The Anonymous Widower

Will The East London Line Ever Get Six Car Trains?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Conclusion

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

October 10, 2018 Posted by | Travel, Uncategorized | , , , | 1 Comment

At Least Three Class 710 Trains Were Hiding At Willesden TMD

Today, I spotted at least three Class 710 trains hiding behind Willesden TMD.

You certainly can’t miss them with their orange fronts.

August 16, 2018 Posted by | Travel | | Leave a comment

Latest On The New London Overground Class 710 Trains

The August 2018 Edition of Modern Railways has a two-page article on the latest on the new Class 710 trains for the London Overground.

Seating Arrangement

Wikipedia says this about the seating.under Background And Specifications.

The units will be delivered in two sub-classes; an AC-only version with longitudinal and transverse seating (very similar to the S8 units on the Metropolitan line of the London Underground) for use on the West Anglia and Romford-Upminster services, and a dual-voltage version with longitudinal seating for the Watford DC and GOBLIN services.

But it now appears that all the seats on the trains will be longitudinal ones.

I use the current trains a lot to go to Walthamstow and I also use the Class 378 trains, which have longitudinal seats, frequently on the North and East London Lines of the Overground.

I probably aren’t bothered too much about longitudinal seats, but I suspect there will be others who will complain.

This discussion of RailForums is entitled Annoying Things About The Class 378. Search for “seat” and you don’t find many complaints about the longitudinal seating, which is also used on much of the Underground.

On the other hand, if all the trains have identical interiors, this must save on construction and maintenance costs.

If the interiors are basically similar to the Class 378 trains, it must also save on staff training costs.

I actually think, that the biggest complaint will not be about the new trains, but why don’t the older Class 378 trains have wi-fi and USB charging points!

Eight-Car Trains On West Anglia Routes

The article also states that services on West Anglia routes to Cheshunt, Chingford and Enfield Town stations will work as eight-car trains or a pair of four-car trains.

If they are always working in pairs, why not build them as eight-car trains in the first place?

In A Detailed Layout Drawing For A Class 345 Train, I said that the formation of a Class 345 train for Crossrail is as follows.

DMS+PMS+MS1+MS3+TS(W)+MS3+MS2+PMS+DMS

Note.that the train is composed of two identical half-trains, which are separated by the TS(W) car.

As the Modern Railways article says that these trains are to be the last to be delivered, would it not be sensible to fully understand the four-car units and then decide if instead of pairs of four-car units, they were built as eight-cars.

Consider.

  • Trains would be formed of identical four-car half-trains.
  • An eight-car Class 710 train would be nearly fifty metres shorter than a nine-car Class 345 train.
  • Passengers would be able to walk through the whole train.
  • Passengers can position themselves for their best exit at their destination station.
  • Would passenger security be better on a train, where passengers could walk all the way through?
  • I have seen drivers on Class 345 trains change ends inside the train
  • Aventras and other modern trains are fitted with intelligent control systems, that determine the number and type of the intermediate cars in the train.
  •  Two Driving Motor Standard Cars (DMS) would be replaced with simpler Trailer Standard (TS) or Motor Standard (MS) cars.
  • The choice of a TS or MS car would depend partly on performance issues, which could be tested with the earlier four-car trains.
  • Building and maintenance cost savings by reducing the number of driving cars, must be possible.
  • Capacity could be increased by adding cars in the middle, if platforms were long enough!
  • Would providing overnight stabling for fifteen eight-car trains be easier than for thirty four-car trains?

It should also be noted, Cheshunt station has a very long platform without a roof. Passengers could walk to the front of the train inside a warm dry train. This already happens with the Class 378 trains at Highbury & Islington station.

Romford-Upminster Shuttle

The Modern Railways article says this about the service on the Romford-Upminster Line.

TfL is still considering whether to utilise a ‘710’ on the Romford to Upminster shuttle or to retain an older unit for the line.

I wrote about this in A Heritage Class 315 Train For The Romford-Upminster Line, after this article in London Reconnections, which is entitled More Trains for London Overground: A Bargain Never to be Repeated,   said that it is possible that this line could be served by a Class 315 train, held back from the scrapyard.

I came to this conclusion.

If it is decided that a Class 315 train is to be used on the Romford to Upminster Line, I believe that the service could be marketed as a quirky heritage unit, that in conjunction with its main purpose of providing a public service, could also be used for other education, training, marketing, innovation and research purposes.

Eversholt Rail Group might even shift a few redundant Class 315 trains!

Why not?

Chingford Upgrades

The Modern Railways article says this.

A £7million investment has seen the stabling facility at Chingford upgraded, including the addition of an AVIS-scanner here as well.

These pictures show the investment.

With the Automatic Vehicle Inspection System (AVIS), Chingford is becoming more than a stabling facility.

Note the large maintenance structure, so that trains can be worked on in the dry.

A Few Questions Of My Own

I have a few of my own questions.

If The Thirty Four-Car Trains For West Anglia Routes Are Converted To Eight-Cars, What Happens To The Spare Driving Motor Cars?

If the thirty four-car trains are converted to fifteen eight-car trains, it appears to me that Bombardier could  have at best many of the long-lead components for thirty Driving Motor Standard (DMS) cars. At worst, they would have thirty DMS cars for Class 710 trains.

But London Overground will have need for a few more trains in a few years.

In Increased Frequencies On The East London Line, I showed this London Overground table of improvements.

LO Improvements

Note that two extra tph are proposed on the Liverpool Street to Enfield Town service. I calculate, that this would need another two Class 710 Trains.

Similarly, to add two tph to the Liverpool Street to Cheshunt service, would appear to need another three trains.

The Mayor is also looking favourably at creating the West London Orbital Railway.

I estimate that the two proposed routes would need around four trains each to provide a four tph service, if they could be run using dual-voltage Class 710 trains with a range of perhaps ten miles on battery power.

What Is Happening About The Hall Farm Curve?

I heard from someone, who should know, that the Hall Farm Curve and the Coppermill Curve will be reinstated.

These curves would allow the following.

  •  A direct service between Chingford/Walthamstow and Stratford.
  • Better access to the upgraded stabling at Chingford.

But I think these curves would be invaluable in maintaining services, during the construction of Crossrail 2.

Will A Bay Platform Be Developed At Lea Bridge Station?

I also wonder if a bay platform will be developed at Lea Bridge station, which would enable a four tph service to be run between Lea Bridge and Chingford stations, if Chingford Branch trains couldn’t get into Liverpool Street station, because of construction works.

I certainly feel that the curves connecting the lines at Coppermill Junction will have a major part to play in the development of East London’s railways.

 

 

 

July 29, 2018 Posted by | Travel | , , , , , , , , | 1 Comment

The Capacity Of London Overground’s New Class 710 Trains

The first of London Overground’s new Class 710 trains has just been delivered and will enter service by November.

This article on the International Railway Journal is entitledTfL Unveils Class 710 EMUs For London Overground.

This is a short extract.

The new EMUs will double the capacity of the current class 172 DMUs to almost 700 passengers per train and feature walk-through carriages for greater capacity and improved accessibility, with more wheelchair spaces.

It strikes me, that seven hundred seems a lot of passengers, so how does this compare with other trains?

Class 172 Trains

The Class 172 trains currently working the Gospel Oak to Barking Line are only two cars and have a capacity of 120 seats.

They will be replaced with Class 710/2 trains with longitudinal seating.

Class 315 Trains

The Class 315 trains currently working the Lea Valley Lines, have 318 seats according to Wikipedia.

They will be replaced with Class 710/1 trains with a mix of transverse longitudinal seating.

Class 378 Trains

The Class 378 trains currently working the North and East London Lines, have similar longitudinal seating as the new Class 710/2 trains for the Gospel Oak to Barking Line and can really cram passengers inside.

London Underground S7 And S8 Trains

The S7/S8 Stock trains of the London Underground are London’s biggest people carriers.

  • S7 – 7 cars – 117.45 metres long – 865 passengers – 7.36 passengers per metre
  • S8 – 8 cars – 133.68 metres long – 1003 passengers – 7.50 passengers per metre

As the Class 710 trains have been designed on similar principles, I suspect we’ll be seeing similar passenger densities of around 7-8 passengers per metre.

This would give a capacity of around six hundred passengers, if the trains are the same eighty metre length as the current Class 315 trains.

Conclusion

These new Class 710 trains are going to substantially increase public transport capacity across North London.

They are certainly future-proofed for an outbreak of London Overground Syndrome, where passenger numbers greatly exceed forecasts.

As some of the trains are being delivered as five-car units, there is always the option of adding an extra car. Especially, as the platforms on the line, seem to have been built for five or even six car trains.

London Overground have not made the platform length miscalculations of the North and East London Lines.

June 24, 2018 Posted by | Travel | , , | Leave a comment

The Future Of The Overground Arrives In November

This article on Rail Technology Magazine is entitled TfL Reveals Ultramodern London Overground Trains.

Unfortunately, we’ll have to wait until November to have a ride in the new Class 710 trains.

June 21, 2018 Posted by | Travel | , | Leave a comment

Roll-Out Of Electric Trains Along Gospel Oak Yo Barking Line Delayed Until The Summer

The title of this post is the same as that of this article on City AM.

So the rumours that I talked about in New Overground Trains For Gospel Oak To Barking line Delayed… By Three Months, would seem to be correct!

According to the article, Bombardier are saying it’s due to software issues dragging out the testing, of the Class 710 trains.

All trains these days are about software and  I speak from personal experience of fifty years writing extremely complex software.

Getting all of the software systems working correctly is an extremely complex task and, as this is only the second train of the Aventra family to be built, Bombardier are probably still going through a learning curve.

I feel, the problems are made worse, because of a lack of test tracks in the UK. A lot of train testing seems to be done for Hitachi’s new Class 385 trains in the Czech Republic and Germany and I find it interesting that Talgo, are thinking of building a new test track in the UK, as I reported in Talgo Explores Options For Building UK Test Track.

My experience of software writing, says that there is light at the end of this particular tunnel.

According to Wikipedia, twenty of the Class 710 trains have now been built, so when one train is approved, if the other nineteen are identical, twenty trains can surely be introduced into service fairly quickly, once enough drivers and other staff have been trained.

The City AM article finishes with these two paragraphs.

Darren Rodwell, leader of Barking and Dagenham council, said: “Coming on the back of the announcement of a delay with the Barking Riverside Overground, this is another slap in the face for the residents of Barking and Dagenham.

“Moving the completion dates of this project tells a lot about the contractors managing it and in future, may need us to look very closely into how these private sector contracts are awarded and managed.”

Does he believe, that if everything were to be nationalised, it would be much better?

If I go back to the 1960s and 1970s, my memory tells me that British Rail had lateness problems, when they did everything. Some projects like the Advanced Passenger Train never even saw service, after consuming millions of pounds.

In some ways, the real problem is the lack of testing facilities for the large numbers of new trains and the new digital signalling coming into service. Too much has to be done at the Old Dalby test track near Melton Mowbray.

Incidentally, I’ve just returned from the Aosta Valley in Italy, where their new Stadler Flirt trains have been delivered, but are yet to enter service. The new trains for the Aosta Valley Line are still not in service, as I reported in Where Are The New Trains For The Aosta Valley?.

So do the Swiss have software problems as well?

Building trains would appear to be a complex business.

 

June 1, 2018 Posted by | Travel | , | Leave a comment

Walthamstow Central Tube Station To Receive £15m Improvement

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

This is the first two paragraphs.

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

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

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

Overcrowding At Walthamstow Central Station

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

I have two routes.

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

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

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

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

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

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

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

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

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

Overcrowding Could Be Getting Worse!

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

New Trains On The Chingford Line

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

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

The performance improvement may allow a more intense service.

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

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

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

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

New Trains On The Northern City Line

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

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

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

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

New Trains On The Gospel Oak To Barking Line

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

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

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

Stratford To Meridian Water

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

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

Crossrail

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

Crossrail will change everybody’s journeys!

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

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

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

The World Ducking And Diving Championships

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

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

Most people do a number of common journeys over time.

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

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

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

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

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

These rules will allow the passengers to flow freely.

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

Improvements In North-East London

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

Bicycle Routes Across The Lea Valley

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

It should also include lots of bikes for hire.

Hall Farm Curve

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

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

It is a massive super-connector.

More Bus Routes

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

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

New Stations

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

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

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

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

Northumberland Park Station

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

Step-Free Access At Stations

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

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

Tottenham Hale Station

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

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

Walthamstow Central Station

Walthamstow Central station is almost last in this alphabetical list.

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

But, is it treated last by the planners?

Walthamstow Wetlands

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

Will transport links need to be added to the Wetlands?

West Anglia Main Line Four-Tracking

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

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

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

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

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

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

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

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

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

Conclusion

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

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

 

 

 

 

 

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

LO ‘710s’ To Be Tested On ECML

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

After a period testing at the Old Dalby test track, the first Class 710 train will move to the East Coast Main Line.

I think this could be a pragmatic decision.

  • On the slow lines of the Southern part of the East Coast Main Line, there are typically four trains per hour (tph), which might be a low enough frequency for extra paths to be found for train testing.
  • Trains can access the East Coast Main Line from both the Gospel Oak to Barking and the North London Lines.
  • These lines give access to Willesden TMD, where some of the trains will be stabled.
  • The trains could be turned back at the sidings at Welwyn Garden City station.
  • The Class 710 trains are probably 90 mph units, which is faster than some of the older trains using the slow lines.

It will be interesting to see, where the testing is actually performed.

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

Could There Be A Bi-Mode Aventra for Commuter Routes?

The London Overground has ordered a fleet of four-car Class 710 trains.

The Gospel Oak to Barking Line is being extended to a new Barking Riverside station.

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which probably has a terrain not much different to the lines in London.

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

The proposed Barking Riverside Extension is about a mile, so this could need up to 20 kWh each way.

This could easily be done with a battery, but supposing a small diesel engine was also fitted under the floor.

Would anybody notice the same 138 kW Cummins ISBe diesel engine that is used in a New Routemaster hybrid bus? I doubt it!

It is revealing to calculate the kinetic energy of a fully-loaded Class 710 train. I estimate that it is around forty kWh, if it is travelling at 90 mph.

That speed would rarely be achieved on the Gospel Oak to Barking Line.

If a Class 710 train, had only one 75 kWh battery from a New Routemaster bus, the charge levels would be as follows, as it went to Barking Riverside and back.

  • Joining the new line to go to Barking Riverside and leaving the electrification – 75 kWh
  • Starting braking for Barking Riverside station – 55 kWh
  • Stopped at Barking Riverside station, after regenerative braking, which generates perhaps 30 kWh.- 75 kWh
  • At line speed after accelerating away from Barking Riverside station – 35 kWh
  • Joining the electrified main line – 15 kWh

Note,.

  1. I have assumed that the train needs 20 kWh for the journey, but this figure will probably be lower, as the Aventra is a very efficient train.
  2. Regenerative braking is not hundred percent efficient, so that explains generating only 30 kWh. But it could be more.

It would appear that the diesel engine would not need to be used.

I come to the conclusion, that there is no need to electrify, the Barking Riverside Extension!

Here are a few other thoughts.

The Size And Number Of Batteries

The total capacity of the battery or batteries must be such, that they can handle, the maximum amount of energy that will be generated in braking.

This has the following benefits.

  • The train may not have any need to be fitted with resistors on the roof or other means to use the generated eectricity.
  • Any electrification will not need to be given the ability to handle return currents from the train.
  • The train will use less energy on a given trip.

As an engineer, I like the concept of putting a battery in all cars with traction motors.

  • Each battery will have shorter cables to where energy is used and created, which will cut losses.
  • More batteries probably improves reliability.
  • Distributing the weight might be a good thing.

I would suspect that only unmotored trailer cars might not have batteries.

Supposing a Class 710 train had three 75 kWh batteries.

This would give a capacity of 225 kWh and the following ranges on battery against energy usage in k|Wh/per mile/per car.

  • 5 kWh – 11 miles
  • 4 kWh – 14 miles
  • 3 kWh – 19 miles
  • 2 kWh – 28 miles
  • 1 kWh – 56 miles

These figures show that an efficient train is key to a longer range.

The ultimate Class 710 train might have the following.

  1. Two 75 kWh batteries per car.
  2. Energy usage of 3 kWh/per mile/per car.

This would give a range of fifty miles.

With a small and almost silent Cummins diesel engine from a New Routemaster, it could go as long as you wanted.

Should A New Routemaster Bus Diesel Generator And Battery Be Used?

Consider.

  • There are a thousand New Routemaster buses on the streets of London, so the reliability of the power train must be known very accurately.
  • The Cummins diesel engine and generator are very quiet and are only noticed on an empty bus, when they start and stop.
  • The engine and generator are under the back stairs.
  • The battery is fitted under the front stairs.

The power train doesn’t appear to be large.

Using these components would certainly be a good place to start and they could probably be easily fitted under the train.

In the rest of this post, imagine a Class 710 train with a single 75 kWh battery and a Cummins diesel and generator,

Would Be The Maximum Speed On Diesel Power Be The Same As On Electricity?

Because the battery and the diesel generator will work together, I believe this will be possible, if there is a well-programmed computer system on the train.

  • Accelerating to line speed of 90 mph will take around forty kWh, as that will be the energy of the train.
  • This will perhaps take thirty seconds in which time, the 138 kW Cummins generator, will produce just over a kWh of electricity, so the battery will provide 39 kWh.
  • The battery will be charged by electrification where it exists and regenerative braking.
  • In addition, the diesel generator could also top up the battery.
  • In the cruise, energy would need to be supplied to overcome aerodynamic losses, to climb gradients and provide train and passenger services.
  • Under braking, the regenerative braking would charge the battery.

You wouldn’t be able to run on a challenging line, but running on a fairly level line, which was perhaps twenty miles long with a dozen stations, would be a possibility.

Range on a real route, would be increased by adding extra batteries.

I suspect, Bombardier have created a sophisticated computer simulation of various train configurations and routes.

In this article in Rail Magazine, which is entitled Bombardier Bi-Mode Aventra To Feature Battery Power, a company spokesman is quoted as saying.

The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.

So I’m pretty certain, a bi-mode version of a Class 710 train would have a 90 mph operating speed .

And for some easy routes on the similar-sized battery and diesel generator to that of a New Routemaster bus.

The Get-You-Home Train

Imagine a Class 710 train with a single 75 kWh battery and a Cummins generator.

Suppose power is cut to the electrification for some reason.

A normal electric train would just sit there, but the generator would cut in and using the residual energy in the battery, the train would go slowly to the next station.

With just 75 kWh and an energy usage of 3 kWh/per mile/per car, the train would go six miles.

Fast Station Stops

The keys to a fast stop at a station or a short dwell time are down to the following.

  1. Smooth, fast deceleration under regenerative braking.
  2. Efficient loading and unloading of passengers and their baggage.
  3. Fast acceleration away from the stop to regain operating speed.

Point two has nothing to do with the traction system of the train and it can be improved by good design of doors, lobbies on the train and platforms, and by better staff deployment and training.

Will the traction system be designed in a similar way to that of a New Routemaster bus?

The train’s traction, passenger, driving and other systems will be powered directly from the battery.

The battery will be charged in one of four ways.

  • From 25 KVAC overhead electrification.
  • From 750 third-rail electrification.
  • From the onboard generator.
  • From regenerative braking.

Note.

  1. A well-programmed computer system would control the whole traction system.
  2. Fast acceleration to operating speed will probably need the onboard generator or the electrification to provide a backup to the battery.
  3. The battery can probably supply more power for a short period, than an onboard generator or the electrification
  4. When the train stops in a station, the computer will ensure that the battery contain as much power as possible, so that a quick acceleration away is possible.
  5. A lot of power will have come from regenerative braking, but at times, the onboard generator  or the electrification would be used to charge the battery.
  6. At each stop, because of the limitations of regenerative braking, a certain proportion of the electrical energy will not be recovered and stored in the battery. The onboard generator or the electrification would make up the difference.

Note that the train works in the same way with an onboard generator or electrification.

The West London Orbital Railway

The proposed West London Orbital Railway will connect Hounslow and Kew Bridge stations in West London to West Hampstead and Hendon stations in North London using the Dudding Hill Line.

  • It is around twelve miles long.
  • It is electrified at the Western End using third-rail electrification.
  • There is overhead electrification in the North.
  • The middle section is not electrified.

Class 710 trains, with a diesel generator and a battery stolen from a New Routemaster bus could be able to handle the routes proposed.

Conclusion

I am led to the conclusion. that if you fitted the battery and diesel generator of a New Routemaster bus under one of the cars of a Class 710 train, you would have the following.

  • A train capable of 90 mph on diesel and electrification.
  • A useful range without electrification.

The train would need a well-programmed computer system.

The London Overground could use these trains on the Barking Riverside Extension and the West London Orbital Railway.

 

April 3, 2018 Posted by | Travel | , , , , , , | Leave a comment

Commitment To West London Orbital Rail Line

The title of this post, is the same as that of this article in Global Rail News.

This is the first three paragraphs of the article.

A new West London Orbital rail line has been included in a revised 25-year Transport Strategy for the city.

Its addition follows a public consultation. The document describes an extension of the Overground network connecting Hounslow with Cricklewood and Hendon via Old Oak, Neasden and Brent Cross.

The line would reinstate a regular passenger service on the Dudding Hill line, which links Acton and Cricklewood.

I like this proposal and I wrote about the railway in New Railway Line For West London Proposed.

In the related post, I said this about building the line.

This is no Crossrail or HS2, where billions need to be spent.

The three largest sub-projects would be.

Electrification of the Dudding Hill Line, if it is to be done.
Resignalling of the Dudding Hill Line.
Necessary track replacement and updating.
In addition, there are around ten station projects.

There will also be a need for up to perhaps sixteen Class 710 trains. This could be around £90-100 million.

Since, I wrote that, things have moved on.

Trains

The first order for Class 230 trains has been placed, giving them credibility.

They could do the short routes on batteries.

But if these trains can do it on batteries, why can’t Class 710 trains?

So that means no new electrification!

Stations

Some of the stations, that will need to be built or modified, like Harlesden or Neasden, sit on sizeable brownfield sites.

Surely, property developers can be persuaded to build a station underneath much-needed housing.

It’s all about good design and very much in the Mayor’s thinking and the property developers’ interests!

Project Management

Get this right and, the line could be built simply and reasonably quickly.

The West London Orbital could be built to the following specification.

  • No full electrification.
  • Battery trains.
  • Platforms long enough for four-car Class 710 trains.
  • Bay platforms with possible charging at West Hampstead, Hendon, Hounslow and Kew Bridge stations.
  • Four tph on both routes.

It lends itself to a very efficient way of building the railway.

  1. Update the tracks and signalling as required on the route.
  2. Build a platform on the freight line through West Hampstead Thameslink station.
  3. Build a bay platform that will accept a four-car train at Hounslow station.
  4. Establish a four tph shuttle service between West Hampstead  Thameslink and Hounslow stations calling at Acton Central, South Acton, Brentford, Syon Lane and Isleworth.
  5. Stations could be built at Neasden, Harlesden and Old Oak Common, where there is a generous amount of brownfield land, with lots of space for housing above the tracks and platforms.
  6. Add a bay platform at Hendon and Kew Bridge stations.
  7. Establish a second four tph shuttle service between Hendon and Kew Bridge stations calling at Neasden, Harlesden, Old Oak Common, Acton Central and South Acton.

Note.

  1. Batteries would be charged South of Acton Central using the existing third-rail electrification.
  2. About five miles of the route would not be electrified.
  3. Housing developments on top of a station are a property developers dream.

The service could be started using Class 230 trains, with the option to switch to four-car Class 710 trains, powered by batteries, when more capacity is needed and Bombardier have fully developed the battery Aventra.

March 6, 2018 Posted by | Travel | , , | 1 Comment