battery-electric train with a range of say just over 50 miles could handle Uckfield services.
The Anonymous Widower 