Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet
The title of this post, is the same as that of this press release from Alstom.
This is the first two paragraphs.
Alstom, Britain’s leading train manufacturer and maintenance provider, and Eversholt Rail, leading British train owner and financier, have today announced a Memorandum of Understanding aimed at delivering the UK’s first ever brand-new hydrogen train fleet.
The two companies have agreed to work together, sharing technical and commercial information necessary for Alstom to design, build, commission and support a fleet of ten three-car hydrogen multiple units (HMUs). These will be built by Alstom in Britain. The new HMU fleet will be based on the latest evolution of the Alstom Aventra platform and the intention is that final contracts for the fleet will be signed in early 2022.
This is an Alstom visualisation of the train.
The first thing I notice is that the train doesn’t have the same aerodynamic nose as this current Class 710 train, which is one of the London Overground’s Aventras.
Note how the lights, coupler position and the front-end structure are all different.
These are my further thoughts on the design.
The Aventra’s Traction System
In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.
Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift
This was published over ten years ago, so I suspect Bombardier (or now Alstom) have refined the concept.
Bombardier have not announced that any of their trains have energy storage, but I have my suspicions, that both the Class 345 and Class 710 Aventra trains use super-capacitors or lithium-ion batteries, as part of their traction system design.
- I was told by a Bombardier driver-trainer that the Class 345 trains have an emergency power supply. When I said “Batteries?”, He gave a knowing smile.
- From the feel of riding on Class 710 trains, as a Control Engineer, I suspect there is a battery or supercapacitor in the drive system to give a smoother ride.
I also feel that the Aventra has been designed, so that it can accept power from a large variety of sources, which charge the battery, that ultimately drives the train.
The Formation Of A Three-Car Aventra
The only three-car Aventra is the Class 730/0 train.
I have not seen one of one of these trains in the metal and the formation can’t be found on the Internet. But Wikipedia does show the pantograph on the middle car.
In The Formation Of A Class 710 Train, I said this.
Here is the formation of the train.
DMS+PMS(W)+MS1+DMS
The plates on the individual cars are as follows.
DMS – Driving Motored Standard
-
- Weight – 43.5 tonnes
- Length – 21.45 metres
- Width 2.78 metres
- Seats – 43
The two DMS cars would appear to be identical.
PMS -Pantograph Motored Standard
-
- Weight – 38.5 tonnes
- Length – 19.99 metres
- Width 2.78 metres
- Seats – 51
The signifies a wheelchair space.
MS1 – Motored Standard
-
- Weight – 32.3 tonnes
- Length – 19.99 metres
- Width 2.78 metres
- Seats – 52
It is similar in size to the PMS car, but has an extra seat.
So could the formation of a three-car Aventra be?
DMS+PMS(W)+DMS
I have just removed the MS1 car.
This would mean that a three-car Aventra has the following dimensions and capacity.
- Weight – 125.5 tonnes
- Length – 62.89 metres
- Seats – 137
There will probably be a difference between these figures and those of a three-car Class 730 train, as those trains have end-gangways.
Could All The Hydrogen Gubbins Fit Underneath The Train?
These pictures show the space underneath a Class 710 train.
If you also look at Alstom’s visualisation of their Hydrogen Aventra on this post, there would appear to be lots of space under the train.
It should also be noted that Birmingham University’s engineers have managed to put all of the hydrogen gubbins underneath the floor of Porterbrook’s Class 799 train.
Looking at my pictures, you can see the following.
- The two DMS (Driving Motored Standard) cars have large boxes underneath
- The MS1(Motored Standard) car is fairly clear underneath. But this will probably not be there in a three-car train.
- The PMS (Pantograph Motored Standard) car has some space underneath.
If more space needs to be created, I suspect that the cars can be lengthened, between the bogies. The Class 710 trains have twenty metre intermediate cars, whereas some versions have twenty-four metre cars.
I believe that Aventras have been designed, so that various power sources could be installed under the floor.
When the Aventra was designed, over ten years ago, these could have included.
- A diesel generator and all the fuel tanks and cooling systems.
- A battery or other energy storage system.
Since then two other suitable power sources have been developed.
- Rolls-Royce, Honeywell and others have developed small and powerful gas-turbine generators.
- Ballard Power Systems and others have developed hydrogen fuel cell generators.
If you look at the proportions of the Alstom hydrogen train and the pictures of Class 710 trains, I feel that the Alstom train could have the longer twenty-four metre cars.
It may be a tight fit compared to creating the Alstom Coradia iLint hydrogen train, but I would feel it is possible to install a fuel cell or cells, the required cooling and the hydrogen tanks, having seen cutaway drawings of hydrogen-powered double-deck buses on the Wrightbus web site.
Interestingly, the Alstom press release doesn’t mention fuel cells, so could the train be powered by a small gas turbine?
I think it is unlikely, but it is technically feasible.
Does The Alstom Hydrogen Aventra Have Longer Cars?
I have been looking at pictures of Aventras on Wikipedia and in my own archive.
It appears that only Aventras with twenty-four metre carriages have five windows between the pair of double-doors in the intermediate carriages.
This picture shows the PMS car from a Class 710 train.
The PMS car is to the right and has four windows between the doors.
This is the side view of one of Greater Anglia’s Class 720 trains.
It has twenty-four metre intermediate cars and five windows.
It looks to me that the Alstom Hydrogen Aventra will have twenty-four metre cars.
This will give an extra four x 2.78 metres space under the train compared to a Class 710 train.
It would also appear that the Aventras with twenty-four metre cars also have an extra window in the driving cars, between the doors.
Does the four metre stretch make it possible to position tubular hydrogen tanks across the train to store a practical amount of hydrogen?
Is The Alstom Hydrogen Train Based On A Three-Car Class 730/0 Train?
I have just found this video of a three-car Class 730/0 under test.
And guess what! It has five windows between the doors.
But then it is a train with twenty-four metre cars.
It looks to me, that Alstom have looked at the current Aventra range and decided that the three-car Class 730/0 could be the one to convert into a useful train powered by hydrogen.
So if it is a Class 730/0 train with hydrogen gubbins under the floor, what other characteristics would carry over.
- I suspect Aventras are agnostic about power and so long as they get the right quantity of volts, amps and watts, the train will roll along happily.
- But it means that the train can probably use 25 KVAC overhead electrification, 750 VDC third-rail electrification, hydrogen or battery power.
- I wouldn’t be surprised if if could use 15 KVAC and 3KVDC overhead electrification for operation in other countries, with perhaps a change of power electronics or transformer.
- The interior layout of the trains can probably be the same as that of the Class 730/0 trains.
- The Class 730/0 trains have an operating speed of 90 mph and this could be good enough for hydrogen.
This could be a very capable train, that could find a lot of applications.
Could The Proposed Alstom Hydrogen Aventra Be Considered To Be A Class 730/0 Train With A Hydrogen Extender?
It appears that the only difference between the two trains is that the proposed Alstom Hydrogen Aventra has a hydrogen propulsion system, that can be used when the electrification runs out.
The hydrogen fuel cell will convert hydrogen into electricity, which will either be used immediately or stored in a battery on the train.
The Class 730/0 trains have already been ordered to run services on Birmingham’s electrified Cross-City Line.
There are plans to expand the line in the future and I do wonder if the proposed Alstom Hydrogen Aventras could be the ideal trains for extending the network.
How Does The Alstom Hydrogen Aventra Compare With The Class 600 Breeze Train?
The Class 600 train, which is based on the British Rail-era Class 321 train seems to have gone cold.
If it was a boxing match, it would have been stopped after the fourth round, if not before.
This Alstom visualisation shows the Class 600 train, which is also known as the Breeze.
I have a feeling that Alstom have done their marketing and everybody has said that the Class 600 train wouldn’t stand up to a modern train.
- When you consider that each end of the train is a hydrogen tank, I wonder if possible passenger and driver reaction has not been overwhelmingly positive.
- The project was announced in January 2021 and in the intervening time, hydrogen technology has improved at a fast pace.
- There could even be a battery-electric version of the proposed Alstom Hydrogen Aventra.
- The modern train could possibly be lengthened to a four or five car train.
It does strike me, that if Alstom are going to succeed with hydrogen trains, that to carry on with the Class 600 train without an order into the future is not a good idea.
How Does The Alstom Hydrogen Aventra Compare With The Alstom Coradia iLint?
The Alstom Coradia iLint is the world’s first hydrogen train.
It is successfully in service in Germany.
These are some characteristics of the Coradia iLint from the Internet.
- Seats – 180
- Length – 54.27 metres
- Width – 2.75 metres
- Height – 4.31 metres
- Operating Speed – 87 mph
- Range – 370-500 miles
- Electrification Use – No
The same figures for the Alstom Hydrogen Aventra are as follows.
- Seats – 164
- Length – 72 metres
- Width – 2.78 metres
- Height – 3.76 metres
- Operating Speed – 90 mph
- Range – Unknown
- Electrification Use – Unknown, but I would expect it is possible.
Note.
- I have taken figures for the Alstom Hydrogen Aventra from the Class 730/0 train and other Aventras.
- The number of seats is my best estimate from using the seat density of a Class 710 train in a 24 metre long car.
- The width and height seem to be standard for most Aventras.
- Alstom have said nothing about the range on hydrogen.
- I am surprised that the Aventra is the wider train.
But what surprises me most, is how similar the two specifications are. Had the designer of the original Lint hoped to sell some in the UK?
What Is The Range Of The Alstom Hydrogen Aventra?
When they launched the Breeze, Alstom were talking about a range of a thousand kilometres or just over 620 miles.
I have talked to someone, who manages a large bus fleet and they feel with a hydrogen bus, you need a long range, as you might have to position the bus before it does a full day’s work.
Would similar positioning mean a hydrogen train needs a long range?
I suspect it would in some applications, but if the train could use electrification, as I suspect the Alstom Hydrogen Aventra can, this must help with positioning and reduce the range needed and the amount of hydrogen used.
Would Alstom aim to make the range similar to the Coradia iLint? It’s probably a fair assumption.
Could the Alstom Hydrogen Aventra Be Extended To Four Or Five Cars?
I don’t see why not, as Aventras are designed to be lengthened or shortened, by just adding or removing cars, just like their predecessors the Electrostars were.
I can certainly see routes, where a longer Alstom Hydrogen Aventra could be needed and if Alstom have also decided that such a train could be needed, they will surely have investigated how to lengthen the train.
Applications In The UK
These are links to a few thoughts on applications of the trains in the UK.
- Alstom Hydrogen Aventras And Extension Of The Birmingham Cross-City Line
- Alstom Hydrogen Aventras And The Reopened Northumberland Line
- Alstom Hydrogen Aventras And Great Western Branch Lines Between Paddington And Oxford
- Alstom Hydrogen Aventras And The Uckfield Branch
There are probably a lot more and I will add to this list.
Applications Elsewhere
If the Coradia iLint has problems, they are these.
- It can’t use overhead electrification, where it exists
- It has a noisy mechanical transmission, as it is a converted diesel multiple unit design.
The Alstom Hydrogen Aventra can probably be modified to use electrification of any flavour and I can’t see why the train would be more noisy that say a Class 710 train.
I suspect Alstom will be putting the train forward for partially-electrified networks in countries other than the UK.
Conclusion
This modern hydrogen train from Alstom is what is needed.
It might also gain an initial order for Birmingham’s Cross-City Line, as it is a hydrogen version of the line’s Class 730/0 trains.
But having a hydrogen and an electric version, that are identical except for the hydrogen extender, could mean that the trains would be ideal for a partially-electrified network.
There could even be a compatible battery-electric version.
All trains would be identical to the passenger and probably the driver too. This would mean that mixed fleets could be run by an operator, with hydrogen or battery versions used on lines without electrification as appropriate.
Would It Be Possible For The Bakerloo And Watford DC Lines To Use The Same Trains?
These two lines are very different.
- The Bakerloo Line is a classic London Underground Line with 25 stations and services run by 1972 Stock trains.
- The Watford DC Line is part of the London Overground with 19 stations and services run by Class 710 trains.
Ten stations are shared between the lines, of which only one; Queen’s Park offers level boarding.
The Shared Stations
The nine shared stations often have considerable steps up and down, as at Willesden Junction station, which is shown in Train-Platform Interface On Platform 1 At Willesden Junction.
I am rather pleased and pleasantly surprised, that there are not more accidents at the shared stations, but using the line must be a nightmare for wheelchair users, buggy pushes and large case draggers.
If Transport for London proposed building a line like this, they would have to launch it at the Hammersmith Apollo, where comedians perform.
The One Train Type Solution
To my mind, there is only one solution. The two services must use the same type of trains.
These are a few thoughts on the trains.
Trains Would Be Underground-Sized
As the trains will have to work through the existing tunnels to Elephant & Castle station, the trains would have to be compatible with the tunnels and therefore sized for the Underground.
I suspect they would be a version of the New Tube for London, that are currently being built by Siemens for the Piccadilly Line.
New Tube For London And Class 710 Train Compared
These figures are from Wikipedia.
- Cars – NTFL – 9 – 710 – 4
- Car Length – NTFL – 12.6 metres – 710 – 20 metres
- Train Length – NTFL – 113.4 metres – 710 – 80 metres
- Seated Passengers – NTFL – 268 – 710 – 189
- Total Passengers – NTFL – 1076 – 710 – 678
- Passenger Density – NTFL – 9.5 per metre – 710 – 8.2 per metre
- Speed – NTFL – 62 mph – 710 – 75 mph
Note.
- The passenger density and speed are closer than I thought they’d be.
- I’m sure Siemens can design a longer and faster train if required for the Euston service.
I feel that the New Tube for London could be designed, so that it could work the Watford DC service.
Platform Modifications
I suspect that the New Tube for London will be lower than the Class 710 train and all platforms would need to be lowered to fit the new trains.
I would also suspect that it would be easier to lower platforms, than modify them, so that they had dual-height sections to satisfy two classes of train.
It should be noted that the New Tube for London has shorter cars than the sixteen metre 1972 Stock trains currently used on the line, so there will be smaller gaps at stations with curved platforms like Waterloo.
I believe that with one class of train, all of the stations on the Bakerloo and Watford DC Lines could be made step-free between train and platform.
Queen’s Park And Euston
This map from cartometro.com, shows the route between Queen’s Park and Euston stations.
Note.
- The Watford DC Line is shown in orange.
- Queen’s Park station is to the West of Kilburn High Road station.
- It appears that Watford DC Line trains always use Platform 9 at Euston station.
The route seems to be a self-contained third-rail electrified line into Euston station.
On the subject of electrification between Queen’s Park and Euston stations, there would appear to be a choice between the third-rail system and London Underground’s four-rail system.
But it is rumoured that the New Tube for London will have a battery capability.
As Euston and Queen’s Park stations are only 3.7 miles apart, perhaps the choice would be to use battery power into Euston station, which would remove electrified rails from Euston?
How Many Trains Could Run Into Euston?
Currently, four trains per hour run into Euston.
It is generally accepted that six tph can use a single platform. But would this be enough?
I suppose there is the possibility of tunnelling under Euston station to a pair of terminal platforms.
In that case the current platform could be used by other services.
Southern’s Milton Keynes And Clapham Junction Service
This service wouldn’t be affected as it uses the fast lines between Willesden and Watford.
Conclusion
A common fleet used by the Bakerloo and Watford DC Line would appear to give advantages.
But what the Bakerloo Line, the Watford DC Line and the Bakerloo Line Extension need is a good dose of holistic design.
Should All Trains Have Grab Handles By The Doors?
These pictures show the vertical grab handles on London Overground Class 710 trains.
Note the vertical handles everywhere and especially tucked into the corner behind the door.
These pictures show the interior of a 1973 Stock train on the Piccadilly Line.
There are worse trains in the UK.
It should be noted that the trains were extensively refurbished in 1996-2001.
Should all trains have lots of grab handles like these two examples? And especially by the door?
I think they should.
This is an interesting picture of a Siemens design study, which I wrote about in Siemens’ View Of The Future Of The Underground.
Note the grab handles by the sides of the doors.
So at least Siemens are following the rule of grab handles by the door.
Could London Overground Services To Stratford Be Extended To Meridian Water?
My arrival In Platform 11 at Stratford station has got me thinking!
And others too! Judging by the comments I’ve received.
Yesterday, I took a train from Dalston Kingsland station to Stratford station.
- The train was the 0934 from Clapham Junction, which was timed to arrive in Stratford at 1038.
- It arrived in Platform 11 at 1036.
In A London Overground Class 378 Train In Platform 11 At Stratford Station, I show pictures of the train in Platform 11 at Stratford station.
I suspected this was just a one-off occurrence, caused by a malfunction in a train or the signalling, which prevented my train from using the normal Platforms 1 or 2, that services to Stratford would use.
Although, looking at Real Time Trains, the 0938 train this morning, terminated in Platform 11. As it did on Monday and Tuesday this week.
- This train was the only train from Clapham Junction station not to use Platform 2.
- Checking days last week, it appears that this train always terminated in Platform 2.
So why did the service terminate in Platform 11?
Driver training is one possibility, so they can use the Platform 11, if there is a malfunction that stops them using Platform 2.
But is there a clue in the first picture, I took, when I arrived in Stratford?
The train in Platform 12 is the 1046 to Meridian Water, which arrived from Bishops Stortford at 1040.
Could it mean that there is to be a reorganisation of platforms at Stratford?
- Platform 12 will be exclusively used by Greater Anglia for their West Anglia Main Line services.
- Platform 11 will be used by London Overground.
In Using Platform 12 At Stratford Station, I described ending up on Platform 12, so I know it is possible, but when it happened information was bad for passengers, who didn’t know here they needed to go to continue on their way.
But why would London Overground need the extra platform?
These are my thoughts.
Do London Overground Need An Extra Platform At Stratford?
Currently London Overground services to Stratford are as follows.
- Four tph – Stratford and Richmond
- Four tph – Stratford and Clapham Junction
Note.
- tph is trains per hour.
- Both Class 378 and Class 710 trains can work the routes to Stratford.
- Eight tph can easily be handled by two platforms.
To handle more trains may need a third platform at Stratford for the London Overground.
Extra Trains Between Stratford And Canonbury
This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).
It says this about creating a third platform at Camden Road station.
This proposal would reinstate a third track and platform on the northern side of Camden Road station, utilising part of the former 4-track formation through the station.
The additional capacity provided would facilitate much greater flexibility in pathing options for trains on this busy central section of the NLL, opening up new options for future service provision and bolstering performance resilience.
Reinstatement of a third platform would enable platform 2 to be used as a central turnback, with platform 3 becoming the eastbound line for through London Overground services and the majority of freight.
Transport for London modelling suggests that the eastern end of the NLL, from Canonbury to Stratford, will see some of the strongest long-term demand growth on the Overground network.
A turnback platform will allow this to be addressed with peak capacity boosting services between Stratford and Camden Road and there would also be the option to operate these through the off-peak, which could offer a means of providing additional passenger capacity where it is most needed.
The availability of an additional platform would also aid performance recovery during perturbation on
the orbital routes.
Note.
- The strongest passenger growth on the North London Line (NLL), will be between Canonbury and Stratford.
- Extra services are proposed between Stratford and Camden Road stations.
- If you travelled between Highbury & Islington and Stratford before the pandemic, the trains only had space for a few extra very small people in the Peak.
I use this section of the North London Line regularly and suspect the route needs at least twelve tph.
Twelve tph into Stratford would probably mean that the London Overground would need a third platform at Stratford.
More Trains Serving Meridian Water
In the Wikipedia entry for Meridian Water station, this is said.
In August 2019, it was announced that funding had been approved for construction of a fourth platform and a new section of track between Tottenham Hale and Meridian Water to enable up to 8 trains per hour to serve the station at peak times.
This must be the earliest upgrade in history, after a new station has opened.
I got the impression, when the station was announced that it would have four tph to Stratford. Currently, there are just two tph.
Two tph between Stratford and Bishops Stortford also pass through without stopping.
If these called at Meridian Water in the Peak, then there would still be four tph to find.
An easy way to create four tph between Stratford and Meridian Water would be to extend four London Overground services from Stratford.
- Services would call at Lea Bridge, Tottenham Hale and Northumberland Park stations.
- Trains would pass through Platform 11 at Stratford.
- Platform 11 at Stratford would be bi-directional.
- The service could be run all day, at a frequency of four tph.
- As these trains have their own track, they won’t delay the Cambridge and Stansted trains on the West Anglia Main Line.
- A cross-London service between Meridian Water and Clapham Junction or Richmond, would be possible.
Note.
- London Overground would be responsible for the bulk of the Meridian Water service.
- London Overground’s four- or five-car trains would probably have sufficient capacity for the service.
- The main new infrastructure needed would be the fourth platform and a new section of track at Meridian Water station.
- Some improvements as specified in the London Rail Freight Strategy will be useful, as they will increase capacity on the North and West London Lines.
- My only worry would be, that can modern signalling handle four tph in both directions through Platform 11 at Stratford station.
What Will Be The Track Layout And Method of Operation?
The current track layout is simple.
A bi-directional third track has been laid between Lea Bridge junction, just to the North of Lea Bridge station and Meridian Water station.
- It is to the East of the double-track West Anglia Main Line.
- There are bi-directional platforms at Tottenham Hale and Northumberland Park stations.
- There is a single terminating Platform 2 at Meridian Water station.
A train going between Stratford and Meridian Water stations does the following.
- Leaves from Platform 11 or 12 at Stratford station.
- Calls in Platform 2 at Lea Bridge station.
- Switches at Lea Bridge junction to the bi-directional third-track.
- Calls in Platform 2 at Tottenham Hale station.
- Calls in Platform 2 at Northumberland Park station.
- Terminates in Platform 2 at Meridian Water station.
A train going between Meridian Water and Stratford stations does the following.
- Leaves from Platform 2 at Meridian Water station
- Calls in Platform 2 at Northumberland Park station.
- Calls in Platform 2 at Tottenham Hale station.
- Switches at Lea Bridge junction to the Up line of the West Anglia Main Line.
- Calls in Platform 1 at Lea Bridge station.
- Terminates in Platform 11 or 12 at Stratford station.
The track layout can probably handle a maximum of two tph.
I suspect the upgrade will build on this layout to allow a frequency of at least four tph.
The following works will be done.
- A fourth track to the East of the bi-directional third track will be built.
- The fourth track will run between Tottenham Hale and Meridian Water stations.
- I suspect the fourth track will split from the third track at a junction to the North of Tottenham Hale station. Could this be called Tottenham Hale North Junction? I will use that name, to make things simple!
- A new Platform 1 will be built in Meridian Water station.
- Trains going North between Tottenham Hale and Meridian Water will use the current bi-directional third track and will be able to terminate in either Platform 1 or 2 at Meridian Water station.
- Trains going South between Meridian Water and Tottenham Hale will use the new fourth track and will be able to start from either Platform 1 or 2 at Meridian Water station.
- I suspect, Northumberland Park station will need a new Platform 1 for Southbound trains. But the station was designed with that in mind.
A train going between Stratford and Meridian Water stations will do the following.
- Leave from Platform 11 or 12 at Stratford station.
- Call in Platform 2 at Lea Bridge station.
- Switch at Lea Bridge junction to the bi-directional third-track.
- Call in Platform 2 at Tottenham Hale station.
- Call in Platform 2 at Northumberland Park station.
- Terminate in Platform 1 or 2 at Meridian Water station.
A train going between Meridian Water and Stratford stations will do the following.
- Leave from Platform 1 or 2 at Meridian Water station.
- Use the new fourth track to come South.
- Call in Platform 1 at Northumberland Park station.
- Continue on the bi-directional third-track at Tottenham Hale North Junction.
- Call in Platform 2 at Tottenham Hale station.
- Switch at Lea Bridge junction to the Up line of the West Anglia Main Line.
- Call in Platform 1 at Lea Bridge station.
- Terminate in Platform 11 or 12 at Stratford station.
The track layout is effectively two double-track sections linked by a bi-directional single track between Lea Bridge Junction and Tottenham Hale North Junction.
- On the double-track sections of the route trains can pass each other, as they are on different tracks.
- Lea Bridge and Tottenham Hale stations are 1.9 miles apart.
- Trains take three or four minutes between Lea Bridge and Tottenham Hale stations. Including the stop at Tottenham Hale on the single track section.
If trains could alternate through the single-track section, this would give a capacity of well over four tph in both directions.
- A train going North would wait in Platform 2 at Lea Bridge station until the previous Southbound train had cleared Lea Bridge junction, before proceeding North.
- A train going South would wait at Tottenham Hale North Junction until the previous Northbound had safely passed, before proceeded South.
I suspect that the trains need full digital signalling with a degree of Automatic Train Control.
But I suspect we could see six tph in both directions.
- This would fit nicely, with London Overground’s ambition of six tph on all routes.
- It could be increased to eight tph in the Peak, by arranging for an appropriate number of Greater Anglia services to and from Liverpool Street at Meridian Water.
I feel that a service that meets all objectives will be possible.
Proposals From The London Rail Freight Strategy That Might Help
These proposals from the London Rail Freight Strategy might help.
- NLL, GOB And WLL Headway Reductions – See Headway Reductions On The Gospel Oak To Barking, North London and West London Lines
- Kensal Green Junction Improvement
- Moving The West London Line AC/DC Switchover To Kensington Olympia
- Stratford Regulating Point Extension
- Camden Road Platform 3 – See Will Camden Road Station Get A Third Platform?
- Clapham Junction Platform 0 – See Will Clapham Junction Station Get A Platform 0?
It does look to me, that the London Rail Freight Strategy was designed with one eye on improving the passenger train service between North-East and South-West London.
Taking The Pressure Off The Victoria Line
Consider.
- If you’re going between Walthamstow and the West End or the major stations of Euston, Kings Cross, St. Pancras and Victoria, you will use the Victoria Line.
- If you live in the new housing, being built at Meridian Water, currently you will be likely to hop to Tottenham Hale station and take the Victoria Line.
Consequently, Northern end of the line can get busy! And not just in the Peak!
But a four tph service between Meridian Water and Stratford, will encourage passengers to go to Stratford to take advantage of the Central and Jubilee Lines and Crossrail.
Hence there will be less passengers, who need to use the Victoria Line.
A Better Interchange Between Camden Road And Camden Town Stations
The essential upgrade of Camden Town station has been put on indefinite hold due to TfL’s financial position.
This is a big mistake.
- Camden Town station gets dangerously full!
- It would allow the splitting of the Northern Line into two independent lines, which would increase capacity of the current system.
- Camden Town station is not step-free but Camden Road station has lifts.
Hopefully, it would result, in a better route between the two stations, rather than the polluted route on a narrow pavement.
I very much believe that the rebuilding of Camden Town station is the most important project to improve London’s Underground and Overground network.
But it won’t get built with the current Mayor, as he’s a South Londoner.
Could A Meridian Water and Clapham Junction Service Be An Affordable Crossrail 2?
Consider.
- Crossrail 2 will link Clapham Junction and Meridian Water via Central London and Dalston.
- A Meridian Water and Clapham Junction service would link the two stations via Shepherd’s Bush, Old Oak Common, West Hampstead, Camden Road, Dalston and Stratford.
Each route has their connectivity advantages.
- Both have good connections to Crossrail, Thameslink and the Bakerloo, Central and Jubilee Lines.
- The London Overground route has good connections to the Victoria Line and High Speed Two at Old Oak Common.
- Crossrail 2 serves important stations in Central London.
A Meridian Water and Clapham Junction service could be a valuable addition to London’s rail infrastructure without too much new expensive infrastructure.
Conclusion
An extension of some London Overground services from Stratford to Meridian Water would be worthwhile.
Implementation of this is made easier by the recommendations of the London Rail Freight Strategy.
I
A Trip On An Electric Double Deck Bus On Route 212 Between Chingford And St. James Street Stations
I took these pictures on the route between Chingford and St. James Street stations.
Note.
- The bus is an Alexander Dennis Enviro 400 EV, which is built on on BYD Auto‘s K10 chassis, powertrain and batteries.
- Wikipedia quotes a performance of 303 km service range from a 320kWh lithium iron phosphate battery and two 150 kW motors.
- This range would be comparable with a diesel bus, that typically does 200 miles per day.
- It certainly handled the route from Chingford well. But then it was very much downhill, so it got help from Newton’s friend.
- I rode on the top deck up the front and the ride was as I’d expect from a quality busin the UK.
As there wasn’t any sign of charging equipment at either end of the route, I suspect that the route is well-suited for the buses.
I know someone, who used to manage this route and they called it a basket case.
I can certainly understand that.
- The route is narrow in places with cars parked on both sides of the road. This must delay services.
- I was lucky with the level crossing at Highams Park station, but at busy times it could be a nightmare.
Will the new Class 710 trains on the parallel Chingford Branch Line improve matters, by attracting passengers away from their cars in the area and the buses?
There has also been talk of a new station at Chingford Hatch, which could also be served by the 212 bus.
Does Harlow Need An Improved Train Service?
I ask this question, because I am increasingly seeing articles like this one on My London, which is entitled The Large Town Just Outside London Desperate For A London Underground Station.
The town is Harlow.
This Google Map shows the West Anglia Main Line, as it runs through the North of the town.
Note.
- Harlow Town station towards the South West of the map.
- Harlow Mill station towards the North East of the map.
- The West Anglia Main Line running between the two stations.
On the face of it the town seems well-served by the trains.
Harlow Town Station
This Google Map shows Harlow Town station to a larger scale.
Note.
- The station has four platforms.
- The station has full step-free access.
- The station has 697 parking spaces with 18 fully accessible spaces.
The station was built in the 1950s and is a Grade II Listed building.
Train services at the station are as follows.
- Stratford and Bishops Stortford – 2 tph – via Lea Bridge, Tottenham Hale, Waltham Cross, Cheshunt, Broxbourne and Sawbridgeworth
- London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Bishop’s Stortford, Audley End, Whittlesford Parkway and Cambridge
- London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Roydon, Sawbridgeworth, Bishop’s Stortford, Stansted Mountfitchet, Elsenham, Newport, Audley End, Great Chesterford, Whittlesford Parkway, Shelford and Cambridge
- London Liverpool Street and Stansted Airport – 1 tph – via Tottenham Hale
- London Liverpool Street and Stansted Airport – 1 tph – via Tottenham Hale and Stansted Mountfitchet
Note.
- tph is trains per hour
- The Stansted services are fast services and take 29 minutes between London Liverpool Street and Harlow Town.
- The other services seem to take a few minutes longer.
- London Liverpool Street or Stratford and Tottenham Hale both get six tph.
- Bishop’s Stortford gets a four tph service from Harlow Town.
- The two Cambridge stations only get two tph.
Harlow Town station has a fairly good service, but it could probably be improved.
Harlow Mill Station
This Google Map shows Harlow Mill station to a larger scale.
Note.
- The station has two platforms.
- The station has step-free access to the London-bound platform only.
- The station has 29 parking spaces with 1 fully accessible space.
The station was built in the 1840s and gets about 13 % of the passengers compared to Harlow Town station.
Train services at the station are as follows.
- Stratford and Bishops Stortford – 1 tph – via Lea Bridge, Tottenham Hale, Waltham Cross, Cheshunt, Broxbourne and Sawbridgeworth
- London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Roydon, Sawbridgeworth, Bishop’s Stortford, Stansted Mountfitchet, Elsenham, Newport, Audley End, Great Chesterford, Whittlesford Parkway, Shelford and Cambridge
Note.
- tph is trains per hour
- London Liverpool Street or Stratford and Tottenham Hale both get only two tph.
- Bishop’s Stortford gets two tph service from Harlow Mill.
- The two Cambridge stations only get one tph.
Unless you lived or worked nearby, I doubt you would be likely to use Harlow Mill station.
Recent And Planned Improvements
These improvements are planned and it is very unlikely they won’t happen.
Class 710 Trains
London Overground now runs new four-car Class 710 trains between London Liverpool Street and Cheshunt.
- Each has 189 seats and can accept 489 standing passengers.
- Busy services to Cheshunt will probably are pair of trains.
- There are four tph between Cheshunt and London.
- Will the trains shave a few minutes from journey times?
This massive increase in capacity and train quality must attract some passengers to change to and from the London Overground at Cheshunt.
Class 720 Trains
Greater Anglia has 133 new five-car Class 720 trains on order.
- Each has 540 seats and can accept 145 standing passengers.
- They are 100 mph trains.
- Busy services through Harlow will probably be a pair of these trains.
These new trains will be a massive increase in capacity and should attract more passengers to the route.
Class 745 Trains
Greater Anglia has recently introduced ten new twelve-car Class 745 trains on Stansted Express services.
- Each has 767 seats.
- They are 100 mph trains.
- They run a two tph service between Harlow Town and London Liverpool Street station and Stansted Airport.
These new trains should attract more passengers to the route.
Crossrail
Services through Harlow will connect to Crossrail at both London Liverpool Street and Stratford.
Will this mean that some passengers will switch from the Victoria Line to Crossrail for their onward journeys?
- Crossrail will have more capacity than the Victoria Line.
- Bond Street, Canary Wharf, Heathrow, Paddington and West London will be easier by Crossrail.
- Victoria and Waterloo will probably be easier by the Victoria Line.
- London Liverpool Street station’s new connection to the Northern Line will give easier access to parts of South London.
- London Liverpool Street station will have much improved step-free connections to all London Underground lines.
Crossrail will certainly change the way many people travel between Harlow and London.
Four Lines Modernisation
This page on the Transport for London web site explains the Four Lines Modernisation. This is the first paragraph.
We’re transforming the Circle, District, Hammersmith & City and Metropolitan lines. When the work is done we’ll be able to run trains more frequently and reliably to make journeys faster and more comfortable.
The project should increase Peak Hour capacity by 33 %.
This will benefit those who change trains at London Liverpool Street between the West Anglia Main Line and the Circle and Metropolitan Lines.
Possible Improvements
These are possible improvements that may happen.
Crossrail 2
It is unlikely, that a start will be made on Crossrail 2 in the near future.
Victoria Line Improvements
The Victoria Line will continue to do, what it has done reliability for over fifty years.
But there could be improvements.
- Walthamstow Central station will have an additional step-free entrance.
- Highbury and Islington station will become a full step-free station.
- Oxford Circus station will be expanded and become a full step-free station.
I also suspect that engineers will find a way to increase the frequency to forty tph.
Four Tracks On The West Anglia Main Line
There are two reasons for four-tracking sections of the West Anglia Main Line.
- To separate Crossrail 2 trains from fast expresses to Stansted and Cambridge.
- To speed up services to and from Stansted Airport.
However four-tracking the route between Tottenham Hale and Broxbourne stations would probably be very beneficial.
- Stansted Airport and Cambridge services could be speeded up.
- Extra services could be run on the West Anglia Main Line.
- It could make it easier to extend the Overground from Cheshunt.
Four-tracking will be needed for Crossrail 2, so there is surely the possibility, that it could be done earlier to bring benefits to those living along the Lea Valley.
ERTMS Signalling On The West Anglia Main Line
ERTMS Signalling could speed up services and increase their number on the West Anglia Main Line.
It might also enable four-tracking, which would be very disruptive to both train services and road traffic to be delayed.
Station Improvements On The West Anglia Main Line
The stations between London Liverpool Street and Cambridge are a poor bunch with only Tottenham Hale, Northumberland Park, Meridian Water, Waltham Cross, Broxbourne, Harlow Town, Bishop’s Stortford and Audley End having full step-free access.
Some of the other stations need refurbishment and step-free access.
As step-free access will be needed for Crossrail 2, why not setup a rolling program of station improvements.
Level Crossings On The West Anglia Main Line
There are four level crossings on the route to the South of Broxbourne, including three at Cheshunt, Enfield Lock and Brimsdown stations.
They all need to be removed for safety reasons.
New Trains And Capacity
The new trains being rolled out by Greater Anglia and the London Overground will certainly have effects on the services on the West Anglia Main Line.
- The better performance could speed up services by a few minutes.
- The capacity increase on the new trains should be welcome.
- The trains will be of better quality than those they replace.
I also wonder, if the better quality of the trains and their facilities will surely attract more passengers. I suspect the train companies hope so!
Extending The London Overground
This map from cartometro.com shows Cheshunt station and Cheshunt Junction just to the South.
Note.
- The two platforms on the West Anglia Main Line and the single bay platform for the London Overground.
- The level crossing to the North of Cheshunt station.
- The comprehensive Cheshunt Junction which trains to go between the Southbury Loop and the West Anglia Main Line.
Cheshunt Junction is occasionally used by Greater Anglia trains to access the Southbury Loop.
It certainly seems to me, that the Overground could connect to the West Anglia Main Line.
- All trains from London going to the North of Cheshunt could use Platform 2.
- All trains to London coming from the North of Cheshunt could use Platform 1.
- The bay Platform 3 would still be available to turn local trains on the Southbury Loop.
- An extra crossover could probably be inserted to allow trains from London on the West Anglia Main Line to use Platform 3.
London Overground trains could run to a terminal further North.
Trains Between Cheshunt And London
It is worth looking at the number of trains between Cheshunt and London.
- Greater Anglia -2 tph – London Liverpool Street and Hertford East via West Anglia Main Line
- Greater Anglia – 2 tph – Stratford and Bishop’s Stortford via West Anglia Main Line
- Greater Anglia – 2 tph – London Liverpool Street and Cambridge North via West Anglia Main Line
- Greater Anglia – 4 tph – London Liverpool Street and Stansted Airport via West Anglia Main Line
- London Overground – 4 tph – London Liverpool Street and Cheshunt via the Southbury Loop
This means that the West Anglia Main Line has 10 tph and the Southbury Loop has 4 tph.
This suggests possibilities.
- Move some services from the West Anglia Main Line to the Southbury Loop.
- Extend some or all of the London Overground trains to the North of Cheshunt.
- Stations like Bishop’s Stortford, Broxbourne, Harlow, Hertford East and Ware could get extra services to London.
- The new services would connect to extra stations without changing trains.
Very little new infrastructure would be required.
Bishop’s Stortford Station As A London Overground Destination
Bishop’s Stortford station has these trains to and from London.
- Greater Anglia – 2 tph – Stratford and Bishop’s Stortford
- Greater Anglia – 2 tph – London Liverpool Street and Cambridge North
- Greater Anglia – 2 tph – London Liverpool Street and Stansted Airport
Consider.
- Bishop’s Stortford station could probably easily handle up to an extra two tph.
- London Overground’s Class 710 trains only have an operating speed of only 75 mph.
- The trains may need a speed upgrade to serve Bishop’s Stortford, as their speed could slow the Cambridge and Stansted Airport expresses.
If the London Overground services ran to Bishop’s Stortford station, all the smaller stations South of Bishop’s Stortford, could travel to and from Stansted Airport with a single change.
Bishop’s Stortford station may be a possibility, as a destination of two tph on the London Overground route to London.
Broxbourne Station As A London Overground Destination
Broxbourne station has these trains to and from London.
- Greater Anglia -2 tph – London Liverpool Street and Hertford East
- Greater Anglia – 2 tph – Stratford and Bishop’s Stortford
- Greater Anglia – 2 tph – London Liverpool Street and Cambridge North
Consider.
- Broxbourne station could probably easily handle up to an extra two tph.
- As Broxbourne is only 3.2 miles and six minutes to the North of Cheshunt, the 75 mph speed of the London Overground’s Class 710 trains may not be a problem.
Broxbourne station may be a possibility, as a destination of up to two tph on the London Overground route to London.
Harlow Town Station As A London Overground Destination
Harlow Town station has these trains to and from London.
- Greater Anglia – 2 tph – Stratford and Bishop’s Stortford
- Greater Anglia – 2 tph – London Liverpool Street and Cambridge North
- Greater Anglia – 2 tph – London Liverpool Street and Stansted Airport
Consider.
- Harlow Town station could probably easilyhandle up to an extra four tph.
- If one is needed there would appear to be space for a turnback facility or an extra platform.
- As Harlow Town is only 5.4 miles and eight minutes to the North of Cheshunt, the 75 mph speed of the London Overground’s Class 710 trains may not be a problem.
If the London Overground services ran to Harlow Town station, all the smaller stations South of Harlow Town, could travel to and from Stansted Airport with a single change.
Harlow Town station may be a possibility, as a destination of up to four tph on the London Overground route to London.
Hertford East Station As A London Overground Destination
Hertford East station has these trains to and from London.
- Greater Anglia -2 tph – London Liverpool Street and Hertford East
- There is an extra tph in the Peak.
Consider.
- Hertford East station has platforms long enough for eight-car trains and may need modification to accommodate a pair of Greater Anglia’s Class 720 trains.
- Ware station would need to be remodelled to increase frequency above three tph.
- As the route from Broxbourne is on a branch line, the 75 mph speed of the London Overground’s Class 710 trains may not be a problem.
Hertford East station may be a possibility, as a destination of up to two tph on the London Overground route to London.
Conclusion
I think the best two destinations of the London Overground service to the North of Cheshunt would be Harlow and Hertford East.
- Trains could terminate at Harlow Town station to connect with Stansted Express and Cambridge trains.
- It appears that the slightly shorter Class 710 trains may have advantages when using the short platforms at Hertford East station.
Perhaps each destination should receive two tph.
- Harlow Town would be connected to the Overground.
- Passengers using stations between Hackney Downs and Cheshunt on the Southbury Loop would change at Harlow Town to and from Cambridge and Stansted Airport.
- But the biggest benefit would be that two paths on the West Anglia Main Line would be released, as the two tph to Hertford East would be using the Southbury Loop.
I feel there are possibilities to increase the number of trains on the West Anglia Main Line without adding expensive extra tracks.
Air-Conditioned Piccadilly Line Train Designs Presented
The title of this post, is the same as that of this article on Railway Gazette.
The article has four pictures of the final design of the new trains for the Piccadilly Line and the pictures don’t seem to be the same as those I took of the mock-up in October 2013 and can be seen in Siemens’ View Of The Future Of The Underground.
- The design has a less dramatic nose compared to the mock-up.
- It also appears to be taller.
- Judging by the external profile, the design has a clerestory to perhaps add a couple of inches.
- The seats appear to have a chunky profile. Is the air-conditioning partly behind the seats.
The interior seems to borrow heavily on the design for the London Overground’s Class 710 train.
Note.
- The air-conditioning outlets in front of or underneath the seats.
- No grilles behind the seats.
- The Class 710 train has a clerestory for extra height, but it is not visible on the outside. Does the one on the Siemens’ design have grilles from air entry or exit?
These are some views of seats in current Underground stock.
Note.
- The Piccadilly Line trains were fully refurbished in 2001.
- The Northern Line trains were fully refurbished in 2013.
- The grilles behind the seats on the Northern Line trains.
You can see a progression through the various designs, with the Class 710 trains
It looks like Siemens are using a similar interior layout to current trains on the Underground and the Overground.
A few thoughts.
Heated Floors
Some Bombardier Aventras like Greater Anglia’s Class 720 trains have heated floors. Will Siemens copy this idea?
These trains will go to some of the coldest parts of the Underground around Cockfosters.
USB Charging
This screen-capture from one of the Siemens’ pictures shows the front of the seats.
I thought for a moment, that there was a USB charge point in the front of the seat, but on second thoughts, that is just a fitting to enable extra vertical grab rails.
Siemens should put USB charge points in the arm rests, as Vivarail have done.
Good design is often simple.
Walk-Through Cars
The Railway Gazette article says this about walk-through cars.
The longer cars and walk-through interior of the articulated design would maximise the usable interior space, increasing capacity by 10%.
They say nothing about what I think is there biggest advantage – Passengers can freely circulate in the train, to perhaps get a better seat or be better placed for a quick exit.
Do women feel less vulnerable in wall-through trains?
Step-Free Entry
One of the good points of the mock-up in 2013 was that entrance into the train was step-free, as this picture shows.
But look at this screen-capture for the detailed design.
The doors now seem a couple of inches above the platform.
Have the designers removed a must-have feature?
German trains have a terrible reputation for not being step-free between train and platform, but if Stadler and Merseyrail can do it with the new Class 777 trains, then surely it can be done on the London Underground.
Front End
The previous two pictures do show the front end of the mock-up and final design well.
I do wonder, if the original design with the bar across didn’t go down to well with drivers.
- The driver on most trains sits to the left.
- Trains in the UK generally run on the left.
- Signals on the Underground are usually placed on the left.
So did the bar across get in the way of looking across at passengers, as a train entered a station?
Driver’s Doors
The previous two pictures also show that the original mock-up is without a door for the driver, but that these have been added to the final design.
Perhaps drivers feel a separate door is necessary, as it can’t be blocked by baggage, bicycles or buggies.
Train Length
In Thoughts On The New Tube For London, I speculated about train length and feel that with clever cab design, that the trains can be a bit longer than the platform with the walk-through design.
After all on the East London Line at a few stations, the platforms aren’t long enough for the five-car trains and passengers in the last car are just asked to walk forward.
This picture shows what happens on the Overground at Canada Water station.
Those travelling in the last car of the train have to walk forward to the front doors of the car to exit. I suspect that with Siemens new trains, this will be the case on the Piccadilly Line.
The big advantage is that it avoids lengthening the platforms, which would be extremely tricky and very expensive.
So will the new Siemens trains be made longer, by allowing overhang into the tunnel at the rear and messaging to inform passengers?
I think they might!
Wikipedia gives the length of the new Siemens 2024 Stock as 113.7 metres, which compares with the 106.8 metres of the current 1973 Stock.
So the new trains are 6.9 metres longer.
Does that mean that if the front of the train is at the same position it is now, the rear end of the train will be overhanging the platform, by almost seven metres?
Judging by what happens on the East London Line, I think it would be feasible. It could even be a few metres longer, in which case the first set of double-doors would be outside the platform and wouldn’t open.
Seats Per Car
I believe this screen-capture from one of Siemens pictures shows the view of one of the end cars looking towards the driver’s cab.
Note.
- The red and green labels on the door to the driver’s compartment at the far end.
- The two pairs of passenger doors and the lobbies with the black floors.
- The six banks of seats, each of which have six individual seats.
This means that the driver cars each have thirty-six seats.
According to Wikipedia, each new Siemens train has nine cars and a total of 268 seats.
So that means that the middle seven cars have a total of 196 seats or twenty-eight in each car. What convenient numbers!
Could that mean that the seven intermediate cars have four banks of seven seats arranged around a lobby with a pair of double-doors on both sides?
Could the intermediate cars have just one set of wide doors? I shall be taking a tape measure and my camera to a Class 710 train, to see what Bombardier have done.
So a new Siemens train might look something like this.
- Car 1 – driver cab – six seats – double-door/lobby – six seats – double-door/lobby – six seats
- Car 2 – seven seats – double-door/lobby – seven seats
- Car 3 – seven seats – double-door/lobby – seven seats
- Car 4 – seven seats – double-door/lobby – seven seats
- Car 5 – seven seats – double-door/lobby – seven seats
- Car 6 – seven seats – double-door/lobby – seven seats
- Car 7 – seven seats – double-door/lobby – seven seats
- Car 8 – seven seats – double-door/lobby – seven seats
- Car 9 – six seats – double-door/lobby – six seats – double-door/lobby – six seats- driver cab
Note.
- There will be a maximum of fourteen seats between any two entrance and exit lobbies.
- The train will have eleven sets of doors on either side.
- Trains of different lengths can be made for the Waterloo and City Line, where trains are shorter, and the Jubilee, where trains are longer, by just removing or adding intermediate cars.
For the Piccadilly Line, so long as the distance between the front of the train and the first set of doors is greater than 6.9 metres, these trains can be run using the overhanging into the tunnel method used on the East London Line of the London Overground.
Observations From The Underground And Overground
I went for a look and can say this.
- The seats on Overground Class 710 trains and Underground S Stock trains have a width of 0.5 metres. So is this a Transport for London standard?
- Double doors on both trains are around 1.5 metres wide.
On Class 710 trains, some cars have a run of fourteen seats. Is it a design clue for Transport for London train interiors?
There must be some proof somewhere that fourteen 0.5 metre seats and two 1.5 metre lobbies can handle large numbers of passengers.
The new Siemens trains will have an articulated join in the middle.
Could The Trains Be Lengthened?
The only things we know about the lengths of the cars of the new Siemens trains are.
- The average length of cars is 12.6 metres.
- The two driving cars are probably identical.
- The seven intermediate cars are probably identical.
- The distance between the end of the train and the first set of doors must be long enough to allow the first set of doors to open on the platform, with nearly seven metres of the train in the tunnel.
If we assume that the length of the intermediate car is X metres and it has two banks of seats and one lobby, then the driving car with three banks of seats, two lobbies and a driving cab could be almost twice as long.
I can do a little calculation.
How long would the driver cars be for various lengths of intermediate car?
As the driver car is effectively an intermediate car with an extra pair of doors/lobbie and an overhang containing another set of sets and the driving cab, I can also estimate the between the end of the train and the first set of doors, by subtracting the intermediate car length and two metres for the lobby from the driver car length
- 9 metres – 25.35 metres – 14.35 metres
- 9.5 metres – 23.6 metres – 12.1 metres
- 10 metres – 21.85 metres – 9.85 metres
- 10.5 metres – 20.1 metres – 7.6 metres
- 11 metres – 18.35 metres – 5.35 metres
- 12 metres – 14.85 metres – 0.85 metres
Note.
- The three figures are intermediate car length, driver car length and an estimate of the distance between the end of the train and the first set of doors.
- I shall improve this table, when I get the measurements from a Class 710 train.
- As there is a need for at least an overhang into the tunnel of at least 6.9 metres, it looks like intermediate cars can’t be longer than 10.5 metres.
Suppose that the intermediate car length is 10.5 metres.
Adding an extra car would mean that the new train length would be 124.2 metres, which would be 17.4 metres longer than the current Piccadilly Line 1973 Stock train.
This would be an overhang of 8.7 metres at both ends of the train, which would probably mean that the train wouldn’t fit the route, as the overhang is not long enough to accommodate it.
But with a length of ten metres, the overhang would be only 8.45 metres, which would appear to be feasible.
I wonder, if it would be possible with appropropriate modifications to the tunnel mouths and by using in-cab signalling to run ten car trains, if the intermediate cars were limited to ten metres.
- It looks to be possible mathematically.
- There would need to be no modifications to the platforms.
- There would be a ten percent increase in capacity.
It will hopefully come clear, when Siemens release the length of the driver and intermediate cars.
I believe that it is possible, that Siemens have designed these trains, so they can be extended without having to lengthen the platforms.
Greater Anglia Amends Class 720 Order From Bombardier To Increase Flexibility
The title of this post is the same as that of this article on Rail Advent.
Greater Anglia is changing its order for Class 720 trains from a mixed fleet of 22 x ten-car and 89 x five-car to one of 133 x five-car.
The order is still 665 carriages in total.
In Why Do Some Train Operators Still Buy Half-Trains?, I tried to answer the question in the title of the post.
There have also been articles in railway magazines, questioning the practice of buying short trains and doubling them up.
In the UK, the following companies are running new trains in pairs.
- Great Western Railway – Class 800 and Class 802
- LNER – Class 800
- London Overground – Class 710
The only creditable explanation I have heard was from a driver, who said that if one train in a pair fails, you can still run a short train.
Abd now Greater Anglia say it’s for increased flexibility!