A High Speed Train With An IPEMU-Capability
Bombardier were reported by Ian Walmsley in the April 2016 Edition of Modern Railways, to be developing Aventra, with a 125 mph capability.
Bombardier have also told me, that all Aventras will be wired so they could be fitted with on-board energy storage.
I don’t know all the masses and speeds, but imagine if an Aventra with an IPEMU capability ran at high speed down an electrified main line and then with its on-board energy storage full to brimming, turned on to line with a reasonably high speed, where it might make a number of calls before returning.
A typical line could be London to Norwich via Cambridge, along the Breckland Line, which is not electrified from Ely to Trowse Junction south of Norwich. Parts have a 90 mph speed limit and I’m sure the speeds could be improved.
The train would need to use the energy storage, but this storage would be partially recharged every time the train stopped, by the regenerative braking of the train.
An interesting fact, is that the kinetic energy of a train is given by half the mass times the square of the speed. So if the train leaves the electrified section, as fast as is reasonably possible, it is carrying extra energy.
Because of the regenerative braking of Aventras and for that matter, Electrostars and some other trains. some of this energy can be recovered and stored in the on-board energy stoppage of an IPEMU, every time the train stops at a station
Intuition and many years of doing this sort of dynamic simulation, tells me, that the faster the train goes at the start, lengthens the range if on-board energy storage is available.
It is worth noting the energy levels involved. If you take the energy of a train travelling at 40 mph as one, the energy of a train travelling at 60 mph is 2.25 times as much and one travelling at 125 mph, a massive 9.76 times.
I think that other factors will also help.
- A track built for speed.
- Modern signalling.
- An efficient train.
- Low dwell-times in stops.
- Advanced driving aids.
- Good driving.
I suspect that Network Rail and Bombardier are doing extensive simulations of possible routes for trains with an IPEMU capability.
These calculations will probably show some routes are more suitable than others.
A route that could might be ideal, would be a branch where the line speed was high to a single station, so that by the use of the regenerative braking, the train could start the return journey with a high level of energy in the storage.
London to Norwich via Cambridge, is not a line to a single station, but both ends are electrified, so the trains will start the journey with full storage, probably losing a proportion of the energy at each stop.
I’d love to be doing those simulations. But it’s all physics that Isaac Newton would have understood.
Electrification Of The Midland Main Line Along The Derwent Valley
As I went to Sheffield yesterday, I took these pictures as the train ran along the Derwent Valley on the Midland Main Line between Derby and Chesterfield.
The river from Matlock in the North to Derby in the South, is the centre of the Derwent Valley Mills World Heritage Site.
And Network Rail want to electrify this line, so that fast electric trains can run between Sheffield and London via Derby!
This map shows the Midland Main Line from Trent Junction, South of Derby and Nottingham to Chesterfield.
Note the following about the route of the Midland Main Line.
- My train ran via Derby, Belper and Ambergate stations, up the route on the West of the map.
- Trains via Nottingham would go up the East, before joining the Erewash Valley Line directly up the middle to Chesterfield.
- A new Ilkeston station is being built, between Nottingham and Attenborough stations.
- There is pressure to expand the Robin Hood Line by reopening the Ambergate To Pye Bridge Line between the two stations.
- HS2 is supposed to join up with the Nottingham Express Transit in the Toton area.
- How many of the closed stations in the area will be reopened?
It’s certainly all happening around the Midland Main Line between Derby and Nottingham.
This is said in Wikipedia about the future of the Erewash Valley Line.
Network Rail as part of a £250 million investment in the regions railways has proposed improvements to the junctions at each end, resignalling throughout, and a new East Midlands Control Centre.
As well as renewing the signalling, three junctions at Trowell, Ironville and Codnor Park will be redesigned and rebuilt. Since the existing Midland Main Line from Derby through the Derwent Valley has a number of tunnels and cuttings which are listed buildings and it is a World Heritage Area, it seems that the Erewash line is ripe for expansion.
It would seem fairly logical to perhaps make the Erewash Valley Line an electrified one, with a maximum speed, as high as practically possible and just run self powered trains through the Derwent Valley.
There would be two real possibilities for running the services for the London Sheffield services, including those via Nottingham, up the electrified Erewash Valley Line.
- Class 801 electric trains
- Bombardier’s 125 mph Aventra which was reported as possible by Ian Walmsley in the April 2015 Edition of Modern Railways.
Obviously, other manufacturers would offer suitable trains.
For the London to Sheffield route via Derby, the following trains could handle the twenty miles between Derby and Clay Cross, that could be without electrification.
- Class 800 electro-diesel trains
- Bombardier’s 125 mph Aventra which can probably be modified with an IPEMU-capability.
- Voyagers modified as electro-diesel trains, as was proposed in Project Thor, could probably handle the gap.
- A Class 88 locomotive and a rake of coaches with a driving van trailer.
If all else couldn’t handle it, InterCity 125s certainly could.
Surely though, it would help the train operator to have one fleet, so I think we’ll either see mixes of Class 800/801s or Aventras with and without an IPEMU-capability.
The Class 800/801s could certainly do it, but in his article about the Aventra, Ian Walmsley said this about an order for Aventras.
But the interesting one to me is East Midlands Trains electrics. As a 125 mph unit it could cope well with Corby commuters and the ‘Master Cutler’ crowd – It’s all about the interior.
So the same train could do all express routes and also act as the local stopping train.
The maze of lines shown in the map, would be an absolute dream for such a train!
I also think it would be pushing it to run the Hitachi trains through Derby and the Voyagers and the Class 88 solutions aren’t that elegant and would be very much stop-gap solutions. Loved as the InterCity 125s are, after a lifetime of very hard service, they are probably ready for retirement.
As the gap is only about twenty miles, I suspect that Network Rail’s and Bombardier’s engineers have got the engineering envelopes on the table in a local hostelry in Belper to solve the problem of getting 125 mph Aventra IPEMUs to jump the gap, so that services between London and Sheffield, can stop at Derby.
Why are they in Belper? Look at this Google Map of the railway through the town!
Midland Main Line Through Belper
Note the following.
- There must be half a dozen stone bridges north of Belper station, similar to ones shown in the gallery of this post.
- The River Derwent seems to be crossed by the railway, periodically for fun.
- Get that line right, probably without electrification and their uncluttered design will live for centuries.
- Get it wrong and they’ll be lynched by the local Heritage Taliban!
- If Aventra IPEMUs can’t be made to jump the gap, there’s always the reliable Derby-built InterCity 125.
Just as Great Western Railway use iconic photos of Intercity 125s running through Dawlish in their advertising, I think that East Midlands Trains will use video of 125 mph Aventra IPEMUs speeding with little noise and disturbance, through the towns, villages and countryside of the Derwent Valley.
If this could be made to happen, at an affordable cost, everybody concerned will see positive commercial effects.
c2c Signs The First Deal On Porterbrook’s Class 387 Trains
This article on Global Rail News is entitled C2c signs short-term lease for Class 387 EMUs to cope with “unprecedented” demand, which tells how c2c have decided to go for a stop-gap lease of six of the twenty Class 387/1 trains, that were ordered by Porterbrook, when they saw a gap in the market.
c2c’s Future Fleet Plans
At present c2c has a one-class fleet of seventy-four Class 357 trains, which I think are leased from Porterbrook. These trains, like the Class 387 trains, are Electrostars. Wikipedia, also says this about c2c’s future fleet.
As part of its new franchise, c2c has committed to leasing new trains to cope with rising passenger numbers, which were boosted especially by the opening of the DLR station at West Ham in 2011 and the rise of Canary Wharf as a financial centre, 17 new four-car trains will be introduced by 2019, followed by 4 more by 2022 and 4 more by 2024.
This would bring the fleet up to one short of a hundred four-car trains.
One curiosity about the Class 357 trains is that they are 100 mph units, but the maximum line speed of the London, Tilbury and Southend Railway is only 75 mph. So any new trains will have to be 100 mph units, in case the line speed is increased.
The Global Rail News article says this.
Porterbrook Leasing will supply 24 new Bombardier-built Class 387 carriages on a three-year lease. In November 2015, Porterbrook announced it would be ordering 80 additional Class 387 EMUs to meet the increasing demand for electric rolling stock.
The timing of delivery in the Autumn of this year fits, as Bombardier will have finished building the Class 387/2 trains for Gatwick Express.
The Class 387 trains will certainly do the job in the short term, but running a 110 mph train on a line with a maximum speed of 75 mph in the long term, might not be the best use of resources.
The Crossrail Effect
c2c has a problem in that, when Crossrail opens fully to Shenfield in 2019, this will mean that a lot more places will be easily accessible from South East Essex by changing to Crossrail.
But c2c has no easy connection to the new line.
- At Fenchurch Street, you could walk to Liverpool |Street.
- At West Ham, you could take the Jubilee Line to Stratford or Canary Wharf.
- At Upminster, you could take the Romford and Upminster Line to Romford.
- At Southend Central, you could walk to Southend Victoria and get a train to Shenfield.
To make matters worse, the current time of 65 minutes between Southend Central and Canary Wharf, could possibly be challenged by an improved link from Southend Victoria to Shenfield for Crossrail.
It all depends, where you want to go at the London end.
c2c must be thinking hard about how to improve their services.
I believe they’ll be looking at all or some of these.
- New services to and from new stations.
- Use of London-style contactless ticketing.
- Faster train services, making more use of the 100 mph capability of the trains.
- A viable link to Crossrail.
Whoever, is the operator to Southend Victoria will be doing the same.
It strikes me that the major winners will be passengers going between South East Essex and London.
Electrostar Or Aventra?
I wonder, if the extra train buying for c2c will follow a similar pattern to the London Overground.
The Overground has got a total of 57 Class 378 trains, which like c2c’s are Electrostars, but are ten years younger and five-cars.
I thought, when it was announced that Bombardier had won the order for more trains for the Overground to serve the Lea Valley Lines and Gospel Oak to Barking Line, that it would be more of the same Class 378 trains.
But London Overground added a fleet of Class 710 trains from the new Aventra family.
The Electrostar and the Aventra are both four-card electric multiple units and I suspect once inside, the average passenger won’t notice much difference, but under the skin, the Aventra will be a more efficient train.
Aventra IPEMUs For c2c?
One of the advantages of an Aventra over the Electrostar, is that the trains are wired to be fitted with on-board energy storage. The main reasons for fitting this and making the train an IPEMU include.
- Saving energy by enabling regenerative braking. Not needed as the lines are already enabled.
- Simplifying overhead wiring in depots. Only needed if the existing depots need to be extended.
- Running trains on branch lines without electrification. Not needed unless c2c opens new services to places like London Gateway and Tilbury Riverside.
Running services to London Gateway could be the clincher, as to whether Aventras with an IPEMU-capability are ordered.
I have a feeling that a few miles closer to London, that London Overground will be using similar Aventra IPEMUs to enable the new Barking Riverside Extension to be built without electrification. I wrote about this in Defining The GOBlin Extension To Barking Riverside.
Aventra IPEMUs could run the following route.
- The service would start on the current line to London Gateway, which is not electrified, at a new station, serving the important port and logistics area.
- After calling at East Tilbury, it would serve Tilbury Riverside, by reopening the old branch as a line without electrification.
- It would then use the existing line through Tilbury Town and Grays, before going to Upminster via the line through Chafford Hundred Lakeside.
- After stopping at Upminster, it would use the Romford to Upminster Line, to continue to Romford.
I would estimate that London Gateway to Romford via Tilbury Riverside would take under the hour and four trains could be needed to run a two trains per hour service.
Note the following.
- The Aventra IPEMUs would run normally on the electrified parts of the route, charging their on-board energy storage along the way.
- On the branches without electrification, trains would run on their stored energy.
- This service would connect London Gateway to Heathrow Airport via Crossrail and to Felixstowe via the Great Eastern Main Line.
- A service could be run from Shoeburyness and Southend to Romford, which would not need IPEMUs.
- The service to Romford also give c2c’s network a much-needed link to Crossrail.
- Calling at Tilbury Riverside would be for the cruise ships at the London Cruise Terminal and the Gravesend-Tilbury Ferry
- Calling at Chafford Hundred Lakeside would connect the Lakeside Shopping Centre to Crossrail.
- London Overground would lose responsibility for the Romford to Upminster Line.
- There would be some track adjustments at Upminster, but there would be no need to electrify the two new branches.
Given that the route connects several important commercial, leisure and housing areas, I think it could become a route, that exceeded its expectations, by a long way.
The one problem could be in linking the single track from Romford to Upminster to the single track through Chafford Hundred Lakeside.
Trackwork At Upminster
This Google Map shows Upminster station.
Upminster Station
Note.
- The line to Chafford Hundred Lakeside going off to the South East.
- The line to Romford going off to the North West.
- London Underground’s Upminster Depot to the North East of the station.
- The Romford to Upminster Line comes into a platform at the North side of the station.
I suspect that engineers have methods to get trains across the London Underground lines in a flat junction without building an expensive viaduct.
Conclusions
Obviously c2c have a plan for their new trains and extra services, all over South-East Essex. All will be revealed in the next few years!
But I do think that the Romford to Upminster Line is more use to c2c, than as an isolated single-train outpost for the London Overground.
I also think that the local authorities and the people of the area, would all like to see Crossrail, Lakeside Shopping Centre, London Cruise Terminal, London Gateway, Romford, Southend and Upminster connected together by frequent electric trains.
Aventra IPEMUs would enable the two new branches to London Gateway and Tilbury Riverside, to be added without electrification.
Could A Chiltern Metro Be Created?
In the Wikipedia entry for Chiltern Railways, there is a section under plans labelled Active.
Three of the entries in this section refer to the stations between London Marylebone and West Ruislip or a Chiltern Metro.
- Lengthening of platforms at South Ruislip, West Ruislip, Sudbury Hill Harrow, Sudbury and Harrow Road and Northolt Park to accommodate eight vehicles, thereby obviating the need for vehicles to be locked out of use on departure from London Marylebone.
- The restoration of the quadruple track between South Ruislip (Northolt Junction) and West Ruislip, allowing trains to call at both stations without blocking the line. Triple track currently exists at West Ruislip, with the up platform loop still in situ, and at South Ruislip, with the Down Main through line also in situ. This would involve the reconstruction of the new down platform at West Ruislip, and the reconstruction of the up platform at South Ruislip. This ‘Chiltern Metro’ service was not programmed into the last round of franchising agreements.
- New Chiltern Metro Service that would operate 4+tph for Wembley Stadium, Sudbury & Harrow Road, Sudbury Hill Harrow, Northolt Park, South Ruislip and West Ruislip. This would require a reversing facility at West Ruislip, passing loops at Sudbury Hill Harrow, and a passing loop at Wembley Stadium (part of the old down fast line is in use as a central reversing siding, for stock movements and additionally for 8-car football shuttles to convey passengers to the stadium for events)
So could a Chiltern Metro be created between Marylebone to at least as far as West Ruislip.
In A Modern Electrified Metro Network Using IPEMU Technology, I postulated what a local metro would be like.
- Services are run by modern four-car electric trains, that meet all current and envisioned access and customer requirements.
- Services are run by a standard train, so if the network expands, more trains can be easily built!
- The ability to lengthen the trains, say for an important sporting or cultural event.
- Enough trains to run four trains per hour services on important lines and perhaps one per hour on lines that get much lesser use.
- Most services run out and back from the central station.
- As little disruption as possible, whilst creating the metro.
So does Chiltern’s broad plan of a metro between Marylebone and West Ruislip fit those rules?
- Modern four- car trains like Class 710 trains could run the service.
- Bombardier’s Aventra, which is the basis of the Class 710 will be around for some time, so extras will probably be available.
- Three-train formations of twelve-cars can probably be created, but eight-car would probably be an initial maximum need.
- Not a problem on a short metro line, which would probably need four sets for a four train per hour service.
- All services go to and from Marylebone.
- I’m sure, if IPEMU technology were to be used, electrifying between Marylebone and at least West Ruislip, could be done without major blockades of the line.
It would appear that the objectives can be easily met and using standard Aventra trains with an IPEMU capability would help.
The Current Service Pattern
Wikipedia lists the current services, outside the peak from Marylebone as the following.
- 2 trains per hour (tph) to/from Birmingham (one fast, first stop Bicester North, and one semi-fast, first stop High Wycombe).
- 1tph to/from Banbury (semi-fast, first stop High Wycombe). Some extend to Stratford-upon-Avon.
- 1tph to/from Bicester North (semi-fast, first stop Gerrards Cross)
- 1tph to/from Princes Risborough (semi-fast, first stop Gerrards Cross)
- 1tph to/from High Wycombe (stopping service)
- 1tph to/from Gerrards Cross (stopping service)
- 2tph to/from Aylesbury (via Amersham). One of these services in each hour continues on to serve Aylesbury Vale Parkway
- 2tph to/from Oxford Parkway (fast)
So that is nine trains an hour through West Ruislip, two up the Aylesbury Line and eleven between Marylebone and Neasden.
What Would A Chiltern Metro Look Like?
Wikipedia is fairly precise, that the inner section between Marylebone and West Ruislip would stop at the following stations.
- Wembley Stadium
- Sudbury & Harrow Road
- Sudbury Hill Harrow
- Northolt Park
- South Ruislip.
Although other documents on the web suggest a first stop at a new station of West Hampstead Interchange.
My journey today on the line took twenty minutes.
Some questions occur to me.
- Will extra stations be added?
- Will some trains go on to places like Gerrards Cross, High Wycombe and Princes Risborough?
- With modern signalling and extra tracks in places, what is the capacity of the various sections of the line.
- How many extra services to what destinations, do Chiltern want to run?
Chiltern’s answers will be better than my speculation.
What Trains Should Work The Metro?
Ian Walmsley in the April 2015 Edition of Modern Railways writes enthusiastically about Bombardier’s new Aventra train, where under Potential he starts with this sentence.
As a platform, the design will be offered in various guises for future contracts up to 125 mph.
He then goes on to say this about a possible future order for Aventras.
But the interesting one to me is East Midlands Trains electrics. As a 125 mph unit it could cope well with Corby commuters and the and the ‘Master Cutler’ crowd – It’s all about the interior.
Could Chiltern use a similar train, that was equally at home, running at over hundred miles per hour to and from Birmingham or trundling through North West London on the Metro?
Consider.
- The advantages of an identical fleet that can work all lines and services must be immense!
- I believe a universal high-class interior is possible, as Class 387 trains are almost there. Remember, Chiltern don’t do low class!
- All trains would have an IPEMU capability to reduce electrification and running costs.
- In a few years time, all IPEMUs will have automated pantograph up and down, to use electrification where available.
- Some could be dual-voltage to work on London Underground lines through Amersham.
Chiltern passengers certainly live in interesting times.
The Chiltern Metro And the Chiltern Main Line
In the following sections, I shall now look at the various parts of the route of the proposed proposed Chiltern Metro and its shared route with the Chiltern Main Line as far as West Ruislip.
Marylebone Station To Neasden
Marylebone station has a simple track layout, that is unlike most of the other London termini.
This Google map shows the station.
Marylebone Station
Complicated it is not, as it appears just two lines lead into and out of the station, and there are no major junctions until Neasden South Junction.
This map from carto.metro.free.fr shows the lines at Neasden.
Lines Through Neasden
Note how the Chiltern Lines, which are shown in black, divide opposite Neasden Depot.
- The Chiltern Main Line goes off to the west through Wembley Stadium station.
- The London to Aylesbury Line goes off to the North West through Wembley Park station.
It certainly isn’t a complicated layout.
If you are going to use IPEMUs on Chiltern, I believe that it would be relatively easy to electrify the five miles of the lines from Marylebone to Neasden and what was felt necessary of the tracks in the platforms, to ensure that the trains reached Neasden South Junction on the way to West Ruislip with the on-board energy storage nearly full.
If this could be achieved, then some or all of the line and its stations between Neasden and West Ruislip could be left without electrification.
West Hampstead Interchange
If any station sums up the complicated nature of the UK’s railways it is the proposed West Hampstead Interchange.
This map from carto.metre.free.fr, shows the various lines go through the area.
West Hampstead Lines
From North to South the stations and lines are.
- West Hampstead Thameslink station is electrified to 25 KVAC and Midland Main Line services, Thameslink services and freight services between the Gospel Oak to Barking Line and the Dudding Hill Line go through.
- West Hampstead station is electrified to 25 KVAC and North London Line services go through.
- West Hampstead tube station is electrified to 630 VDC and Jubilee Line services go through.
- The Metropolitan Line passes to the south of the tube station. There are no platforms.
- The Chiltern Lines are the Southernmost lines and are not electrified. There are no platforms.
The layout of the Chiltern Lines from Marylebone to Neasden may be uncomplicated, but West Hampstead is a lot of railway to sort.
It might be easy to add platforms for the Metropolitan Lines and Chiltern, but given the narrow pavements and large amount of traffic in the area, creating a new West Hampstead Interchange won’t be easy.
The Wrong Kind Of Electrification?
If the Chiltern Line is to be electrified, it is very much entwined with the London Underground.
- From Marylebone to Neasden the Chiltern Lines follow London Underground’s Jubilee and Metropolitan Lines, which have London’s 630 VDC fourth-rail electrification.
- After Neasden, Chiltern trains on the Aylesbury Line actually run on electrified London Underground tracks between Harrow-on-the Hill and Amersham..
- Between South Ruislip and West Ruislip stations the Chiltern Lines run alongside the Central Line.
- According to Wikipedia, London Underground are updating their fourth-rail electrification to deliver the standard 750 VDC commonly used by third-rail electrification in the UK.
Given that a major cost of electrification is getting power to the electrification, I just wonder if any electrification of the Chiltern Lines would piggy-back off the London ~Underground in London and off the 25 KVAC systems around Birmingham and the East-West Rail Link.
The sections that would not be electrified, would be handled by IPEMUs working from their on-line energy storage.
As Digby said to Dan Dare, “It’s not very pretty! But it works!”
I can’t believe that engineers working on the development of Chiltern Railways are not looking at the possibility of using some of the infrastructure, London Underground has already installed.
Bombardier are already building some dual-voltage Class 710 trains for the London Overground, so rolling stock won’t be a problem.
Wembley Stadium Station To Sudbury Hill Harrow Station
This Google Map shows the line Chiltern Main Line between Wembley Stadium to Sudbury Hill Harrow stations.
Wembley Stadium Station To Sudbury Hill Harrow Station
The only station in the middle is Sudbury & Harrow Road.
The line in this section is very reminiscent of the Gospel Oak to Barking Line and it shows as a green scar on the map.
This map from carto.metro.free.fr shows the same area.
Chiltern Main Line Through Wembley And Harrow
These are some pictures I took of the line.
If it were to be decided to electrify this part of the line, I suspect it would no more difficult than the Gospel Oak to Barking Line.
Electrification Or Passing Loops?
Some stations like Sudbury Hill Harrow and Wembley Stadium are down to have passing loops to allow faster trains to overtake stopping ones.
But as the line is likely to be run by electric trains, does their superior braking and acceleration mean that at some stations, the need for passing loops is avoided.
Obviously, Chiltern and Network Rail have done extensive calculations and optimised the number of passing loops against the trains that will be run on the line.
Trains with an IPEMU capability, which includes regenerative braking, may also reduce the need for passing loops.
Wembley Stadium Station
Wembley Stadium station is planned to be the first station on the Chiltern Metro, although others think that the first station should be West Hampstead.
This Google Map shows the station.
Wembley Stadium Station
Note.
- There is a large space between the two platforms and lines in the station.
- There is certainly enough to create one or two passing loops, so that fast trains can pass trains calling at the station.
- The station has probably been designed for twelve-car trains.
- There would be no need to electrify through the station.
I took these pictures as my train went through today.
It certainly is a wide space in the middle.
Sudbury And Harrow Road Station
Sudbury And Harrow Road Station is not a very busy station and my train didn’t stop. I also didn’t get any pictures.
This Google Map shows the rather cramped layout of the station, squeezed between the two lines.
Sudbury And Harrow Road Station
Note.
- The station in an island layout.
- The platforms could be lengthened for the Metro.
- A passing loop could be squeezed through if possible.
- Electrification would probably be possible if required.
Hopefully the changes would attract more passengers to this station.
I visited this station once before and wrote about it in The Station With The Least Passengers In London.
Sudbury Hill Harrow Station
Sudbury Hill Harrow Station is a basic station.
This Google Map shows the layout of the station and the area around it.
Sudbury Hill Harrow Station
I took these pictures as I passed through today.
This station is down for platform lengthening and the addition of passing loops, so I suspect this will mean a complete rebuild.
This could be tricky, as the line is a main line with nine trains an hour in both directions.
But there would appear to be space to the East of the road bridge and if the station was to be rebuilt provision could be made for electrification.
Northolt Park Station
Northolt Park Station is another basic station.
This Google Map shows the station.
Northolt Park Station
I took these pictures today.
This station is another one, that is down for lengthened platforms. But it will be tight and there is no place for passing loops.
Northolt Junction
Northolt Junction is where the Chiltern Main Line meets the Acton-Northolt Line to form the Great Western and Great Central Joint Line, that goes on to High Wycombe and eentually Birmingham.
This Google Map shows the junction.
Northolt Junction
Note the waste recycling plant in the middle of the junction.
This map from carto.metro.free.fr shows the lines in the area.
Northolt Junction
Note the large Ruislip Depot for the Central Line.
These are pictures, I took from the Chiltern train.
It’s certainly all rather cramped in the middle of the junction.
South Ruislip Station
South Ruislip Station is an interchange with the Central Line, located to the West of Northolt Junction.
I only managed one quick picture as my train rushed past.
South Ruislip Station
This Google Map shows the station and the surrounding area.
South Ruislip Station
Note.
- Going East the lines divide here, with the Northern tracks going to Marylebone and the Southern ones going to Paddington, alongside the Central Line.
- The platforms at South Ruislip station will be lengthened for the Chiltern Metro.
- The heavy rail lines through here will be four-tracked and there is certainly space for that.
Given that the Acton-Northolt Line leads from here to an electrified Paddington and Old Oak Common, there could be pressure to fully electrify through South Ruislip. If that were to be decided, I can’t see that being a difficult task compared to some in the UK.
West Ruislip Station
West Ruislip Station has been proposed as the outer terminus of the Chiltern Metro.
This Google Map shows the station and the surrounding area.
West Ruislip Station
These are pictures I took of the station.
Note.
- A turnback facility is needed and this would probably be a siding on the West side of the station. It should be no problem to install.
- Platforms need to be lengthened for eight-car trains.
- There is plenty of space for two fast tracks through the centre of the station.
- Electrification if required wouldn’t be a problem.
I changed trains from the Chiltern service to a Central Line train.
Sorting Out Lines At West Ruislip
Before I went to West Ruislip station, I hadn’t realised how many lines pass through the area.
This Google Map shows a wider view of West Ruislip station.
Lines Through West Ruislip
These lines are shown on the map, or connect to these lines within a few stations.
- The Chiltern Main Line opened in 1906 as the Great Western and Great Central Joint Railway.
- The Great Western and Great Central Railway used to run passenger trains to Paddington along the Acton-Northolt Line.
- The Central Line opened in 1948 to Central London.
- The Piccadilly Line crosses to the East of West Ruislip station opened in 1933.
- The Metropolitan Line shares tracks with the Piccadilly Line opened in 1910.
- The Greenford Branch of the Great Western Main Line opened in 1903, joins the Central Line, four stations from West Ruislip station.
It shows how the various private companies went their own way. I’m sure if Borken had been in charge of London all of those years ago, we’d have a better pattern of rail lines in the area.
But some dreamers have plans. I discuss them in the next three sections.
Central Line To Uxbridge
In the Wikipedia entry for West Ruislip station, this is said.
The London Borough of Hillingdon announced in June 2011 that it would be lobbying Transport for London to have the Central line extended from West Ruislip to Uxbridge tube station. Such a project would require a business case approved by TfL and the completion of signal upgrade work on the Metropolitan line.
It is probably a valid aspiration, but could similar connectivity be created by perhaps adding platforms on the Metropolitan/Piccadilly Line, where it passes under the Chiltern Main Line and Central Line to the East of West Ruislip station and connecting everything together with a moving walkway?
If this were to be combined with the desired lengthening of the Chiltern platforms, this could be a worthwhile project, if the numbers add up.
Denham To Uxbridge
In the Wikipedia entry for Chiltern Railways under Active Plans, this is said.
Re-opening the former Great Western Railway branch line to Uxbridge High Street, continuing the route to Heathrow Airport. This would give Birmingham a direct rail link with Britain’s largest airport.
Uxbridge High Street station closed completely in 1964.
I would assume, that this would use the route of the Uxbridge (Vine Street) Branch to get to the Great Western Main Line at West Drayton station, from where it could use either of these routes to get to the Airport.
- Crossrail
- An extension of the Staines and West Drayton Railway
This could be the sort of ambitious plan that appeals to Chiltern.
This is a Google Map of Uxbridge Town Centre.
Uxbridge Town Centre
Note Uxbridge Underground station, High Street and Vine Street are all close together.
In Germany, they wouldn’t mess about, but would use a tram-train on the route.
- West Ruislip to Uxbridge as a train on a rebuilt rail line.
- Through Uxbridge Town Centre as a tram.
- Uxbridge to West Drayton and Heathrow as a train on a rebuilt rail line.
Obviously, the route could be adjusted to serve property, leisure and employment hotspots.
Greenford Branch Line
The Greenford Branch Line is like an elderly aunt, who gets forgotten to be asked to family parties, but when she does come, is extremely useful and entertaining, because she can do things, that others can’t.
The Wikipedia entry under Future says this.
In 2017 Crossrail is due to begin using two of the four tracks of the Great Western Main Line and the Greenford service will terminate at West Ealing, rather than continue to Paddington, to obviate interference with Crossrail, and to create track capacity for increased services to Heathrow. In compensation the branch line service will increase from two to four trains per hour. Ealing Council desires to have the line connected to the south west to Clapham Junction via the West London Line, and to the north west to West Ruislip.
I think Ealing Council’s plan is a non-starter, if it envisages trains travelling along the Great Western Main Line.
But look at this map of the rail lines from carto.metro.free.fr.
Lines In West London
Note that it would appear that the track layout at Greenford could allow trains to go from the Greenford Branch towards West Ruislip and South Ruislip in the West or North Acton and Old Oak Common in the East.
These are pictures I took of the lines and the junction at Greenford station.
The current Greenford Branch platform would probably be augmented or replaced by platforms on the Acton-Northolt Line.
This Google Map shows the area around Greenford station.
Greenford Station And The Junction To The East
It would appear that parts of the junction have been built on, but it looks like it could easily be made possible for trains to pass in all directions, between the Acton-Northolt Line and the Greenford Branch.
The Greenford Branch is under three miles long and appears to be mainly double-track, but it does have a level crossing close to the Southern end.
I also took some pictures of the bay platform at West Ealing station, that is currently under construction.
I can’t be sure yet, but it does appear that the platform will be electrified.
So what does this say about how the rumoured four trains per hour that work the branch will be powered?
I think there are two possibilities.
- Diesel power as now.
- IPEMUs charged in the bay platform.
Given that one of London Overground’s Class 710 trains with an IPEMU capability and one of Great Western Railway’s Class 165 trains, that currently work the line, could use the same infrastructure, the choice of train would be up to the operator.
One problem that would have to be addressed is the short platforms at Drayton Green, Castle Bar Park and South Greenford.
At least if the branch was not electrified, there would be no wires to get in the way.
Look at this Google Map.
Park Royal To Old Oak Common And Wormwood Scrubs
Note.
- The red arrow points at Park Royal, which at 500 hectares, is the largest business park in London.
- The green area in the East is Wormwood Scrubs, which is one of the largest areas of common land in London.
- North of Wormwood Scrubs is Old Oak Common, which is mainly old railway land, that is being regenerated.
- Old Oak Common station, with connections to HS2, the West Coast Main Line, the Great Western Main Line, North London Line, West London Line, Crossrail and other lines is being created to serve the developments in the area.
Across the South of Park Royal and connecting to Old Oak Common station, runs the Acton-Northolt Line.
If transport planners and railway designers, can’t make a feast of these tasty ingredients, I’d be very surprised.
I said that the choice of rolling stock would be down to the operator.
As Ealing Council would like to see the Greenford Branch go to Clapham Junction, the obvious route is to go via the Acton-Northolt and West London Lines, stopping at appropriate stations en route, like Old Oak Common and possible new ones; South of Park Royal.
This would be a good fit with London Overground services and their four-car Class 710 trains would be ideal for the route.
With the full development of Old Oak Common station, this would not only give access to West Coast Main Line and HS2 services, but also direct access to the North London Line from West Ealing and West Ruislip.
The latter connection would make so many of those journeys across the North of the capital, so much easier and avoid going by the centre.
I think Chiltern too, will make a bid to get into running services on the Greenford Branch and the Acton-Northolt Line, as it would give them a very useful destination in London of Old Oak Common.
These services would also be a good fit with Chiltern’s services and trains.
Conclusion
The Chiltern Metro is certainly possible from an infrastructure point of view.
I also believe that with selective and appropriate electrification, that a 100 mph version of Bombardier’s new Aventra train with an on-board energy storage or IPEMU capability could handle all their services.
My project management and engineering knowledge (Note! Not experience!), also leads me to believe that most of the upgrade to electric trains could be done without too many blockades and disturbance, as much of the line is already to a very high standard with sufficient loading gauge to accept Aventras, when running on the on-board power source.
Just because you want to swap your diesel Mercedes for an electric Tesla of vaguely the same size, it doesn’t mean you have to move house or even build a new garage, as both cars run on the same roads. You just make sure the battery gets charged, rather than fill it up with fossil fuel.
It’s the same if you replace your diesel train with an Aventra IPEMU. Except that in places, you can charge your train as you’re running on any traditionally-electrified line.
The only problem, is to make sure, your trains get enough chances to charge their on-board energy storage devices. But railways have had the organisation of trains to various places down to a fine art for well over a hundred years.
It’s called timetabling!
Musical Trains On TransPennine Express
The moving on of the inadequate Class 185 trains on TransPennine Express (TPE) seems to have started with this article in Rail News entitled Hitachi scoops 95-car TPE train deal. This is said.
- TPE have signed a deal for the delivery of nineteen five-car Class 802 trains for delivery from 2019.
- The trains will normally run at 125 mph, but will have a 140 mph capability, subject to track and signalling.
- The Class 802 trains will have 161 more seats than the Class 185 trains.
- A second fleet of twenty-five trains will be ordered by TPE for delivery in 2018.
It’s also said that TPE will retain about half of the existing Class 185 trains.
In Future Fleet in the TransPennineExpress Wikipedia entry, this is listed as their future fleet.
- Thirteen sets of five-car Intercity carriages for TransPennine routes with a top speed of 125 mph, with deliveries, starting in 2017.
- Twelve sets of five-car EMUs for Scottish routes with a top speed of 125 mph, with deliveries, starting in 2018.
- Nineteen sets of five-car Class 802 trains for TransPennine routes, with deliveries, starting in 2019.
The third fleet of nineteen trains have been ordered and I feel pretty sure, Hitachi will deliver them on time from Newton Aycliffe.
But what types of trains will be delivered for the first and second requirements?
Class 387 Trains
Twenty-nine Class 387 trains have been built and there are another twenty-eight on order.
- A proportion of the trains will be going to Great Western Railway (GWR), which is a sister company to TPE, to run Thames Valley services out of Paddington.
- Because of the late delivery of the Great Western Electrification, some could end up sitting in sidings.
- They are only a four car train, but as some Electrostars come in five car sets, I suspect that they can be lengthened to the required five cars.
- They are only a 110 mph train, but then so are the Class 350 trains, currently working Manchester Airport to Glasgow services for TPE.
Although Class 387 trains don’t quite meet TPE’s speed requirement, they could provide a valuable interim service, whilst awaiting the delivery of the new trains.
Class 387 Trains With An IPEMU Capability
A Class 379 train was used for the prototype IPEMU or Independently Powered Electric Multiple Unit, which was successfully demonstrated in public service early in 2015.
This train has a range of upwards of fifty miles using on-board energy storage, charged on the main line from the overhead electrification.
The Class 379 and 387 trains are both Electrostars and are closely related, so it is very likely, that a Class 387 IPEMU can and will be developed.
A Class 387 IPEMU could be able to serve the following routes.
- Liverpool to Newcastle via Manchester and Leeds.
- Manchester Airport to Blackpool, Barrow and Windermere.
- Blackpool and Preston to Leeds via the Calder Valley Line.
- Manchester to Chester.
- Manchester to Sheffield via the Hope Valley Line.
I also think, that as experience of the trains is accumulated, other routes would become possible.
Class 802 Trains
The Class 802 trains are the ones ordered for the major part of services across the Pennines, but they have a major problem. It would be unlikely, that Hitachi could deliver the trains until after the rest of the trains have been delivered starting in 2019.
Aventra Trains
The Aventra is Bombardier’s successor to the Electrostar.
- It is designed as a modular train, that comes in a range of lengths. So far four car Class 710 trains and nine car Class 345 trains have been ordered.
- Modern Railways disclosed in the April 2016 Edition, that a 125 mph version of the new Aventra train is coming.
- It has been designed to be a very efficient train.
- According to Modern Railways, the trains are designed to be able to handle both commuter and longer-distance services.
- All Aventras are wired so that on-board energy storage can be fitted.
- As it will be a more efficient train than the Electrostar, range using on-board energy storage would probably be longer.
So it would appear that a 125 mph five-car Aventra, that can extend routes and bridge electrification gaps will be available.
The two requirements for TPE will now be examined.
The First Requirement
The first requirement for thirteen trains for TransPennine routes could be met by.
- Shortened five-car formations of InterCity 125s released by delivery of Class 800 trains to Great Western Railway (GWR) and Virgin Trains East Coast.
- Five-car Class 221 trains released by Virgin Trains.
- Five-car Class 222 trains released by East Midlands Trains.
- Five-car Class 387 trains with an IPEMU capability.
- Five-car Aventras with an IPEMU capability.
- Lengthening the existing Class 185 trains by adding two new cars.
- More Class 802 trains.
Option 1 – Every train operating company will be after these and there is a lot of work to do. But they would do the job.
Options 2 and 3 – What trains could be used to release the Class 221 and Class 222 trains?
Option 4 – Five-car Class 387 trains can be created. But would 110 mph trains be fast enough and would the IPEMU capability allow TPE to run the routes they require?
Option 5 – 125 mph Aventras with on-board energy storage, could probably do the job. But will they be available for delivery in 2017? I doubt it!
Option 6 – I doubt Siemens would like to lengthen Class 185 trains, but as an interim they could run as six car trains. But until the Class 802 trains arrive, they’re needed across the Pennines.
Option 7 – Not probably a possibility for delivery in 2017, unless Hitachi find how to 3D-Print trains at a rate of one a day.
TPE Needs More Capacity Now
The big problem, is that TPE needs extra capacity across the Pennines now! It should also be noted that the Ordsall Chord could open in December 2017, which will create a need for more trains.
TPE could decide to just muddle through until 2017, but I think they would like some extra capacity, otherwise all the euphoria of the new franchise, will be flushed down the toilet
The only trains that could be running across the Pennines, before the end of 2016, are Class 387 trains with an IPEMU capability. In fact, they could probably be running in time for the May 2016 timetable change.
I have believed for some time, that they could work the routes across the Pennines between Leeds and Manchester.
If TPE did go down this interim route, then it would be likely that the thirteen new trains ordered for this route would be 125 mph Aventras with an IPEMU capability.
Bombardier would love that if it turned out to be successful, as publicity of using batteries to extend the range of a 125 mph train must open up some very lucrative markets all over the world.
The Second Requirement
The second requirement used on the Scottish routes could be.
- Class 350 trains until new trains are delivered.
- Class 387 trains to add capacity to or replace the existing fleet.
- Class 802 trains
- 125 mph Aventra trains
All except the Class 350 trains could be five car trains and the Class 802 trains and the Aventras are 125 mph trains or faster.
140 mph Running
One complication is that at some time in the 2020s, the East Coast Main Line and West Coast Main Line will be able to accept 140 mph running. So the Scottish services, may end up bein worked by Class 802 trains.
Airport Expresses
An intriguing possibility is to use Class 387/2 trains as used on Gatwick Express on some services.
- TPE services call at Manchester Airport and Liverpool South Parkway for Liverpool Airport.
- The Class 387/2 trains have an interior designed for airport passengers.
- The trains could be delivered as five car trains.
- The trains could have an IPEMU capability.
Manchester and Liverpool Airports are very ambitious and probably would like connections to places such as Chester, Nottingham and North Wales.
Conclusions
There are a large number of possibilities and a massive need for an interim solution, which will probably use some of the available Class 387 trains, with or without an IPEMU capability.
The final solution will come down to a choice between.
- Thirteen Class 802 trains with a bi-mode capability and twelve Class 802 EMUs
- Twenty-five Aventras, of which at least thirteen would have an IPEMU capability.
I might find the Class 185 trains inadequate, but as new trains arrive, inevitably some of the diesel multiple units will be cascaded to other operators.
I think there’ll come a time, when TPE has just Class 802 trains and/or Aventras, with some trains having a bi-mode or IPEMU capability.
When there is electrification between Leeds and Manchester and if Aventra IPEMUs were handling the parts of the network without electrification, then TPE could rightly claim that they were running an all-electric fleet, which must give a green edge to their marketing.
Some bi-mode Class 802 trains could be converted to EMUs and hopefully would be able to cruise to across the Pennines at over 125 mph and to Scotland at 140 mph on the flagship routes.
- Liverpool to Edinburgh via Manchester, Leeds and Newcastle.
- Liverpool and Manchester to Glasgow via the West Coast Main Line.
It will be an interesting decision, as to which trains are chosen for the extra twenty-five trains.
The only certainty is that TPE will get a very good price.
Will The London Overground Aventras Have Energy Storage?
When I wrote Is Liverpool Planning To Invade Manchester By Train?, I enclosed a clip from the October 2015 Edition of Modern Railways about energy storage on the proposed new Liverpool trains.
Merseytravel has indicated that it will be seeking ‘innovative proposals’ from manufacturers, with considerable emphasis being placed on the overall cost of operating the fleet rather than just the basic cost of the trains themselves. Options such as regenerative braking and onboard systems to store energy under braking to be used for acceleration will attract particular interest. The independently-powered EMU (IPEMU or battery train) concept evaluated earlier this year on a modified Class 379 in East Anglia ,might see an application here.
So if energy storage is good for Scousers, surely it would be good for Cockneys! I could add Brummies, Geordies, Mancunians, Bristolians, Glaswegians, Hullensians and lots of others too!
I feel that using the new trains in IPEMU-mode would be a better way to run electric passenger trains on the Gospel Oak to Barking and Dudding Hill Lines, as all the inept disruption of putting up the catenary could be performed in a more relaxed manner.
But are there any other advantages, other than the energy saving and flexibility, if the trains have energy storage or an IPEMU capability?
- This morning, the wires are down on the London Overground at Hampstead, so trains are stopped. An IPEMU could possibly get through to provide a limited service.
- At times, lines are closed for work on the electrification and Rail Replacement Buses have to be used. Would an IPEMU be able to provide a service in some cases, by perhaps using another track? Obviously, safety for the workforce would have to be ensured, but Network Rail is improving its working methods all the time.
- London has two different electrification systems; overhead and third rail. Would an IPEMU allow extra services to be developed, which bridge the two systems?
- Would an IPEMU give advantages in the design, construction and operation of depots, by needing less electrification, as trains could move under their own own power.
- Suppose a terminal station like Chingford needs to be rebuilt or a new station needs to be built, would it cost less to design and build a station, if the station had no electrification?
Even if the current order for Aventra trains for the London Overground isn’t delivered with energy storage and an IPEMU capability, I believe it will become the standard for it to be installed on trains in the near future.
Meandering Around Lancashire
Yesterday, I went to Ipswich Town’s disastrous match at Blackburn.
I went via Liverpool, as I had at one point intended to get a flight from Liverpool Airport to Poland on the Sunday to start one of my Home Runs.
But circumstances intervened and so I was left with only the first leg of my trip – A First Class ticket to Liverpool.
These pictures tell the story of my journey.
Note :-
- Norton Bridge Junction is The Two Hundred Million Pound Railway Project Of Which You’ve Probably Not Heard.
- Where were all the Class 319 trains in Liverpool? Only Northern Powerhouse was sitting forlornly in Platform 1! Normally, there’s half a dozen!
- The New Platform 7 at Liverpool Lime Street has been planned for years. And still nothing is happening.
- Blackburn station had no information on buses.
I’d actually taken six trains during the day.
- A Virgin Pendelino from Euston to Liverpool
- A Northern Rail Class 156 train from Liverpool to Wigan North Western
- A Virgin Pendelino from Wigan North Western to Preston
- A Northern Rail Class 156 train from Preston to Blackburn
- A Northern Rail Class 142 train from Blackburn to Preston
- A Virgin Pendelino from Preston to Euston
The trip up was by a roundabout route, but in some ways it illustrates the problems of trains in the area.
- Liverpool to Preston is fully electrified, but the service is run by diesels, although from Monday, it will be run by Class 319 electric trains on a half-hourly basis.
- As Preston to Blackpool is not electrified, usually the onward journey is a tired diesel.
- Preston to Blackburn and Burnley is not electrified and is generally run by antique Pacers and a few Class 156 trains.
- At the moment due to the Farnworth Tunnel problems, Manchester to Preston is not a journey for the faint-hearted.
Hopefully, it’ll all get better, when the Manchester to Preston via Bolton electrification is complete, but that won’t do anything from Preston to Blackpool, Blackburn and Burnley.
Whoever wins the new Northern Rail franchise is going to be mandated to buy 120 new carriages.
Surely, these should be Aventra IPEMUs and they should be used on these lines from or through Preston.
- Blackpool North to Hazel Grove
- Blackpool South To Colne
- Preston to Barrow
- Preston to Blackpool North
- Preston to Leeds via Blackburn, Bolton, Halifax and Bradford
- Preston to Manchester Victoria via Blackburn, Burnley and the Todmorden Curve.
- Preston To Ormskirk
- Preston to Windermere
They would probably be used on other lines in the area.
- Liverpool to Manchester via Warrington Central
- Manchester to Southport
These services might only need some platform lengthening, adjustments to track and signalling and a small amount of extra electrification.
The longest section that is not electrified is that between Preston and Bradford, which is probably less than sixty miles. If necessary the gap could be shortened by electrifying between Preston and say Rose Hill, where the Colne branch divides.
What surprises me, is that Bombardier haven’t created another demonstrator to prove the concept, just as they did at Manningtree.
Where Does The Borders Railway Go Next?
My Borders correspondent, who lives near Selkirk, says that the Borders Railway has been generally well received. Certainly if you search Google News for Borders Railway, you don’t find many problems or complaints, except one about the singing of the National Anthem for the Queen.
A friend in Edinburgh has just told me, that the trains are too crowded at times. So what’s new? New railways are always crowded, especially if they fulfil a need.
The most common articles on the web, are ones like this one from the Border Telegraph, entitled Next Stop Hawick….
So what will effect this line in the next few years and what do I think will happen?
The Me Too Effect
Now that Galashiels has a reliable half-hourly service to Edinburgh, I suspect that the inhabitants South of Tweedbank, will say that if Galashiels and Tweedbank can have this, why can’t Melrose and Hawick?
Cross Border Co-operation
The Borders area of Scotland and the neighbouring area of England are very similar and probably have the same strengths, problems and needs.
In some ways they are very economically linked now.
- Carlisle is economically tied to the Scottish Borders for shopping and transport links.
- Newcastle is a major airport for the area.
- There is even a rail service between Glasgow and Newcastle, that goes via Kilmarnock, Dumfries, Hexham and the Metro Centre.
- Area rail tickets for North West England include Lockerbie.
- Carlisle and Newcastle are the two major places to catch trains to the South, unless you go North to Edinburgh and Glasgow..
Surely this togetherness should be built on to develop the Borderlands, provided the politicians can be kept out of their way, in their offices in London and Edinburgh.
Increasing Railway Capacity Between England And Scotland
At present, the East Coast Main Line and the West Coast Main Line do not provide enough capacity between England and Scotland, for both passengers and freight.
Tourism And Other Economic Effects
I live in the Dalston area of Hackney, which is an area that has been uplifted by the creation of the London Overground from the rather decrepit railways that used to run through the area.
Unless you have lived through the process, most people will not understand how regular trains, running on a frequency of at least two an hour, can bring economic benefits to an area.
The Borderlands, probably have an economic profile not unlike the areas of East Anglia away from the large towns and cities that I know well.
- Both areas are ringed by a series of large towns and cities
- There is a lot of farming.
- There are a lot of tourism-related businesses of all sizes.
- In the summer, visitors take days out into the areas.
- There is a certain amount of specialist manufacture.
- Housing is being developed for those who have retired, who live and work locally and who commute to major towns and cities nearby.
All of these activities will increase the need for better transport links to the major cities that ring the areas.
The latest East Anglian Rail Franchise will mandate the franchisee to provide much better services all over the area and especially on the branch lines.
I can’t believe that the areas on both sides of the Border would not be worth developing in a similar way to that proposed for East Anglia.
Extending The Borders Railway To Melrose, Hawick And Carlisle
Scottish Borders politicians are all in favour of this extension, as are probably the good citizens of the area. My Borders correspondent and his family certainly appear to be.
Just as I have seen an economic uplift in Hackney because of the London Overground, I think it would be unlikely that the Borders Railway running through Melrose and Hawick, would not increase economic activity in the area.
This extension would certainly happen if Scotland stayed in the United Kingdom, as in some ways, this reopening, would help develop tourism in the wider area of the whole Borderlands, the Lake District and North Yorkshire.
Carlisle is probably the big winner in this activity and becomes a city with important or picturesque railway lines going everywhere.
- The West Coast Main Line, links England to Edinburgh and Glasgow.
- The Glasgow And South Western Line to Glasgow via Dumfries and Kilmarnock
- The Settle and Carlisle Line
- The Cumbrian Coast Line around the Lake District to Barrow and Preston
- The Newcastle and Carlisle Line
- The Borders Railway to Edinburgh
The Borders Railway provides the missing link in the railways of the Borderlands.
So when the Scottish politicians discuss the project, they should take into account, the positive affects a complete line would have on England!
Should The Borders Railway Be Electrified?
This question could legitimately by asked about all the other lines meeting at Carlisle, that are not electrified.
But as Carlisle, Edinburgh, Glasgow, Newcastle , Preston and Skipton are all electrified, I suspect all of the Carlisle lines have enough electrification to be run by modern four-car Aventra IPEMU trains, charging their batteries where overhead power is available and running on batteries as needed.
Some of the lines, including possibly the Borders Railway, are probably ready for Aventra IPEMUs now, with a bit of modification to platforms, track and signalling! Some like probably the Cumbria Coast Line would need some electrification or other means to charge the batteries en route.
So the answer to the electrification question must be yes, if Aventra IPEMUs are used.
But it would create a local railway network, as good as any in Europe, in an environmentally-friendly but totally affordable way.
It would be a showpiece of British technology and an attraction to rail enthusiasts from all over the world.
The network also connects to four World Heritage Sites and the Lake District, Hadrian’s Wall and the major cities of Edinburgh, Glasgow and Newcastle.
Would An Extended Borders Railway Provide Extra Capacity Between England And Scotland?
The Borders Railway has a limited number of paths for trains and when a steam special is run, one of the diesel multiple units has to give up its slot. Read various criticisms on Wikipedia.
My scheduling experience, does suggest to me, that if the line was run by the faster and better accelerating electric trains, including Aventra IPEMUs, that this might create some extra capacity on the line.
Unless the line was fully electrified, it wouldn’t be a route for using the electric trains that run up the East and West Coast Main Lines.
But it would be able to take services run by Aventra IPEMUs or any diesel-hauled passenger or freight trains.
These capacity arguments would also apply to the Glasgow and South Western Line, so with a bit of selective electrification and Aventra IPEMUs, some extra capacity might be squeezed in.
I certainly think that a railway time-tabling expert could certainly find some extra capacity.
But it might be overnight freight trains?
Are There Any Branches To The Borders Railway That Could Be Created?
The original Waverley route had several branches including to Peebles and Hexham.
Midlothian Council have also thought about a branch to Penicuik.
Extra branches are up to the economics and the politicians.
Conclusion
In my view, not to extend the Borders Railway to Carlisle by way of Melrose and Hawick, would be total stupidity.
The problem is that despite being totally in Scotland, extending the Borders Railway to Carlisle, has substantial benefits for England too!
What will Nicola think?
Jumping The Electrification Gap Between Leeds And Manchester
The Battery High Speed Train
An Aventra uses a modern version of the same bogies that are used in the Class 222 trains, which are capable of 200 kph. As the Class 387 train, which is a version of the Electrostar, can travel at 110 mph, I wouldn’t rule out that the more modern Aventra could run at 200 kph or 125 mph. Obviously, this speed would probably only be attainable in places on the East Coast Main Line.
Example times between York and Newcastle include.
- East Coast InterCity 225 – 56 minutes
- East Coast InterCity 125 – 62 minutes
- Transpennine Class 185 – 67 minutes
So if the performance on the line of an Aventra IPEMU was the same as an InterCity 225, then this would knock eleven minutes of the trip to Newcastle
Acceleration on batteries would be the problem, not maintaining a high speed. that had been built up whilst running under the wires.
When jumping the gap in the electrification between Leeds and Manchester, as the train will have been running from either Liverpool or York, I would suspect that it would set out over the Pennines with a full load of electricity.
Manchester To Leeds Electrification Gap
The Manchester to Leeds electrification has now been paused and it is likely that it will not be completed in the next ten years.
The line has its problems as the three-car Class 185 trains, that work the line, are totally inadequate for the route.
There are two major routes between Leeds and Manchester.
- The Huddersfield Line via Dewsbury, Huddersfield and Stalybridge.
- The Calder Valley Line via Bradford Interchange, Halifax, Hebden Bridge, Todmorden and Rochdale.
The shortest distance by rail between Manchester and Leeds is just 43 miles. When I saw this, I didn’t believe it, but it’s all in this article in the Guardian.
So this means that if you want to run an electric train between Liverpool and Manchester to Leeds, York and Newcastle, the Aventra IPEMU would bridge the gap with ease.
The demonstration version of the Aventra IPEMU was a modified Class 379 Train and had a range of sixty miles on batteries.
So even this modified Stansted Express would have been able to bridge the gap on both routes with ease.
A fully engineered production Aventra IPEMU would be unlikely to have a shorter range on batteries.
So Aventra IPEMUs create a fully-electrified TransPennine route from Preston, Liverpool and Manchester in the West to Leeds, York and Newcsastle in the East.
Destinations In The West
These are all current Western destinations for Transpennine Express.
- Barrow – On an unelectrified branch line from an electrified Carnforth.
- Blackpool North – On an unelectrified branch line from an electrified Preston.
- Liverpool – On a direct line from Manchester that is completely electrified
- Liverpool via Warrington – On a direct line from Manchester that is partially electrified.
- Manchester Airport – Electrified from Manchester
- Windermere – On an unelectrified branch line from an electrified Oxenholme.
All could be served by using Aventra IPEMUs.
I suspect it would also be possible to serve Chester.
I’m not sure how Aventra IPEMUs would affect slower services like York to Blackpool North across the Pennines, but I suspect they would be faster than the current diesel multiple units.
With the franchises being reallocated, I suspect that it will be done in such a way, that the trains across the Pennines give a much better service.
Destinations In The East
These are all current Eastern destinations for Transpennine Express.
Cleethorpes – Probably too far, but the Class 185 trains could run the service as they do now!
Hull – Hull is perhaps fifty miles East of the East Coast Main Line and I believe that a solution can be found to do this on an out-and-back basis.
Middlesbrough – This is a few miles from Darlington
Newcastle – Electrified all the way from Leeds
Scarborough – The York to Scarborough Line is forty two miles long and I believe that a solution can be found to do this on an out-and-back basis.
Whether Aventra IPEMUs can do the return trip from the East Coast Main Line on an out-and-back basis to Hull and Scarborough, depends very much on how the range of the trains work out, when the production trains are delivered. I suspect Bombardier know and have either calculated it or proven it on a test rig, but obviously they are keeping it quiet and sticking with the sixty miles total range obtained with the Demonstrator.
If they can’t make it, I suspect that they can provide some form of charging at the Eastern termini.
I do suspect that because of the reorganisation of the two franchises we may see some extra destinations in the East.
Times Across The Pennines
At present times on the major routes are.
Liverpool to Newcastle – 3 hours
Liverpool to Hull – 2 hours 30 minutes with a change at Leeds
As I indicated earlier there is eleven minutes to take off the Newcastle journey and the change at Leeds probably wastes ten minutes on the Hull trip.
Other factors would have an effect.
- The time spent on a stop by the Aventra IPEMU will be less than that of the current Class 185 trains.
- If diesel multiple units on the two TransPennine routes can also be replaced with Aventra IPEMUs, then these trains would be less likely to slow the fastest expresses.
- The Aventra IPEMUs are faster than the current trains.
- Network Rail will probably be able to do some small amount of trackwork to speed trains up in places.
I have no idea what the eventual TransPennine time will be, but it will be a few minutes less than today’s times.
An Open Letter To George Osborne About Teeside
I should say, I have no connection to Teeside, except that I quite like the area.
There is little that can be done about SSI Redcar, other than hope for a miracle, as there is so much steel being produced in the world, that the price will only get lower and the plant will get less and less economic.
I also live in Dalston, which since the arrival of the London Overground five years ago, has very much gone up in the world! And in some ways, like employment, gone up for those at all levels in society.
So I very much feel, that improving a railway and other forms of public transport, can only make an area more attractive for investment, employment, living and leisure.
Teeside has been lobbying for a Metro for years, to link the knit the area together.
There is only one way that this can be provided in the absolutely necesary short time-scale.
The railway line between Newton Aycliffe and Middlebrough should be electrified, as soon as possible. Immediately, this would enable.
- The new trains being produced at Newton Aycliffe by Hitachi, to get to the East Coast Main Line under their own power.
- Direct electric train services between Middlesbrough, Darlington and all points North and South from Edinburgh to London on the East Coast Main Line.
Northern Rail or their successor have been mandated in the new Invitation to Tender for the franchise to provide 120 new carriages to replace the disgusting Pacer trains.
Some of these new carriages should be the IPEMU variant of the new Aventra trains, being produced by Bombardier at Derby, which could by the use of the electrification at Middlesbrough and on the East Coast Main Line and the trains on-board batteries be able to run on the following routes.
- Saltburn to Bishop Auckland via Middlesbrough and the Tees Valley Line
- Hexham to Nunthorpe via the Tyne Valley Line, Newcastle, Sunderland, the Durham Coast Line, Hartlepool and Middlesbrough.
- Middlesbrough to Whitby could be done later.
The faster electric trains would increase capacity, decrease journey times and improve frequencies.
The only construction needed for the new trains, would be a small amount of platform lengthening and adjustments to the track and signalling.
The Anonymous Widower 