The Anonymous Widower

A Trip To Corby

I took these pictures on a trip to Corby this morning.

These are my thoughts.

Trains To And From Corby

I got a Class 222 train to Corby and an eight-car Class 360 train back.

Brent Cross West Station

There was a lot of constructruction activity at the new Brent Cross West station.

Luton Airport Parkway Station

The extensions to Luton Airport Parkway station look to be comprehensive, with several escalators.

The Luton DART connection to Luton Airport appears to be under test, so should open in 2022.

But will there be any air passengers to use it?

I last used it in 2008, when I went to see England play in Belarus.

Electrification North Of Bedford

The electrification North of Bedford station is obviously complete on the slow lines, but on the fast lines, as the pictures show, the gantries are all erected, but there are still wires to be installed.

But as the Class 810 trains won’t be in service until 2023, there’s still a bit of time.

The gantries certainly look sturdy, as this picture shows.

They’re certainly built for 125 mph, but as the Class 810 trains will be capable of 140 mph with full digital in-cab signalling, I would hope that the electrification has been installed to that standard. Or at least to a standard, that can be easily upgraded!

Corby Station

Corby station has been finished to a single-platform station, which is able to accept a twelve-car Class 360 train.

This should be adequate for the current half-hourly service, as a single platform can handle a least four trains per hour (tph) and several around the country regularly do.

Both tracks through the station are electrified and I suspect with a second platform bridge, both could be used by electric trains to create a two-platform station.

But there would appear to be no need at the moment.

Even, if it were to be decided to extend one tph to Oakham and Melton Mowbray stations, this could probably be accommodated on the single-platform.

Network Rail seem to have already installed a crossover South of Corby station, so that trains can use the single platform.

Serving Oakham And Melton Mowbray

I discussed this extension in detail in Abellio’s Plans For London And Melton Mowbray Via Corby And Oakham.

In the related post, I said this.

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These are mentioned for services to Oakham and Melton Mowbray.

    • After electrification of the Corby route there will continue to be direct service each way between London and Oakham and Melton Mowbray once each weekday, via Corby.
    • This will be operated with brand new 125mph trains when these are introduced from April 2022.

This seems to be a very acceptable minimum position.

When my Class 222 train arrived in Corby at 1154, it waited a couple of minutes then took off to the North.

I then took the next train to London, which was an eight-car Class 360 train which formed the 1211 service back to St. Pancras.

Meanwhile the Class 222 train, that I’d arrived on did a reverse in the Corby North Run Around Loop finally arriving back in Corby at 1345. The train had taken one hour and forty-nine minutes to return to Corby.

It might be just coincidence, but are East Midlands Railway doing timing tests to see if services can be extended to Oakham And Melton Mowbray?

It should be noted that service times North of Corby are as follows.

  • Corby and Oakham – 19 mins – 14.3 miles
  • Corby and Melton Mowbray – 31 mins – 25.7 miles
  • Melton Mowbray and Leicester – 17 mins – 12.8 miles (estimate) – CrossCountry service

My logic goes like this.

  • It looks to me that it would not be unreasonable that a Class 222 train could run between Corby and Leicester in forty-eight minutes.
  • Double that and you get one hour and thirty eight minutes, for a journey from Corby to Leicester and back.
  • Subtract that time from the one hour and forty-nine minutes that my train took to reverse and there is eleven minutes for a turnback at Leicester station.
  • Eleven minutes would certainly be long enough to tidy a train and for the crew to change ends.

I also believe that the 35.8 miles would be possible for a Class 810 train fitted with one or more battery power-packs instead of a similar number of the four diesel engines.

So are East Midlands Railway doing tests to find the most efficient way to serve Oakham And Melton Mowbray?

On The Corby Branch

I travelled North on a Class 222 diesel train and South on an electric Class 360 train.

On the Corby branch, I was monitoring the train speed on an app on my phone and both trains travelled at around 90 mph for most of the way.

There were sections at up to 100 mph and the track was generally smooth.

I was left with the impression, that trains might be able to go faster on the branch.

Average speeds for the 2.5 miles of the branch were as follows according to these timings from realtimetrains.

  • Class 222 train – Arriving – 5.25 mins – 28.6 mph
  • Class 222 train – Leaving – 5 mins – 30 mph
  • Class 360 train – Arriving – 7.5 mins – 20 mph
  • Class 360 train – Leaving – 5 mins – 30 mph

It doesn’t appear that there are much difference in the timings, although it might be said, that the electric approach is more cautious.

The Class 360 Trains

The Class 360 trains have not been refurbished yet although as my pictures show, some have been given a new livery.

In Are Class 360 Trains Suitable For St. Pancras And Corby?, I said this about the train refurbishment.

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These features are mentioned for Midland Main Line services to Corby.

    • Increased capacity
    • Twelve-car trains in the Peak.
    • More reliable service
    • Improved comfort
    • Passenger information system
    • Free on-board Wi-Fi
    • At-seat power sockets
    • USB points
    • Air conditioning
    • Tables at all seats
    • Increased luggage space
    • On-board cycle storage

What more could passengers want?

It certainly hasn’t happened in full.

I did ask a steward, when the new interiors will be installed and he said they were running late because of the pandemic.

Performance Of The Class 360 Trains

I used my app to follow the speed of the Class 360 train, that brought me back to London.

  • The train hit a maximum speed of about 105 mph.
  • The train arrived in London a minute late.

I feel that as the drivers get used to their new charges, they will match the timetable.

Conclusion

I have a feeling that in a couple of years, these trains will fulfil Abellio’s promises.

May 19, 2021 Posted by | Transport | , , , , , , , , , , , , , | Leave a comment

Abellio To Lose ScotRail Franchise Three Years Early

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

This is the introductory paragraph.

The ScotRail franchise managed by Abellio will end in March 2022 – some three years earlier than planned, Scottish Transport Secretary Michael Matheson confirmed on December 18.

I don’t live in Scotland, so perhaps I shouldn’t comment too strongly.

  • When I’m in Scotland, I find the performance of ScotRail little different to Greater Anglia, which is also managed by Abellio.
  • In the last three or four years, I have only suffered serious delays a couple of times on Greater Anglia and one was severe weather-related and the other was the usual suspects trying to steal the overhead wires.
  • In that period, I can’t remember being delayed seriously in Scotland.
  • I was also in Scotland for the Commonwealth Games and the rail service coped well with all the visitors.

But Scotland has suffered more than its fair share of Network Rail and train delivery problems.

  • Late delivery of electrification.
  • Poor design of the Borders Railway.
  • Problems with the new Class 385 trains from Hitachi.
  • Problems with the delivery of the Inter7City trains.
  • Disruption caused by the rebuilding of Glasgow Queen Street station.

Is another factor, the endorsement of the SNP in the recent General Election?

I have a feeling that this enforced divorce will be a pension pot for lawyers.

December 21, 2019 Posted by | Transport | , , , , | 4 Comments

Fuel Cell Train To Be Tested In The Netherlands

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

This is the introductory paragraph.

A Coradia iLint hydrogen fuel-cell multiple-unit is to be tested on the Groningen – Leeuwarden line after an agreement was signed at the Klimaattop Noord NL climate summit by manufacturer Alstom, the province of Groningen, local operator Arriva, infrastructure manager ProRail and energy company Engie.

You can get a flavour of some of the Dutch railways in the area from The Train Station At The Northern End Of The Netherlands.

Hydrogen powered trains are also part of the future plans for the use of hydrogen, which I wrote about in The Dutch Plan For Hydrogen.

The Railway Gazette article gives more details on how they will be introducing low carbon trains in the network around Groningen and the wider Netherlands.

These general points are made.

  • The Netherlands has nearly a thousand kilometres of lines without electrification.
  • Alstom has forty-one orders for their hydrogen-powered Coradia iLints.

They will also be refurbishing the 51 Stadler GTW trains in the area.

The main improvement, is that they will be fitted with batteries to handle regenerative braking and cut their carbon footprint.

The Railway Gazette article also says this.

A further 18 new Stadler Wink trainsets have been ordered which will be able use overhead electrification or hydrotreated vegetable oil fuel, with batteries for regenerated braking energy. These will be designed so that their engines can be replaced with larger batteries when the planned 1·5 kV DC discontinuous electrification of the routes is completed.

The Stadler Wink appears to be the another train from the Flirt family, which is the successor to the GTW.

The Dutch seem to be moving very firmly towards a zero-carbon railway in the North.

Collateral Benefits For The UK

What areas of the UK would be ideal places to adopt a similar philosophy to that which the Dutch are using in the North of the Netherlands?

I think they will be areas, where there are lots of zero carbon electricity, railways without electrification and terrain that’s not to challenging.

These areas come to mind.

  • East Anglia
  • Lincolnshire
  • East Yorkshire
  • Far North and North East Scotland.

Note.

    1. The only electrification in these areas is the main lines to Norwich and Cambridge in East Anglia.
    2. All areas have Gigawatts of offshore wind farms either operating or under development.
    3. Vivarail are proposing to run battery-electric trains between Wick and Turso, as I wrote about in Is This The Most Unusual Idea For A New Railway Service in The UK?
    4. With the exception of East Yorkshire, the train operating company is Abellio, who are Dutch railways, by another name.
    5. East Anglia is already using Stadler Flirt Class 755 trains, that can be fitted with batteries.

I also believe that Hitachi will soon be providing battery-electric versions of their AT300 trains. I wrote about this in Thoughts On The Next Generation Of Hitachi High Speed Trains.

Battery electric AT300 trains could provide long distance services to the areas I listed.

Conclusion

What is happening in the North of the Netherlands, will be watched with interest in the UK.

 

November 2, 2019 Posted by | Transport | , , , , , , , , , | Leave a comment

Leicester Station – 11th July 2019

I took these pictures at Leicester station today.

These are a few of my thoughts.

Long Straight Platforms

The two main platforms for trains to and from London are long and straight and can easily accommodate the longest trains that do or will use the station.

Wide Spacious Platforms

The two island platforms are wide and spacious.

In my time at the station, I didn’t see any trains use the outer platforms and I do wonder if the station is used to the maximum capacity allowed by the layout.

The Station Could Have More Trains And Be A Better Interchange

When you arrive at Ipswich station on a fast train from London, one of the half-hourly services has an easy connection to either Bury St. Edmunds and Cambridge, Felixstowe, Lowestoft and/or Peterborough. and staff and information screens are there to speed you on your way.

Leicester station doesn’t seem to welcome you to continue your journey elsewhere

Abellio And Ipswich Station

Abellio with their new trains and timetable, will be increasing frequencies, so that Suffolk’s County Town with a population of 133,000, will have the following services.

  • Two trains per hour (tph) to Bury St. Edmunds. – Doubled from current.
  • One tph to Cambridge – A second hourly service will be available with a change at Ely.
  • One tph to Felixstowe – Might be doubled, now thst the Felixstowe branch has more capacity.
  • Three-four tph to London – Faster and up from two expresses and a stopping train per hour.
  • One tph to Lowestoft – Better timetable and faster.
  • Three tph to Norwich – Up from two tph
  • One tph to Peterborough – Doubled from current one train per two hours.

The creation of the East-West Rail Link will see a doubling of the service to Cambridge and one train per two hours to Oxford.

Applying Abellio’s East Anglian Rules To Leicester

Leicester is a city and County Town, with a population of 330,000.

These appear to be the current services.

  • Two tph to Birmingham
  • One tph to Cambridge, Peterborough and Stansted Airport
  • Two tph to Derby
  • One tph to Lincoln – Stopping train via Loughborough and East Midlands Parkway.
  • Four tph to London
  • Two tph to Nottingham
  • Two tph to Sheffield

Leicester doesn’t seem to have the sort of train service the City deserves.

This is the London, Ipswich and Norwich philosophy as proposed by Abellio and in the process of being delivered.

  • New maximum-length and maximum-speed high-capacity Class 745 trains will provide more seats on the route.
  • A fifty per-cent increase in train frequency from two tph to three tph.
  • Four express services per day, only stopping at Ipswich, have been introduced, giving a ninety minute service between London and Norwich.
  • Four trains per day between Lowestoft and London.

What would a similar philosophy for London Midland Main Line, look like at Leicester?

  • Three tph to Derby, Chesterfield and Sheffield.
  • Six tph to London
  • Three tph to Nottingham
  • All trains would be maximum-length with a capacity at least similar to a 2+8 HST.
  • Greater Anglia’s Class 745 trains will have 757 seats in two classes and a buffet. Expect a similar specification on the Midland Main Line.
  • Services will be faster, with I suspect no trains taking longer than an hour from Leicester to London or Sheffield.
  • Could there be a couple of non-stop trains every hour between London and Leicester?

This service would be a lot better and it only needs.

  • An extra tph between London and Sheffield via Derby and Chesterfield
  • An extra tph between London and Nottingham.
  • Enough new maximum-length trains, which will probably be bi-mode trains, that are scheduled to arrive in 2022.

Four tph between London and Sheffield and London and Nottingham would surely be the ideal, but there just isn’t the capacity to the South of Kettering and in St. Pancras station.

So will we see extra services on the Midland Main Line to boost services North of Leicester?

  • One tph between Leicester and Sheffield via Louthborough, East Midlands Parkway, Long Eaton, Derby and Chesterfield.
  • One tph between Leicester and Sheffield via Louthborough, East Midlands Parkway, Ilkeston, Langley Mill, Alfreton and Chesterfield.
  • One tph between Leicester and Nottingham via Louthborough, East Midlands Parkway and Beeston.
  • The one tph Leicester to Lincoln service could also be included.

The services would be as follows.

  • Trains would probably be shorter versions of the maximum-length bi-mode Midland Main Line trains.
  • They would use the outer platforms at Leicester station to give cross-platform interchange with the frequent London trains.
  • Services could possibly be extended past Sheffield to Leeds and past Nottinghm to Newark or Lincoln.

Leicester’s excellent platform design would see an increase in the number of trains and hopefully passengers.

Leicester And East-West Services

I also think, that there is sufficient capacity in Leicester station to add the following East-West services.

  • Four tph to Birmingham
  • Four tph to Cambridge
  • Four tph to Peterborough

The following should be noted.

  • Abellio has a substantial interest in all three stations and Leicester.
  • The routes are often run by two-car Class 170 trains.
  • The trains are often full.
  • There is only short sections of lines that are electrified.

I believe that there should be the  following service between Birmingham and Cambridge.

  • Four tph
  • At least four-car bi-mode trains.
  • At least a 100 mph capability.
  • Stops would include Coleshill Parkway, Nuneaton, Leicester, Melton Mowbray, Oakham, Stamford, Peterborough, March and Ely.
  • At the Birmingham end, services could go via Birmingham International and Coventry.
  • At the Cambridge end. perhaps two tph could be extended to Audley End and Stansted Airport.
  • At Leicester there would be an easy interchange to London, the East Midlands and Sheffield.
  • At Peterborough, there would be an easy interchange to London, Leeds, Newcastle and Scotland

It could be argued that if there is a need for a Cambridge and Oxford rail link, then Britain’s fastest growing high-technology hub, needs to have a high quality rail link to Birmingham via Leicester, Coventry and Birmingham International.

One overcrowded hourly two-car diesel train is not suitable for this important rail route.

Currently, trains take two hours forty-five minutes between Birmingham and Cambridge, which means with a fifteen minute turnround at either end, twenty-four trains would be needed for the service.

So it is probably not feasible, but I suspect it could be an aspiration for Abellio.

  • I wouldn’t be surprised to see Abellio try to take over the Birmingham and Stansted Airport service from CrossCountry.
  • Greater Anglia’s four-car Class 755 trains would double the capacity and be able to use electrification at both ends of the route.
  • Greater Anglia have a few spare Class 755 trains, so is this takeover in their ambitions.
  • Would the service be easier for Abellio to run, than CrossCountry?

This is a service to watch over the next couple of years.

Class 755 Trains In The East Midlands

I also suspect that Class 755 trains could be in Abellio’s plans for the East Midlands. Lincolnshire’s railways are little different to those of East Anglia.

The Bridges At The Southern End Of The Station

A trusted source told me, that one of the problems of electrifying through Leicester station with 25 KVAC overhead wires, is that the bridges at the Southern end of the station are a problem.

The general impression, I got was that the structure under the bridges is so complicated, that there would need to be a massive reconstruction of the railway.

To make matters worse a major sewer is in or under the bridges.

So if this meant that the railway had to be closed for a number of months, is this the reason for only electrifying as far as Market Harborough?

Surely, if the Midland Main Line is only to be partly-electrified, then Leicester would be a better changeover point.

Charging Battery Electric Trains

In The Mathematics Of Fast-Charging Battery Trains Using Third-Rail Electrification, I showed how a third-rail-based fast charging sstem, like that proposed by Vivarail could transfer several hundred kWh to the batteries of a train stopped in the station, for a few minutes.

Leicester station with the two tracks between widely-spaced platforms with a gap between the tracks, would be an ideal location for such a charging system.

  • The two third-rail would be laid together between the two tracks.
  • The third-rails could be shielded, but as they would only be live with a train on the top, would it be necessary?
  • The driver would only need to stop the train in the correct position, but they do that anyway.

In a three minute contact between the train and the third-rail, I believe it would be possible to transfer up to 200 kWh to the batteries of the train.

Conclusion

Leicester station is a station, that suits the ambitions of the City.

But the unimaginative train service as provided by Stagecoach, is very fourth-rate and has left Abellio with a lot of scope to improve the train service throughout the East Midlands.

Stagecoach have only themselves to blame for losing the franchise.

 

 

 

July 12, 2019 Posted by | Transport | , , , , , , , | 1 Comment

East Midlands Railway’s New Look

The title of this post, is the same as a short article in Issue 882 of Rail Magazine.

What is interesting, is that it shows a visualisation of a Class 360 train in the new livery.

In Abellio East Midlands Railway’s Plans For London And Corby, I came to this conclusion.

I wouldn’t be surprised, if East Midlands Railway brought in Class 379 or Class 360 trains as a stop-gap and replaced them with electric versions of the bi-modes in 2022.

The best solution would be to obtain three twelve-car all-electric versions of the bi-modes by December 2020, to run the initial service.

Hitachi has a 125 mph electric Class 801 train and a 125 mph bi-mode Class 802 train.
Stadler has a 125 mph electric version of Greater Anglia’s Class 745 train and I suspect a compatible 125 mph bi-mode train.
Bombardier are working on a 125 mph bi-mode Aventra and have been quoted as saying Aventras can be stretched to 125 mph.

It will be interesting to see what trains East Midlands Railway chooses.

By showing, a Class 360 train in their new livery, are they attempting to do one or all of the following.

  • Get better terms for the nine interim trains they may need.
  • Get better terms and earlier delivery for enough new twelve-car electric trains to run a 125 mph service between London and Corby.
  • Trying to get better terms with the leasing companies to take back Class 379 and Class 360 trains, currently at Greater Anglia.

The Dutch can be tough negotiators.

July 3, 2019 Posted by | Transport | , , , , | Leave a comment

First Stadler FLIRT Train Receives Approval To Enter UK Service

The title of this post is the same as that of this article on Global Railway Review.

This is the first paragraph.

The British railway regulatory authority, the Office of Rail and Road (ORR), has granted Stadler approval for the 24 four-car bimodal FLIRT (BMU) for Greater Anglia. For Stadler, this is an important milestone in the project. It is the first FLIRT in the UK to receive an authorisation for placing the train into service (APIS). The test runs with the train for use in the UK only began at the beginning of 2019. Thanks to the excellent cooperation between Greater Anglia, Abellio, Rock Rail, Stadler and the authorities, the approval was obtained in record time.

It does make a change for a train to be able to enter service without too much trouble.

I do think that Stadler, Abellio and Greater Anglia have had a few advantages.

  • These are the second fleet of Stadler bi-more FLIRTs, but could be the first to enter service.
  • The electrified route between Norwich and Diss has been able to be used as a dedicated 100 mph test rtrack during the night, when no scheduled services are running.
  • The trains are based at Crown Point depot, close to the Northern end of the test route.
  • Abellio run fleets of FLIRTs in The Netherlands.

There also doesn’t appear to have been any major problems to delay the testing.

From reports in the local daily newspapers, it also appears that staff are fully behind these new trains and enthusiastic about their arrival.

 

June 18, 2019 Posted by | Transport | , , , | 1 Comment

Why Are Abellio Starting Norwich-in-Ninety With Class 755 Trains?

At the May timetable change Abellio Greater Anglia will be running four trains per day between London and Norwich in ninety minutes.

I have read that this is possible with the current Class 90 locomotive /Mark 3 coach train sets and that is a fall-back position.

I was also told by a former employee of Greater Anglia, that one night, he was a passenger between Norwich station and Illford depot in an empty Class 321 train, that achieved an incredible time.

So why take the risk with untried Class 755 trains on the first day of the new timetable?

  • Abellio must be very sure that the trains will perform, as they say in the brochure.
  • They also know all the publicity that running new trains will bring.

But could Abellio just want to check the public’s reaction to these trains with effectively a locomotive in the middle, before they decide on the 125 mph bi-mode trains for the Midland Main Line?

I don’t believe that building a 125 mph version of Class 755 train would be beyond the bounds of possibility.

The Weight Of A Class 755 Train

I haven’t been able to do my energy calculation for a Class 755 train, as I can’t find the weight of a Class 755 train on the Internet.

However, I can estimate the weight of a four-car Class 755/4 train from the Stadler data sheet for the train.

This gives the following.

  • Mean Acceleration Electric (0-40 mph) – 1.1 metres/second squared
  • Maximum traction – 200 kN
  • 202 seats and 27 tip-up seats

I think it is reasonable to assume that the acceleration rate is for a train with a typical load of passengers.

Using Omni’s Acceleration Calculator, this gives a time of 16.256 seconds to accelerate from 0-40 mph.

Then putting this time into Omni’s Newton’s Second Law Calculator, gives a train mass of 181.8 tonnes.

As passengers can weigh around twenty tonnes, if they weigh 90 Kg each, with baggage, bikes and buggies, I would estimate that an empty Class 755/4 train weighs around 160-170 tonnes.

By comparison.

I don’t think a figure of 160-170 tonnes is out of line, with a figure of 180 tonnes for a typical loaded train.

Remember too, that these trains are Stadler FLIRTs, where FLIRT is Fast Light Intercity and Regional Train.

Applying Omni’s Kinetic Energy Calculator, gives these figures for the kinetic energy of a train.

  • 90 mph – 40 kWh
  • 100 mph – 50 kWh
  • 125 mph – 78 kWh

As some electric FLIRTs can nun at 125 mph, I believe that a bi-mode FLIRT, based on the Class 755 train could be designed with these characteristics.

  • 125 mph on electric power
  • 125 mph on diesel power

Acceleration on diesel to 125 mph would probably be the biggest problem and it is likely that more power than for a Class 755 train will be needed.

Do Abellio Greater Anglia’s initial Norwich-in-Ninety trains give a clue in that they will be two four-car Class 755 trains working as an eight-car train?

  • It will be eight passenger cars and two power cars at the 25% and 75% positions in the formation.
  • Stadler have built the similar Stadler GTW with two power cars in a single train.

So I suspect that Stadler know the dynamics of these trains very well.

I wouldn’t be surprised if someone told me, that Stadler had offered a bi-mode Stadler FLIRT with two power cars, for the Midland Main Line.

  • The power car concept has been sold to operators with diesel, electric and battery power options.
  • Stadler are proposing to use battery power in the Class 93 locomotive to boost performance.
  • Many would believe, as I do, that hydrogen power could be added to a Stadler power car.

So are these runs at 100 mph with two four-car Class 755 trains, a final trial of the technology to prove that similar higher-powered trains could run at 125 mph on the Midland Main Line, before Abellio sign a contract?

April 21, 2019 Posted by | Transport | , , , , , | 2 Comments

Abellio’s Plans For Nottingham And Matlock Via Derby

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These are mentioned for services between Nottingham and Matlock via Derby..

Enhanced Sunday Service Providing An Hourly Service For Most Of The Day

Surely, this should be happening now!

Increased Community Rail Partnership Funding

Always a good thing!

Refurbished, Modern Trains

As with their plans for Nottingham to Norwich, they use the same words about the trains.

So will all these routes from around Nottingham be run using four-car Class 222 trains?

I can’t think what other suitable higher-capacity trains are available.

Except Class 170 trains and they are generally only two-cars, which probably isn’t large enough.

 

 

April 16, 2019 Posted by | Transport | , , , , , , | Leave a comment

Brand-New Bi-Mode Trains For Long Term Use By Abellio East Midlands Railway

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These trains are proposed for working on several routes and some of their features are given.

In this section, I will try to ascertain, what they will be like.

These trains will replace the interim Mark 4 Coach/Class 43 locomotive sets on the Midland Main Line from April 2022.

They will also be used on the following services.

  • London – Lincoln.
  • London – Oakham – Melton Mowbray
  • London – Leeds – York

Features include.

  • More reliable service
  • Improved comfort
  • Passenger information system
  • Free on-board Wi-Fi
  • At-seat power sockets
  • USB points
  • Air conditioning
  • Tables at all seats
  • increased luggage space
  • On-board cycle storage

I think it wouldn’t be speculating too much, to expect that shorter versions of these trains would also be used on other routes of the franchise.

I also think, that these trains will have other properties.

Ability To Run At 125 mph On Both Electric And Diesel Power

Bombardier, Hitachi and Stadler are proposing or have built fast bi-mode trains, which run at the same speed on both diesel and electric power.

  • Bombardier are proposing a 125 mph Aventra with batteries.
  • Hitachi’s 125 mph Class 800 trains are running at 125 mph on electric power, but can they achieve the 125 mph on diesel needed for the Midland Main Line?
  • Stadler’s 100 mph Class 755 trains, will be running between London and Norwich at this speed from next month.

As parts of the Midland Main Line, that will not be electrified by 2022, to have a 125 mph operating speed, it is essential that the trains can do this speed on either power source.

Ability To Switch Power Source At Line Speed

Some trains do this, but others don’t!

To run as fast a timetable as possible, it is essential. Hitachi’s Class 800 trains can do it!

240 Metre Long Trains

Consider.

  • The notes on the interactive map, says that Corby services will be this length in the Peak.
  • 240 metre long platforms will be needed at St. Pancras for Corby services.
  • Thameslink services are already this length.

These points lead me to the conclusion, that the new bi-mode trains can be up to 240 metres long.

Passenger Capacity

A seven-car Class 222 train has the following properties.

  • 236 Standard Class seats.
  • 106 First Class seats.
  • 161.8 metres long

As the interiors of the existing and proposed trains seem similar with lots of tables and comfort, adjusting for the longer bi-mode train gives the following numbers of seats.

  • 349 Standard Class seats.
  • 157 First Class seats

There will be a large increase in the number of seats.

Step-Free Access Between Train And Platform

Stadler are the masters of this and are providing it on Merseyrail and on the Great Eastern Main Line.

Other companies will have to follow suit!

Hitachi in particular and surprisingly seem to design their trains with a big step.

This picture shows the step up into a Class 395 train at St. Pancras station. It is unacceptable!

Step-free access improves the dwell time of trains at stations and is essential on any high-frequency service.

Digital Signalling

This will be essential to run the trains faster and closer together, so that more services can be run between London and the Midlands,

140 mph Running

IDigital signalling could even enable 140 mph running on sections of the route.

Improved Dwell Times

The performance of these trains and easy access, will mean that every station stop will be faster and will enable two pssenger benefits.

  • Journeys will be faster by a few minutes.
  • It will be possible to add extra station stops, with only a small penalty of overall journey times.

I doubt passengers will be unhappy.

High Speed Two Compatibility

High Speed Two should reach the East Midlands Hub station in 2032 and Sheffield station in 2034.

Between Clay Cross North Junction and Sheffield, High Speed Two and Midland Main Line services will use the same sixteen mile electrified railway.

Good project management probably says that this joint electrified line is created early, by say 2025. This would obtain maximum benefit to the City of Sheffield and the surrounding area.

As it is likely, that the new bi-mode trains will still be in service to past 2034, whatever is decided, these bi-modes must be able to run on High Speed Two infrastructure.

Conclusion

Even if, the current  service pattern of two trains per hour to Derby, Chesterfield, Nottingham and Sheffield is maintained, there will be a large increase in capacity.

But if a fully-digital railway is created with 125 mph trains, I can see the Midland Main Line becoming one of the finest high speed railways in the world, that has been created by updating a classic rail line built in the Nineteenth Century.

Operating speed and capacity will be up there with the East Coast and West Coast Main Lines.

I can see Derby, Nottingham and Sheffield having a four trains per hour service from London in times of 75, 90 and 120 minutes respectively.

By comparison, High Speed Two is looking at a sub-ninrty ,minute time between London and Sheffield.

April 15, 2019 Posted by | Transport | , , , , , | Leave a comment

Abellio’s Plans For Nottingham And Crewe Via Derby

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These are mentioned for services between Nottingham and Crewe via Derby.. This is an extension of the current service which is two separate services, that need a change at Derby.

Crewe-Derby Services Will Operate With Increased Capacity Compared To Today

Consider.

  • Currently, the service between Derby and Crewe takes 43 minutes with another 30 minutes for Derby And Nottingham.
  • It is run by a Sprinter with one or two cars.
  • The service is hourly.
  • I suspect that a well-driven train will be able to do a round trip from Nottingham to Crewe and back in under three hours.

This would mean that three trains are needed to provide the hourly service.

But put four- or five-car Class 222 trains on the route and this would mean.

  • Much greater capacity.
  • Faster journeys.
  • More comfort and facilities.

If a train could do the round trip in under two hours, then just two trains would be needed for the hourly service.

Most Services Will Be Extended To And From Nottingham

I assumed this in the previous section and it appears sensible.

, Later Evening Service Is To Be Provided In Both Directions

Trains can never be too late.

Enhanced Sunday Service With A Regular Hourly service Starting Early In The Morning

You can’t fault that!

Increased Community Rail Partnership Funding

Or that one!

Refurbished Modern Trains

As with their plans for Nottingham to Norwich, they use the same words about the trains.

Read Abellio’s Plans For Norwich And Liverpool, to see what I said.

Wikipedia’s View

The Wikipedia entry for the Crewe-Derby Line says this about services on the route.

The line sees a basic hourly service in each direction with trains calling at all stations on the route however Peartree which is served by 2 Derby bound trains and 3 Crewe bound trains per weekday.

The majority of services on the route since December 2008 have been provided by Class 153 “Super Sprinter” Diesel Multiple Units however Class 158 “Express Sprinter” and Class 156 “Super Sprinter” units are occasionally used. Overcrowding remains a major issue on the route, particularly in the morning and evening peak and a weekends. Passengers are occasionally left behind.

A Class 222 train on this line with a 70 mph operating speed, must provide a better service.

Collateral Benefits

I see these as collateral benefits.

Extra Services Between Derby and Nottingham

If you take this plan with Abellio’s Plans For Norwich And Liverpool, they both have added an hourly service between Derby and Nottingham.

Better Connections To High Speed Two

\Will these extra services connect to High Speed Two at the East Midlands Hub station?

Remember that Abellio’s is an eight year franchise and High Speed Two will arrive in the area, at the time of the end of the franchise.

April 14, 2019 Posted by | Transport | , , , , , | Leave a comment