First Steps To Faster Trains Is Delivered
This is the title of an article in the Hastings and St. Leonards Observer, that has been signed by Amber Rudd.
About Amber Rudd
Amber Rudd is the Home Secretary and in this year’s General Election, she retained the Hastings and Rye constituency with a majority of just 346 votes.
As I doubt she wants to commit political suicide, I therefor consider that what is said in the article is very close to what is intended to happen about the delivery of faster trains between London and Hastings.
London To Hastings In 66 Minutes
This is the first two paragraphs of her article.
Last week I invited Transport Secretary Chris Grayling to visit Ashford International to hear an update on my campaign to secure a high speed rail link between our communities and London St Pancras.
Specifically, I want to see journey times, which are currently around 100 minutes between Hastings and London, reduced to 66 minutes.
The sixty-six minutes is mentioned again later in the article.
Would a politician be so definite about her aims, unless she knew that it was deliverable?
Or is it lucky to say sixty-six in Hastings?
So how feasible is London to Hastings in 66 minutes?
Consider.
- Southeastern’s Highspeed services between St. Pancras and Ashford, generally take between 37-38 minutes for the journey, with some trains a few minutes faster.
- The Marshlink Line between Ashford and Hastings is about 26¼ miles in length
- The operating speed is quoted in Wikipedia as 60 mph.
- There are some serious level crossings.
So could a train go from Ashford to Hastings in twenty-eight minutes to meet Amber Rudd’s quoted target of 66 minutes?
26¼ miles in 28 minutes works out a an average speed of 56.25 mph.
I would give that time a 9/10 for feasibility.
The problem would be the level crossings on the line, so if Network Rail were to remove these and improve the track a bit, I feel that this could even score highly for reliability.
Currently, there doesn’t appear to be many trains passing through and even if the service was doubled to two trains per hour in both directions, I don’t think they would trouble the timetable compiler.
Track Changes At Ashford
Amber Rudd’s article then says this about track changes at Ashford.
This was a very encouraging meeting. I am pleased to announce that the commitment has been made to supporting the development of a proposed track layout at Ashford International which would allow trains from Hastings, Rye, Bexhill and Eastbourne to travel direct to London St Pancras
Work will now begin towards the necessary track connections to join-up the Marshlink and the High Speed 1 line to London.
This change would help make possible the direct service to St Pancras with a journey time of 81 minutes from Hastings.
That seems to be a plan. But where does the 81 minutes come from?
The current Class 171 trains take around 42 minutes between Hastings and Ashford, so 38+42 would say that 81 minutes is a reasonable claim.
This document on the Network Rail web site, is the Technical Appendix of the South East Route: Kent Area Route Study.
This map was extracted from the document.
This shows the changes needed to connect HS1 to the Marshlink Line.
Diesel-Electric Or Battery-Electric Trains?
Amber Rudd’s article says this about the trains.
Accompanying the track changes at Ashford, hybrid rolling stock – trains running on diesel-electric or battery-electric power – would make these quick journey times a reality.
This fits in with what is said in the Technical Appendix to the Kent Area Route Study.
The diesel electric train mentioned in the Technical Appendix is a Class 802 train. Production and delivery of these is underway for Great Western Railway, so we’re not talking about an untried class of train.
But there may be problems running trains carrying diesel fuel in the HS1 tunnels.
The battery-electric train mentioned in the Technical Appendix is the IPEMU based on a Class 379 train.
This train is not in production yet and the picture shows the test train, that ran in Essex nearly two years ago.
The Technical Appendix says this about the IPEMU.
In 2015, industry partners worked together to investigate
battery-electric traction and this culminated with a
practical demonstration of the Independently Powered
Electric Multiple Unit IPEMU concept on the Harwich
Branch line in Anglia Route. At the industry launch event,
the train manufacturers explained that battery
technology is being developed to enable trains to run
further, at line speeds, on battery power, indeed, some
tram lines use this technology in the city centres and many
London buses are completely electric powered.The IPEMU project looked at the feasibility of battery power
on the Marshlink service and found that battery was
sufficient for the train to run from Brighton to Ashford
International and back but there was insufficient charge to
return to Ashford International on a second round trip. A
solution to this could be that the unit arrives from Ashford
International at Brighton and forms a service to Seaford and
back before returning to Ashford International with a
charged battery.The IPEMU demonstration train was a Class 379, a similar
type to the Class 377 units currently operated by Southern, it
was found that the best use of the battery power was to
restrict the acceleration rate to that of a modern diesel
multiple unit, such as a Class 171 (the current unit type
operating the line) when in battery mode and normal
acceleration on electrified lines.
Note the following from Network Rail’s text.
- Brighton to Ashford is about 60-70 miles.
- Acceleration should be limited.
- The Class 377 train would not be suitable for HS1, as it is only a 100 mph train.
It is my opinion, that a battery-electric train with the following characteristics could be designed.
- Five to eight cars.
- 140 mph on HS1 using 25 KVAC overhead electrification.
- 100 mph on the East Coastway Line between Brighton and Hastings using 750 VDC third-rail electrification.
- Class 171 train performance using batteries on the Marshlink Line.
- A battery range of sixty miles to allow a fully charged train to go from Ashford to Hastings and back.
Effectively, it’s a dual-voltage high speed train, that can also run on battery power.
How Would A Battery Train Operate?
A train working from St. Pancras to Hastings would go through the following operations.
- Run from St. Pancras to Ashford along HS1, as the current Class 395 trains do using the 25KVAC overhead power.
- Stop in Platform 2 at Ashford station and switch to battery power.
- Run to Hastings on battery power.
- Run to Aahford on battery power.
- Stop in Platform 2 at Ashford station and switch to 25 KVAC overhead power.
- Run from Ashford to St. Pancras along HS1 using the 25 KVAC overhead power
The battery would be charged on HS1 and using the third-rail electrification at Hastings.
How Big Would The Battery Need To Be?
The test IPEMU had a battery capacity of 500 kWh and based on what is said in the Technical Appendix was capable of perhaps 150 miles on battery power.
This works out as a consumption of under one kWh per car per mile.
So a six-car train would need perhaps 200 kWh to do a single trip on the 26¼ mile Marshlink Line. Providing of course it was fully charged before starting the journey.
Could Hitachi Modify a Class 395 Train To Have A Battery Option?
Hitachi have been developing battery trains for several years.
I believe that if Bombardier can create and test a battery-electric version of a Class 379 train, in under a year, then Hitachi could do the same with any of their A train family, which includes Class 800/801/802/395 trains.
This page on the Hitachi web site is entitled AT300 – INTERCITY HIGH SPEED.
The page has a picture of a Class 395 train and it has this caption.
The Class 395 is the first High Speed commuter train in the UK and part of Hitachi’s family of AT300 units. Its introduction to HS1 in 2009 continues to be a success story and it has set new standards for performance in High Speed trains in the UK.
Underneath the picture, it gives a Technical Outline for the trains, where this is said.
Power Supply: (25kVAC / 750 Vdc / Battery)
This may only be for train hotel power, but certainly the trains can use batteries.
Conclusion On The Type Of Train
I have no reason to believe that St. Pancras to Hastings copuldn’t be run by either type of train.
Although there is the problem of whether trains carrying diesel can go throyugh the HS1 tunnels.
The new operator for the Southeastern Franchise will chose the deal they liked.
Destination Stations
The Technical Appendix to the Kent Area Route Study proposes three possible destination stations.
Hastings
Hastings station has some advantages.
- It may be easier for operational reasons.
- Using Platform 1 would allow cross-platform interchange with trains going West.
- Only minimal signalling and track changes are needed.
- A 25-30 minute dwell time at the station is good for recovery after a late arrival.
The big disadvantage is that Bexhill will not be served.
Bexhill
Stakeholders would like the service to go to Bexhill station.
Train operation doesn’t appear to be as simple as at Hastings.
Eastbourne
Eastbourne station also offers advantages.
- There could be a 20-25 minute dwell time at Eastbourne, which would help in service recovery.
- Sic-car trains would offer signification extra capacity between Hastings and Eastbourne, where it is needed.
- The line between Bexhill and Eastbourne was resignalled in 2015.
- Eastbourne to St. Pancras would be a good alternative route in times of perturbation.
- With extra work at Hampden Park station, it could provide a faster route to Brighton and Gatwick Airport.
The only disadvantage is that an extra train would be needed to run the service.
Conclusion On The Destination
All three stations could be a suitable destination.
I feel that if the choice of trains favours battery-electric, that Eastbourne might have a useful advantage in recharging the batteries.
Track Improvements
The Technical Appendix to the Kent Area Route Study proposes various track improvements in various places from Ashford to Brighton.
It looks like Network Rail are preparing the infrastructure for faster services all along the South Coast.
Conclusion
Amber Rudd has put her name to a well-worked article.
Could Class 800/801 Trains Work Southeastern Highspeed Services?
Southeastern Highspeed services are run by Class 395 trains.
These trains are capable of the following.
- 140 mph running on HS1.
- Running on third-rail lines.
- Joining and separating in under a couple of minutes.
As the electric Class 801 trains are also members of Hitachi’s A-train family, I’m sure that they could built to a similar specification.
- The trains are capable of 140 mph on suitable lines.
- Rhird-rail gear can probably be easily added.
- The joining and separating is in the specification.
So I think the answer to my question must be in the afformative.
Could London Introduce Lifts With Inbuilt Ticketing?
Use the Underground or the trains in London and you have to have to touch in and out with your contactless ticket, Oyster card, smart phone or Freedom Pass.
Suppose you want to put lifts into a station, where putting the lift inside the ticket barriers would be difficult, but perhaps putting it outside on the street would be easy.
This technique has been used at Bank station to provide step-free access to the Docklands Light Railway.
When I called the lift to enter the station, the lift was sent by an operator in the Control Room.
So why not combine an outside lift with the ticketing?
Perhaps to call the lift, you need to touch in or out?
Authorities Plan Joint Tram-Train Procurement
The title of this post is the same as that of this article in Global Rail News.
This is the first paragraph.
Several European transport authorities are planning to work in partnership to procure new tram-trains in order to bring down the cost enough to make the transport mode more commercially viable.
This later paragraph gives the members.
The new association includes Karlsruhe’s transport authorities, Albtal-Verkehrs-Gesellschaft (AVG) and Verkehrsbetriebe Karlsruhe (VBK), Saarland tram-train operator Saarbahn Netz, Kassel operator Kasseler Verkehrs-Gesellschaft, Upper Austria’s Schiene Oberösterreich, Erms-Neckar-Bahn and Regionaltangente West in Germany’s Rhine-Main area.
I hope Network Rail keeping a watching brief!
After all, the Class 399 tram-train being trialled in Sheffield is a 25 KVAC version of the tram-trains used in Karlruhe, where the main line voltage is 15 KVAC.
This picture shows a Class 399 tram-train in Sheffield.
This is one of Karlsruhe’s similar tram-trains.
There are some cosmetic differences and the German tram-trains have a coupler for multiple working.
Surely, any initiative for a standard European tram-train, that could work all over the Continent would bring benefits.
- Prices would probably be more reasonable.
- Solutions and problems could be shared.
- \setting up a new tram-train line should become easier and more affordable.
Having travelled extensively on Karlsruhe’s tram-train network, it would appear that they are using not only the tram-trains, but several other ideas in Sheffield.
Different Voltages
Overhead line voltages vary across Europe.
- 15 KVAC is used in Germany
- 1,500 VDC is used in The Netherlands and for some local networks.
- 25 KVAC has become an international standard and is generally used for high speed lines.
Surprisingly, all our overhead electrification used on railways is 25 KVAC. All other systems have been either replaced or closed.
All these different voltages can be handled by a good electrical system on the tram.
This will handle the problem ehere a route runs between two areas or countries with different voltages.
Changing From Tram To Train Mode And Vice-Versa
In Karlsruhe this is performed by connecting the two systems together with a cermaic rod in the catenary to separate the voltages.
Tram-trains just drive across, with perhaps some battery assistance.
I suspect Sheffield are using a similar method to Karlsruhe.
Platform Height
If the tram-trains are to have level access, as most low floor trams do these days, then platform height can be a problem.
Trams generally have low platforms as this picture from Tramlink shows.
On the Continent, the main line platform heights are often simiar, so level access can be easy.
But in the UK, platform heights are generally higher. The problem appears to be being solved at Rotherham Central station by means of dual height platforms. This technique is used in Karlsruhe.
The article says this about platform height.
VDV has said the tram-trains will be available as two or four-door vehicles and will be able to meet different platform heights and maximum axle loads.
So hopefully, it will be one size fits all!
Karlruhe
This is a paragraph from the article.
AVG and VBK would receive more than half of the new vehicles under the arrangement. AVG said it had already been approached by other transport companies interested in adopting the so-called Karlsruhe model tram-train system.
Karlsruhe certainly seem to be leading this project, in more ways than one.
The Sheffield tram-train trial could be said to use the Karlsruhe model.
Conclusion
I believe that nothing I have seen on the various tram-train systems, I have visited, would stop a common tram-train that worked being developed.
This must lead to the development of a lot more tram-train systems.
Talgo Explores Options For Building UK Test Track
The title of this post is the same as that of this article in Rail Magazine.
This is the first paragraph.
A new UK test track, available to all companies, is being proposed by Spanish manufacturer Talgo as it looks to develop its standing in this country.
It is interesting that the ttrack will be available to all companies, but probably a sensible decision.
- Hitachi have been testing some of their new Class 385 trains in Germany.
- Porterbrook have been testing the new Class 769 train on the Grand Central, which is a herotage line.
So perhaps we do need another convenient test track!
As Talgo are bidding to make trains for HS2, the test track will probably need to be a bit longer than the thirteen miles of the cuirrent Old Dalby Test Track.
The First Hydrogen Trains Have Been Ordered
This article on Global Rail News is entitled Alstom Confirms Orders For Its Hydrogen-Powered Coradia iLint.
There is also this Press Release on the Alstom web site, which gives a lot more details.
Given that this is a real order worth millions of euros, I think we can assume that another practical motive power source for trains has arrived.
One interesting point is that the deal involves the Linde Group, who are the world’s largest industrial gas company.
Tunnelling Complete On Northern Line Extension
The title of this post is the same as that of this article on Global Rail News.
This is said in the Wikipedia entry for the Northern Line Extension To Battersea.
The main tunnelling started in April 2017.
So as it’s now November 2017, the tunnellers have performed like a Jack Russell after a rabbit.
I do think that this excellent performance might give Transport for London ideas for some new passenger or train tunnels under London.
Riding On A Battery-Electric Double-Deck Bus
This morning I rode on a battery-electric double-deck bus.
Some of these buses are russing on route 98 between Holborn and Willesden Garage, which includes a run down Oxford Street.
There’s more on the buses in this page on the Metroline web site.
I went upstairs and the experience was little different to that of a normal hybrid bus.
My Thoughts
My thoughts in various areas.
Design
It is a well-designed bus, that is easy to use for this seventy-year-old.
Passenger Experience
Travelling along Oxford Street, the passenger experience was equal to that of a New Routemaster, without the occasional low noise of the engine.
Performance Of The Bus
As we proceeded along Oxford Street, the performance of the bus, was very much in line with current hybrid buses.
The bus wasn’t full on the upper deck, but I suspect that the total weight of the passengers is very much lower than the weight of the battery, so this might mean that a full bus performs well compared with an empty bus.
Limited Space On The Lower Deck
There is one obvious problem and that is that the size of the battery reduces the number of seats downstairs.
As I said earlier, I doubt the weight of the passengers is a problem, but the available space, where they sit and stand could be.
Economics Of The Bus
The bus will obviously be expensive to purchase and to run, as batteries are expensive and need to be replaced every few years.
Coupled with the fact that capacity is smaller than current hybrid buses, which probably means more buses are needed to perform the required service, the economics of the buses may not be suitable for many routes.
I also wonder, if a battery-electric double-deck bus has better economics than a single-deck bus, as the extra weight of the top deck and the extra passengers is small compared to the weight of the battery.
But the economics will get better with improved battery technology.
The Marketing Advantages
BYD and Metroline could be big winners here, as corporate videos and marketing material showing buses in Central London, can’t be a bad thing!
The Competition From Diesel Hybrid Buses
I believe that one competitor to the battery-electric bus will be the next generation of diesel hybrid buses.
Take the current modern hybrid buses like a New Routemaster or any other hybrid bus built in the last couple of years. These have a battery that can power the bus for perhaps a couple of miles.
As the battery is smaller, it can be squeezed into an unlikely space. On a New Routemaster, the diesel engine is under the back stairs and the battery is under the front stairs.
A technique called geo-fencing can be retro-fitted, which forbids the use of the buses diesel engine in sensitive areas, based on GPS technology.
So a route like London’s route 98 could work through the ULEZ on battery power and charge the battery between Edware Road station and Willesden Garage.
The Competition From Hydrogen Hybrid Buses
This will surely be similar to that from diesel hybrid buses.
- Battery size will probably be as for a diesel hybrid bus.
- As hydrogen doesn’t give out noxious emissions, this will be an advantage and you won’t need the geo-fencing.
- But you will need to store the hydrogen.
As hydrogen technology improves, I feel that the hydrogen hybrid bus could become a formidable competitor.
The Competition From Converting Old Diesel Buses To Diesel Hybrid Buses
I talked about this in Arriva London Engineering Assists In Trial To Turn Older Diesel Engine Powered Buses Green.
Never underestimate good engineers with a good idea, that has a good financial payback.
Conclusion
There is going to be a lot of competition between the various technologies and the passengers, bus operators, London and London’s air will be big winners.
As all of this technology can be applied anywhere, other parts of the UK will benefit.
Government Delays Silvertown Tunnel By Six Months
This article on City AM is entitled Government Delays Silvertown Tunnel Decision By Another Six Months Over Air Quality Concerns.
The decision on the Silverton Tunnel will now be made in May 2018.
But surely this is too early.
- The Elizabeth Line will open between Abbey Wood and Paddington stations in December 2018.
- The Elizabeth Line will open between Shenfield and Paddington stations in May 2019.
- Thameslink will open between Kent and Central London via London Bridge in May 2018.
- The ULEZ becomes operational in April 2019.
I would have thought that the decision should be made after the effects of these changes have settled down.
This map shows the route of the tunnel.
Will any other public transport developments reduce the urgency for the tunnel?
London City Airport Crossrail Station
Under New Stations, the Wikipedia entry for Crossrail says this about a station at Silvertown close to the London City Airport.
London City Airport has proposed the re-opening of Silvertown railway station, in order to create an interchange between the rail line and the airport. The self-funded £50m station plan is supported ‘in principle’ by the London Borough of Newham. Provisions for re-opening of the station were made in 2012 by Crossrail. However, it is alleged by the airport that Transport for London is hostile to the idea of a station on the site, a claim disputed by TfL
This must surely cut down the traffic needing to cross the Thames in this area.
Gallions Reach Crossing And Thamesmead Extension Of The Docklands Light Railway
Wikipedia has a section, which says this about the extension.
The proposed Gallions Reach Crossing has been suggested by TfL as allowing a branch to leave the existing DLR network at Gallions Reach, and cross the river on the proposed tunnel/bridge and into Thamesmead. The new branch could then pass through Thamesmead and towards Abbey Wood, Woolwich, or northwards towards Barking. On 4 October 2016 the London Assembly approved the extension to Thamesmead.
Will this extension be a game-changer?
Extending The Gospel Oak To Barking Line From Barking Riverside To Thamesmead
This is definitely another rail extension that will be looked at.
The New Southeastern Franchise
The successor for the current Southeastern franchise will be announced in August 2018 and they will take over the franchise in December 2018.
If this award follows the pattern of others in recent time, there will be a lot of new services and trains promised.
Updating The Woolwich Ferry
Wikipedia has a Future section for the Woolwich Ferry, which says that two new diesel-electric hybrid vessels are on order.
Conclusion
We should wait until all related issues and projects are decided before making the decision on the Silvertown Tunnel.
Where Are The Small Cooking Spoons?
My mother had a very small wooden cooking spoon about twelve or so centimetres long. It was ideal for warming baked beans or making scrambled eggs in a non-stick milk saucepan.
Her’s had suffered an accident and I can remember that one side was slightly burned, but it was still usable. And absolutely the eight size!
I’ve been looking for over fifty years since I left home and not found one yet!
This is the best I can do!
But it’s still too big! Note I have drilled a hole through the handle and fixed a cable-clip in it, so I can hang it up above my cooker.
Is it a Health and Safety requirement that spoons must be big enough, so we don’t get our fingers burned?
I’d actually like one in a high-tech plastic, as it would be easier to clean!
Baked Beans
On the subject of baked beans, I usually buy my small tins in Waitrose.
I should say, that I have a tendency to not eat enough soluble fibre and this was raising my cholesterol. A dietitian recommended that I eat one small tin of baked beans a week and use Benecol instead of margarine. It worked and meant, I avoided going on special drugs.
Last week, I fancied some baked beans with a poached egg for lunch and I was out of stock.
So I went to the corner store close to my house and bought a couple of tins of Heinz baked beans.
Obviously, no problem with cooking, eating or taste, but I found washing up of the saucepan and the spoon much easier!
Which is surely a bonus for the thirty pence extra cost of the beans.
The Anonymous Widower 