The Anonymous Widower

Vere Promises East Midlands Bi-Modes In 2022

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

This is the first paragraph.

East Midlands Railway will have its entire bi-mode fleet in traffic by December 2022, according to Baroness Vere, the Government’s transport spokesman in the House of Lords.

This statement means that whoever manufactures the trains has just over three years from today to design, build and test the trains.

This paragraph from the article talks about how Bombardier and Hitachi would design the trains.

It’s known that Bombardier and Hitachi are interested in the contract, but both will be supplying new designs, with the former offering a bi-mode Aventra while the latter will offer an AT300 (the Intercity Express Programme platform) but with shorter vehicles.

What do we know about these two trains?

Bombardier Bi-Mode Aventra

In the July 2018 Edition of Modern Railways, there is an article entitled Bi-Mode Aventra Details Revealed.

As is typical with Bombardier interviews, they give their objectives, rather than how they aim to achieve them.

In Bombardier Bi-Mode Aventra To Feature Battery Power, I said this.

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

A few points from the article.

  • Development has already started.
  • Battery power could be used for Last-Mile applications.
  • The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
  • The trains will be built at Derby.
  • Bombardier’s spokesman said that the ambience will be better, than other bi-modes.
  • Export of trains is a possibility.

Bombardier’s spokesman also said, that they have offered the train to three new franchises. East Midlands, West Coast Partnership and CrossCountry.

Very little more can be gleaned from the later Modern Railways article.

Consider.

  • Aventras are designed to a modular concept.
  • Bombardier have finally got the software for the train working to a high standard.
  • The trains are designed for ease of manufacture, at a high rate.
  • Development of the bi-mode train must have started before June 2018.
  • Christian Wolmar disclosed the objective of a 125 mph Aventra in February 2017.
  • I have seem references to Aventras, being tested at 110 mph.

On the balance of probabilities, I think it is very possible that Bombardier can deliver a full fleet of 125 mph bi-mode trains with batteries before the end of 2022.

Hitachi AT-300

Consider.

  • Class 802 trains are a version of the AT-300 train, which in turn are a member of Hitachi’s A-Train family.
  • Class 802 trains are successfully in service on the Great Western Railway.
  • Class 385, 395, 800 and 801 are all members of the A-train family and are closely related to the Class 802 train.
  • The A-Train is a modular family.and different numbers of cars and car length, shouldn’t be a problem.
  • Hull Trains ordered their fleet of five Class 802 trains in November 2016 and they will enter service around December 2019 or early in 2020.
  • First Group ordered five AT-300 trains in March 2019 and they will enter service in Autumn 2021.

If the order has been placed in the last few months, there is every chance that Hitachi could deliver a fleet of new bi-mode trains for service in December 2022.

Stadler Flirt

These aren’t mentioned in the Rail Magazine article, but they were mentioned as a possibility for the order in an article by Roger Ford, which was entitled East Midlands IC125 Dilemma, in the June 2019 Edition of Modern Railways.

This is an extract from Roger’s article.

In theory, Stadler should be in pole position. Itis also supplying Abellio’s Greater Anglia franchise, where Flirt bi-modes are running on test.

As they haven’t had any serious problems yet, and they are Swiss, everyone thinks they are amazingly efficient and wonderful. Whjich may turn out to be the case.

In the end, Roger rates their chances as slim.

But Stadler certainly has the technical capability to produce a 125 mph bi-mode train.

Electric Trains To Corby

When the electrified St. Pancras and Corby service opens in December 2020, a round trip will take three hours.

This means that as few as three trains would be needed to provide the service.

The specification would be.

  • Electric traction
  • Twelve cars and 240 metres long.
  • 125 mph capability.
  • Three trains and a spare would probably be needed by December 2020, with a further three trains by December 2021.

Abellio would also probably like the trains to be very similar for drivers and staff.

Currently, it appears that the electric services to Corby, will be run initially by cascaded Class 360 trains.

  • But with a bit of juggling of production, Bombardier, Hitachi and Stadler might be able to manufacture, the four trains needed to start the service in December 2020.
  • Abellio also have Class 360 and Class 379 trains working on Greater Anglia, that are likely to be replaced before December 2020.

So they have a sensible back-stop.

How Many Trains Will Abellio Need?

The current service is two trains per hour to both Nottingham and Sheffield.

These are fastest times.

  • London and Nottingham is one hour forty minutes
  • London and Sheffield is two hours

Even if there is a bit of a speed increase, it looks like at least eight trains will be needed for both services.

As to train length, I doubt five cars will be enough on all trains.

  • Some services are currently run by six and eight-car HSTs.
  • Have Abellio promised more seats?
  • Abellio will be extending some Sheffield services to Rotherham, Barnsley and Leeds.
  • It has already been stated that the Corby trains will be 240 metres long
  • So will we see a uniform fleet of longer trains?

There are some short platforms, so I suspect Abellio will buy a mixture of full-length 240 metre-long trains and half-length 120 metre-long trains, as several train companies have done.

I feel we could see something like eight full length trains and perhaps twelve half-length trains.

I have calculated that seven full-length trains are needed for Corby.

Adding this up gives the following.

  • Eight full-length bi-mode trains of ten-cars.
  • Seven full-length electric trains of ten-cars.
  • Twelve half-length bi-mode trains of five-cars

This gives a total of 27 trains of a total of 210 cars, of which 140 are bi-mode and 70 are electric.

All of this is based on running the current service with new trains.

abellio Greater Anglia have not not just done this in East Anglia, but have purchsed extra trains to add new services and increase frequencies.

So I would feel, that these trains are a minimum order, if Abellio are not doing any expansion.

Daily Telegraph Report – 19th July 2019

A report in the Daily Telegraph on the 19th July 2019, which is entitled Blow For Bombardier’s Derby Plant As £600m Train Contract Goes To Hitachi, says the order has gone to Hitachi.

  • Value is quoted at £600million.
  • A formal announcement is expected next week.

Has next week already passed without an announcement from Abellio?

I do find it strange, that there has been no reference to the Telegraph report in local sources around Derby.

This article on Railway Gazette is entitled Trains Ordered For 2021 Launch Of ‘High-Quality, Low Fare’ London – Edinburgh Service.

FirstGroup have ordered AT-300 trains.

  • All-electric.
  • Five trains of five-cars.
  • A total order value of £100 million.
  • Order placed in March 2019
  • Service starting in Autumn 2021

This works out at four million pounds per car.

Earlier, I calculated that Abellio needed to buy 140 bi-mode cars and seventy electric ones.

Assuming that Abellio run the Corby services with refurbished Class 360 trains, then 140 carriages will cost £560 million.

But this would mean the following.

  • Abellio would be running two separate fleets on the Midland Main Line.
  • The Corby services would run below the operating speed of the route.
  • Expansion would mean the purchase of more trains.

This is very different to their philosophy in Abellio Greater Anglia.

  • Class 745 and Class 755 trains are very similar to drivers and other staff.
  • Both trains can operate at 100 mph on the Great Eastern Main Line.
  • Abellio Greater Anglia have significantly increased the size of their train fleet.

I believe that Bombardier, Hitachi and Stadler can all met this schedule.

  • Deliver four 125 mph electric trains by a date early enough for a December 2020 start for Corby services.
  • Deliver another three 125 mph electric trains by December 2021 for two trains per hour to Corby.
  • Deliver the fleet of 125 mph bi-mode electric trains by December 2022 for Derby,Nottingham, Sheffield and beyond.

At four million pounds for a car for a Hitachi train, this works out at £840 million.

So could it be, that Hitachi have thrown in a good discount to make sure of the order.

It will be very interesting, when Abellio announce their order.

Interim Trains

Baroness Vere also discussed the other trains on the Midland Main Line.

This was the final two paragraph from the article.

As it stands, the 12 High Speed Trains cannot operate in passenger traffic beyond December 31 2019 this year, as they will not meet new accessibility regulations.

When announcing the Abellio contract win in April, Government confirmed that four Class 180s would transfer from Hull Trains to EMR. There was also the possibility that the LNER HSTs could also transfer to the MML, although these do not meet the disability requirements either.

So what is going to happen?

It appears that the four Class 180 trains and the twenty-seven Class 222 trains of various lengths will have to manage.

But I do think, that Baroness Vere’s statement.

East Midlands Railway will have its entire bi-mode fleet in traffic by December 2022.

Is very welcome, as the HSTs will retire on the 31st December 2019 and there will be less than three years of a reduced fleet.

These points should also be noted.

  • In December 2020, when the electrification goes live and new electric trains start running between London and Corby, there will be a few more Class 222 trains available.
  • The Corby electric trains, will also add capacity between London and Kettering.
  • I don’t think it unlikely, that some other trains are rustled up to fill the gaps using perhaps Mark 4 coaches and Class 43 locomotives.

I hope for Abellio’s and their passengers sake, that what Baroness Vere said, comes true!

Could Abellio Go For A Safety-First Solution?

Consider.

  • Abellio Greater Anglia’s new Class 745, Class 755 and Class 720 trains are all running, if not years, but a few months late.
  • There has been nothing serious and Greater Anglia only has one fleet that is not PRM-compliant; the London and Norwich expresses.
  • Providing all goes reasonably well with the introduction of the new Class 745 trains, Greater Anglia’s fleet will be fully PRM-compliant, by the end of the year.

But if they had opted for off-the-shelf Hitachi Class 801 trains for London and Norwich, there might have been less worry. On the other hand, Hitachi way of making trains, by shipping the bodies from Japan probably doesn’t lead itself to high productio rates.

But for Midland Main Line services, Abellio East Midlands Railway aren’t looking at a large fleet of trains.

I estimate they could need.

  • Eight full-length bi-mode trains of ten-cars.
  • Seven full-length electric trains of ten-cars.
  • Twelve half-length bi-mode trains of five-cars

Now that Hitachi’s big orders are coming to an end, Abellio can probably be sure, they will get the main line trains on time and with the minimum of fuss.

Going the safety-first route of buying a fleet of Hitachi trains could deliver the trains that are needed urgently.

  • Four 125 mph electric trains by a date early enough for a December 2020 start for Corby services.
  • Another three 125 mph electric trains by December 2021 for two trains per hour to Corby.
  • A fleet of 125 mph bi-mode electric trains by December 2022 for Derby,Nottingham, Sheffield and beyond.

It might be a bit tight for the Corby electrics, but other trains that could work the route in the interim are available.

Abellio could do a lot worse than give Hitahi the order, if they could deliver early!

Conclusion

If any of the three train manufacturers can supply new trains for the St. Pancras and Corby service to the tight timetable, Abellio would surely be very pleased, as they would only have one train type to introduce on the route.

But I do think, that there is a possibility, that a good discount has won it for Hitachi!

 

 

 

July 26, 2019 Posted by | Transport | , , , , , , , , , , | 16 Comments

Aerial Pictures Show New Trains Housed In Mid-Norfolk

The title of this post, is the same as that of this article on the Eastern Daily Press.

Greater Anglia has a storage problem for all the new trains being delivered from Stadler in Switzerland.

So the train operating company has done a deal with the Mid Norfolk Railway to store the trains in the depths of deepest Norfolk.

Wikipedia gives more details in a section, entitled Storage Of Main Line Stock.

Working with Abellio Greater Anglia, the Mid-Norfolk Railway have developed a rolling stock storage facility close to their Kimberley Park station. The £3 million sidings have been funded by Abellio Greater Anglia to allow them to store their Class 745 and 755 fleets until they are ready to be in service.

It has also been reported that the site, will be used to store the replaced trains, whilst they await new operators or the scrapyard.

This picture clipped from the Eastern Daily Press article, shows the trains.

Reading the Wikipedia entry for the Mid Norfolk Railway, which is obviously a well-maintained standard gauge heritage railway, it gets used for various rail-related training and other purposes, so as the multi-million pound deal shows, I’m pretty certain there is a lot of co-operation between all parties in Norfolk, including Greater Anglia, Network Rail, Balfour Beatty and the Emergency Services.

Will The Class 755 Trains Return With Passengers?

The following should be noted.

  • Rail tours and charters use the branch and visit Dereham, several times a year.
  • An InterCity 125 has even used the line.
  • Dereham is a town of 19,000 people.
  • Norfolk is a county, that welcomes lots of tourists.
  • Wymondham station will soon have a direct hourly service to and from Stansted Airport.

Given the co-operation between Greater Anglia and the Mid-Norfolk Railway over the train storage, where a long term conveniently-located facility is of benefit to both parties, will we see occasional visits of Class 755 trains to Dereham?

There must be long-term possibilities.

  • Weekend steam trains between Dereham and Norwich, similar to the Shakespeare Express, that runs between Birmingham Snow Hill and Stratford stations.
  • A limited commuter service between Dereham and Norwich.

The Mid-Norfolk Railway’s long term ambition to extend their route past Dereham to reopened stations at County School and Fakenham, would surely increase the viability of these services.

 

July 20, 2019 Posted by | Transport | , , , , | Leave a comment

Leicester Station – 11th July 2019

I took these pictures at Leicester station today.

These are a few of my thoughts.

Long Straight Platforms

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

Wide Spacious Platforms

The two island platforms are wide and spacious.

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

The Station Could Have More Trains And Be A Better Interchange

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

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

Abellio And Ipswich Station

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

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

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

Applying Abellio’s East Anglian Rules To Leicester

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

These appear to be the current services.

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

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

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

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

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

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

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

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

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

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

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

The services would be as follows.

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

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

Leicester And East-West Services

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

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

The following should be noted.

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

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

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

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

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

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

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

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

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

Class 755 Trains In The East Midlands

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

The Bridges At The Southern End Of The Station

An East Midlands Trains driver told me, that one of the problems of electrifying through Leicester station with 25 KVAC overhead wires, is that the bridges at the Southern end of the station are a problem.

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

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

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

Charging Battery Electric Trains

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

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

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

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

Conclusion

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

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

Stagecoach have only themselves to blame for losing the franchise.

 

 

 

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

Future Stansted Airport Train Services

Currently, the following services go to Stansted Airport station, in trains per hour (tph)

  • Four tph – Stansted Express – Liverpool Street
  • One tph -CrossCountry – Birmingham New Street via Cambridge, Peterborough and Leicester
  • One tph – Greater Anglia – Cambridge via Audley End and Whittlesford Parkway

Greater Anglia have plans to change the services.

  • Extend the Norwich and Cambridge service to Stansted Airport.
  • Reintroduction of a Stansted Express service between the Airport and Stratford is mentioned in Wikipedia.

With two very long and one shorter platform, the Airport station has plenty of capacity.

Stansted Express Journey Times And Trains Required

Currently, Stansted Express services run at a frequency of four tph, that take fifty minutes between London and the Airport.

If a turnround time of ten minutes is added, then it takes trains two hours to do a round trip between London and the Airport.

So this means that thse numbers of trains are needed for the following frequencies.

  • One tph – Two trains
  • Two tph – Four trains
  • Four tph – Eight trains

As Greater Anglia have ordered ten Class 745/1 trains for Stansted Express, these would be able to provide a reliable service with eight in service, one as a spare and one in maintenance.

A Stansted Express service to Stratford would take the same time and would need similar numbers of trains.

Norwich and Stansted Airport Journey Times And Trains Required

The timing for the proposed service between Norwich and Stansted Airport, can be estimated by taking the timing of current services.

  • Norwich and Cambridge – One hour 20 minutes
  • Cambridge and Stansted Airport – 30 minutes

Both services are run by reasonably-modern 100 mph diesel trains.

Add in a ten minute turnround at both ends of the route and it should be possible to schedule a Stansted Airport and Norwich round trip in four hours.

Greater Anglia is introducing new bi-mode Class 755 trains on this route.

  • The trains will be designed for fast stops.
  • The trains will run on electricity on the nearly forty miles between Stansted Airport and Ely and around Norwich.
  • The trains will run on diesel between Ely and Trouse Junction, just to the South of Norwich.
  • The trains will probably be abe to achieve 100 mph on a good proportion of the route.
  • The trains will probably be four-cars.

It would need four trains to run the proposed one tph service.

The current Norwich and Cambridge service probably needs three trains, so extending to Stansted Airport will need an extra train.

This seems to be good value for passengers, the Cities of Cambridge and Norwich, Stansted Airport and Greater Anglia.

Could There Be A Norwich And London Service Via The West Anglia Main Line?

I can remember seeing steam-hauled expresses thundering between Liverpool Street and Norwich in the 1950s, through places like Brimsdown.

They are long gone, but they gave places like Wymondham and Thetford a direct rail link to London.

Greater Anglia’s future plans will connect these towns and others directly to Stansted Airport, but could they go all the way to London?

What do the mathematics show?

The section timings of a Norwich and London service via Cambridge and Stansted Airport would be as follows.

  • Norwich and Cambridge – One hour 20 minutes
  • Cambridge and Stansted Airport – 30 minutes
  • Stansted Airport and London – 50 minutes

This is just two hours and forty minutes.

Add in a few minutes for the reverse at Stansted Airport and the turnround at either end and I believe a round trip could be comfortably within six hours.

It would therefore mean that six trains would be needed to run an hourly service between London and Norwich.

  • Stops could be Tottenham Hale, Broxbourne, Harlow Town, Bishops Stortford, Stansted Airport, Audley End, Whittlesford Parkway, Cambridge, Cambridge North, Ely and all stations to Norwich.
  • The London terminal could be Liverpool Street or Stratford.
  • If Stratford were to be used, trains could be turned round in the High Meads Loop.
  • Trains would be Class 755 trains, which are bi-mode and capable of 100 mph running.
  • Between London and Ely, the trains would take advantage of the electrification.

The service would give a lot of stations a direct connection to Stansted Airport, that would be complimentary to the Stansted Express.

It would require just two more trains, than the planned Norwich and Stansted Airport service.

The advantages of the service would be.

  • Stations between Thetford and Norwich would get direct London and Stansted Airport services.
  • Stratford would get a very useful direct service to Stansted Airport.

Greater Anglia would serve two markets with the extended service and just two extra trains, over the planned service.

If Greater Anglia say a London and Norwich via Stansted Airport service will never happen, they are being economical with the truth.

Could Class 755 Trains With Batteries Bridge The Electrification Gap,Between Ely And Trowse Junction?

The distance between the electrification at Ely station and Trowse Junction, South of Norwich, is just under fifty-three miles.

I believe that the tri-mode four-car Flirts for Trains for Wales are similar to Greater Anglia’s Class 755 trains, with three of the Deutz diesel engines replaced with 100-120 kWh batteries.

Would this be enough power to take the train across the electrification gap?

Consider.

  • There is electrification at both ends and the batteries could be full, on entering the unelectrified section.
  • The route is very gentle.
  • There are a few stops, but the trains will have regenerative braking to charge the batteries.
  • The trains could retain a single diesel-engine,, should livestock on the line cause the service to be suspended.

For these and other reasons, I suspect that in a couple of years, diesel will be relegated to emergency use only between Norwich and Stansted Airport.

The Herd Of Wannabe Unicorns In The Room

Other places have elephants, but the City of Cambridge has herds of wannabe unicorns.

For those of you, unfamiliar with the term, Wikipedia defines unicorn like this.

A unicorn is a privately held startup company valued at over $1 billion.

Cambridge is expanding at a fast rate and it needs public transport systems to bring in the workers, visitors and investors.

  • A new Cambridge North station has been built.
  • A guided busway linking Addenbrooke’s and Papworth Hospitals and the Cambridge Biomedical Campus to the City Centre has been built.
  • A new Cambridge South station is being planned.
  • The East-West Rail Link will connect Cambridge to Oxford.

Road travel in the local area is not an option.

Currently, most rail services radiate from Cambridge station, but like London and other cities are proving, Cambridge needs Cross-City services.

A high-frequency North-South route is being created  across the City.

  • To the North of the City is Ely station.
  • North of Ely station, lines fan out to Peterborough, Kings Lynn and Norwich.
  • From North to South across the City, there will be Waterbeach, Cambridge North, Cambridge and Cambridge South  stations.
  • South of Cambridge South station, lines will fan out to Bedford and Oxford, Royston, Hitchin and Kings Cross and Audley End, Stansted Airport and Livepool Street.

In addition routes to Bury St. Edmunds, Ipswich and Felixstowe reach out to the East.

The current North-South train services include.

  • 1 tph – Birmingham New Street and Stansted Airport
  • 1 tph – Kings Lynn and Kings Cross
  • 1 tph – Cambridge and Norwich
  • 2 tph – Cambridge and Brighton
  • 2 tph – Cambridge and Liverpool Street
  • 2 tph – Cambridge and Kings Cross

The number of these services will grow.

Will More Stations Be Built Or Reopened Between Stansted Airport And Norwich?

I know the route, South of Cambridge better than I know it to the North.

To the South of Cambridge, the current stations could be sufficient, with improved car and bicycle parking and provision for electric cars.

To the North, there appear to be new housing developments under consideration and surely, these will need good public transport to and from Cambridge.

Does The Norwich and Stansted Airport Service Need Two Trains Per Hour?

I have a feeling that Greater Anglia think, that East Anglia’s generally one tph services between major towns and cities is not enough.

Greater Anglia have said they will do the following.

  • Increase the Ipswich and Norwich frequency from two to three tph.
  • Run two tph between Ipswich and Kennett via Bury St. Edmunds.

I talked previously about Cambridge and its  herd of wannabe unicorns.

I believe strongly, that the Cambridge Effect will in a couple of years, mean that the frequency between Norwich and Stansted Airport will need to be doubled.

But will Greater Anglia have enough trains?

Greater Anglia are  purchasing a fleet of 38 Class 755 trains with a total of 138 carriages to replace 27 assorted trains with a total of 58 carriages.

  • This is a forty percent increase in the number of trains.
  • This is nearly two and a half times as many carriages.
  • The average number of carriages per train is raised from 2.1 to 3.6.

That is a massive increase in train capacity.

There should be enough for either.

  • Eight trains for two tph between Norwich and Stansted Airport.
  • Twelve trains for two tph between Norwich and London via Stansted Airport.

These would be increases of four and eight trains respectively on Greater Anglia’s  current plan for a one tph service between Norwich and Stansted Airport.

Conclusion

Greater Anglia have enough trains to run a two tph service between Norwich and London via Stansted Airport.

I believe that the Cambridge Effect will create enough demand to necessitate expansion of the proposed one tph service between Norwich and Stansted Airport into a Norwich and London via Stansted Airport service.

  • Frequency will be two tph.
  • New commuter-friendly stations could be built.
  • The Southern terminal could be Stratford to give a second route to Stansted Airport from London.

Greater Anglia would be satisfying two markets with one train.

 

 

June 26, 2019 Posted by | Transport | , , , , , , , , , , | 1 Comment

Norwich-In-Ninety Is A Lot More Than Passengers Think!

But, I very much expect that Greater Anglia know what they are doing.

I came up to Norwich on the 1100 train, which was timed to get in at 1230. According to the driver, there were signalling problems at Manningtree, which meant we arrived in Norwich twenty-one minutes late.

I was going on to Cromer or Lowestoft. So by the time I’d had a cider and bought a ticket, I didn’t leave Norwich until 1345 for Cromer. But I did have time by the sea to take a few pictures and have a coffee and a gluten-free scone, before getting the return train to Norwich.

Back at Norwich, I had a choice of two trains.

  • The 1700 stopping at just Ipswich and Norwich
  • The 1703 stopping at Diss, Stowmarket, Ipswich and a few other places.

I was booked on the 1700, from where I’m writing this note on my phone.

These are some of my observations.

Operating Speed

I have just travelled between Norwich and Ipswich in thirty minutes, with Speedview on my phone reading within a couple of mph of 100 mph all the way from where we got to operating speed South of Norwich to where we slowed for Ipswich station.

Diss, Stowmarket and Nedham Market stations were passed at almost 100 mph

Ipswich to Colchester was at a slower 90 mph, but then from Marks Tey to just before Chelmsford, the train was back to around 100 mph.

Speeds between 70 and 90 mph were held from Chelmsford to Liverpool Street, which was reached at 1830 as scheduled.

Acceleration

I got the impression, that the acceleration of the train wasn’t up to the operating speed. Certainly, it didn’t seem to accelerate as fast as an InterCity 125,

But then we’re talking about a rather puny Class 90 locomotive with just 930 kW pulling eight Mark 3 coaches.

In an InterCity 125, there is nearly 1,400 kW to accelerate the same number of similar coaches to 125 mph.

But these are small numbers compared to a four-car Class 755 train running on electrical power, which according to Stadler’s data sheet is 2,600 kW, which is 86% more power than an InterCity 125.

As there are two power-bogies each must be good for 1,300 kW.

Typical four-car electric Flirts seem to have around 2-3,000 kW, according to various Stadler data sheets.

Flirts seem to be seriously powerful trains and I can understand why some Norwegian Flirts are capable of 125 mph running. This is said in Wikipedia about the Norwegian Flirts.

All trains have five cars. However, in contrast to previous five-car FLIRTs they will have a third powered bogie giving them a maximum power output of 4,500 kW (6,000 hp) and a top speed of 200 km/h (120 mph).

If that extract is saying that each bogie can provide up to 1,500 kW, then Class 745 trains with four bogies have 6,000 kW.

If they were Class 755 train-sized bogies, then Class 745 trains, then the trains have 5,200 kW.

For comparison, an eleven-car Class 390/1 train has 5,950 kW.

With these figures, I feel it is reasonable to assume, that Class 745 trains, will accelerate to operating speed faster than the current forty-year-old BR stock.

  • They appear to have a lot more power, than the current trains.
  • Their aluminium bodies probably mean they weigh less, than the steel-bodies of the current trains.
  • Their aerodynamics are probably more advanced.
  • They probably have sophisticated technology that stops wheel slip, controls the train in a smooth manner and assists the driver.
  • The rolling dynamics will be no worse than that of the current trains.

Some conclusions can be drawn about the current trains and their operation.

  • A Class 90 locomotive with only 930 kW has sufficient power to keep an eight-car train running at 100 mph. It looks like the figure  is around 1.2 kWh per car per mile.
  • They must be in top condition.
  • The drivers probably know the route like the back of their hand and can coax the required performance from their ageing charges.

BR’s forty-year-old design must still be seriously good and the trains get the TLC they need.

Passing Stations At 100 mph

Diss, Stowmarket, Needham Market, Marks Tey, Kelvedon, Hatfield Peverel and Ingatestone stations were all passed within a few mph of 100 mph, with Maningtree and Colchester stations passed at around 85-90 mph.

Obviously, this must be allowed and not having to slow means that the speed is not degraded.

The only station where there was a substantial slowing was Chelmsford, where the train slowed to about 60 mph.

The Current Norwich-in-Ninety Services

These are the current ninety minutes services between Liverpool Street and Norwich.

  • 0900 – Norwich to Liverpool Street
  • 1100 – Liverpool Street to Norwich
  • 1700 – Norwich to Liverpool Street
  • 1900 – Liverpool Street to Norwich

Only one train is needed that starts and finishes in Norwich, where it is stabled overnight.

Serving The Intermediate Stations

Both the 1100 train to Norwich and the 1700 to Liverpool Street only stop at Ipswich.

But leaving a couple of minutes behind was another Class 90 locomotive/Mark 3 coach set stopping at more stations.

  • Going North, the train takes nineteen minutes longer, with stops at Colchester, Manningtree, Ipswich and Diss.
  • Going South, this train takes ten minutes longer, with stops at Diss, Stowmarket, Ipswich, Colchester and Stratford.

I suspect that when the Bombardier Class 720 trains have been delivered, these might be used for the stopping trains.

How Many Trains Will Be Needed?

It appears that the slower trains are currently timetabled to take between 111 and 115 minutes.

If a round trip can be done in four hours, then two trains per hour (tph), will require eight Class 745 trains.

As there are ten trains on order, this means the following.

  • Eight trains will be used to run the two tph stopping service.
  • One train will be needed for the Norwich-in-Ninety service.

This leaves one train as a spare or in maintenance.

Cromer And Back In A Day

In the four-and-a-half hours, I was in Norwich, I was able to take a train to Cromer, take a few pictures, have a quick lunch and then return to Norwich.

This is possible using the slower trains, but the fast trains can give you another hour in Norwich.

Obviously, this hour will be available for many journeys and must surely open up many possibilities for frequent travellers on the route.

How Reliable Is The Norwich-in-Ninety Service?

There have been twenty services in the first week of the service..

  • Fourteen have been on-time or a couple of minutes early.
  • Five have been under ten minutes late.
  • One was late by more than ten minutes.

That last train was twenty-two minutes late and I was on it, on the first Wednesday of the service.

I shall update this table, until I get bored with it!

Can The Timetable Be Changed?

The way the timetable is set out is an interesting solution to trying to be all things to all passengers.

  • There is a basic two tph service, which stops between London and Norwich according to a simple pattern.
  • Four services per day, with two in each direction, are delayed by two or three minutes.
  • The original departure times are taken by a fast train, that only stops at Ipswich.
  • These four departure times, are arranged, so that the services can be handled by a single fast train shuttling between Liverpool Street and Norwich
  • The fast train starts in Norwich at 0900 in the morning and returns to Norwich and its depot at 2030. The train can then have a good service after a hard day’s work!

Obviously, Greater Anglia have all the passenger data, so they have probably laid out a fast timetable, that will reflect current passenger numbers.

But as time goes on, this timetable can be augmented.

At present, they are using their express trains for both the two tph and the fast services.

These will be changed to Class 745 trains during the remainder of this year.

The venerable Class 90 locomotives and their Mark 3 coaches have blazed the trail and made everybody’s dream of Norwich-in-Ninety a reality, but now it is up to Greater Anglia’s new trains to fully develop the timetable.

  • If they are successful in attracting passengers more services will do Norwich in ninety and Ipswich in sixty.
  • The back-up stopping service running behind the fast train could be run by a new Class 720 train, which have a similar 100 mph operating speed.
  • Several services per day, using Class 755 trains, will be running between Lowestoft and London and augmenting the fast service between London and Ipswich.

Interestingly, as I left Norwich for Cromer, there was a Class 321 Renatus at Norwich station in Platform 2 Checking with Real Time Trains, this other relic from British Rail, but refurbished to a modern standard for passengers and performance, formed the 1400 express to London and arrived on time after seven stops.

It looks to me that Greater Anglia have a creditable back-stop, if there should be any unforeseen problems with the new trains.

But it also shows that the stopping service that follows the Norwich-in-Ninety service can be run by a 100 mph electric multiple unit.

This would surely release Class 745 trains to run more fast services.

An Improved Ipswich And Norwich Service

Greater Anglia have said that there will be three tph between London and Norwich and that one may or will be run the new Class 720 trains.

The only section of the Great Eastern Main Line, that won’t have four tph will be between Ipswich and Norwich. So could we see a 100 mph local service between two rivals.

Yesterday’s Class 321 Renatus did Norwich to Ipswich in forty-one minutes.

  • The route is fully-electrified.
  • Class 720 or Class 321 Renatus trains could be used.
  • Trains would stop at Diss, Stowmarket and Needham Market stations.
  • The rail line is not busy North of Stowmarket.
  • The bottleneck of Trowse bridge South of Norwich is to be replaced.

Running four tph between Ipswich and Norwich would be a lot more affordable, than improving the capacity on the mainly single-carriageway A140.

Would Faster Running Be Possible North Of Ipswich?

There are two major problems on the Great Eastern Main Line to the North of Ipswich.

  • Trowse Bridge to the South of Norwich.
  • Haughley Junction, where the Cambridge and Norwich routes divide to the North of Stowmarket.

Both projects have been kicked into the long grass more times than most, but it does look, that these two bottlenecks could be fixed in the next few years.

I also observed the following between Ipswich and Norwich.

  • The line wasn’t busy North of Stowmarket.
  • The train had no difficulty maintaining 100 mph.
  • The quality of the overhead electrification gantries might suggest a need for replacement.
  • There are some level crossings, that have no place on a 100 mph main line.

Would it be advantageous to update the line, so that higher speeds were possible?

I suspect that both the Class 745 and Class 720 trains could handle perhaps 110 mph with modifications, that are proven or planned with similar trains.

Conclusion

I had an exhilarating ride yesterday and it is a foretaste for the greatest improvement in transport for East Anglia in my lifetime.

 

 

May 22, 2019 Posted by | Transport | , , , , , , , , , , | 3 Comments

The Norwich-In-Ninety Timetable

The Norwich-In-Ninety trains are now visible on the National Rail timetable.

London To Norwich

Norwich-In-Ninety trains leave London at 11:00 and 19:00!

The current times of the 11:00 train are as follows.

  • Liverpool Street – 11:00
  • Colchester – 11:46
  • Manningtree – 11:55
  • Ipswich – 12:07
  • Diss – 12:36
  • Norwich – 12:50

Those of the faster train are.

  • Liverpool Street – 11:00
  • Ipswich – 11:55
  • Norwich – 12:30

I can remember in the 1960s, the diesel service was advertised as two-hour two-stop between London amd Norwich.

Norwich To London

Norwich-In-Ninety trains leave Norwich at 09:00 and 17:00!

The current times of the 09:00 train are as follows.

  • Norwich – 09:00
  • Diss – 09:17
  • Stowmarket – 09:29
  • Ipswich – 09:41
  • Manningtree – 09:52
  • Colchester – 10:02
  • Chelmsford – 10:21
  • Stratford – 10:45
  • Liverpool Street – 10:55

Those of the faster train are.

  • Norwich – 09:00
  • Ipswich – 09:33
  • Liverpool Street- 10:30

Note that the current Southbound services are slower than those going North.

The Current Linespeed

For part of my trip back from Ipswich today, I was following the linespeed using the Speedview App on my phone.

  • Between Kelvedon and Hstfield Peverel the train averaged around 100 mph.
  • It then slowed to 60 mph through Chelmsford.
  • By Ingatestone, it was up to 90 mph, before slowing for 60 mph through Shenfield.
  • There seemed to be some checking from a slower train, but at places into Liverpool Street it was up to 80-90 mph.

The Norwich-In-Ninety improvements certainly seemed to have helped.

It certainly left me with the feeling that the elderly Class 90 locomotive and Mark 3 carriages could achieve Ipswich to Liverpool Street in around an hour.

The Future

These four services are probably just the start. These four services can probably be achieved with one train.

  • Leave Norwich at 09:00 and arrive in Liverpool Street at 10:30
  • Leave Liverpool Street at 11:00 and arrive in Norwich at 12:30
  • Leave Norwich at 17:00 and arrive in Liverpool Street at 18:30
  • Leave Liverpool Street at 19:00 and arrive in Norwich at 20:30

Although, Greater Anglia will be running the initial service with Class 755 trains, the company has ten Class 745 trains on order.

The only thing so far disclosed, is that the Liverpool Street and Norwich service will go to three trains per hour (tph).

It should also be said, that the design of the new trains and their power, should make station stops much faster.

But what pattern of stops will be performed by the three trains?

April 22, 2019 Posted by | Transport | , , , , , , | Leave a comment

Are Greater Anglia’s Flirts Faster Than 100 mph?

Over the last fifty years or so, a lot of fast trains have been introduced onto the UK’s railways.

It does seem that often the design speed and what is possible differ by up to twenty miles per hour.

It is probably in part good design, as it means that an accidental overspeed can be safely handled.

Greater Anglia has ordered two fleets of Stadler FLIRTs.

Note

  1. Both trains share a lot of features and are capable of 100 mph.
  2. Some Norwegian electric FlLIRTs have a top speed of 120 mph. They have an extra powered axle, but do they have ostensibly the same running gear and electrifical systems?

So would it be reasonable to assume that Stadler have designed FLIRTs, so that faster versions can be created?

If the answer is in the affirmative, there is two interesting possibilities.

London To Norwich Services

The section of line between Norwich and Haughley Junction has the following characteristics.

  • Double-track
  • 31 miles long.
  • 100 mph operating speed
  • Electrified
  • A few level-crossings
  • It is fairly straight
  • There is the Trowse swing bridge over the River Wensum
  • Passenger services on the route will be run only using Stadler FLIRTs.

Network Rail have been very successful in upgrading routes like this for faster running and as the Trowse swing bridge will be replaced, I wouldn’t be surprised to see this section of line upgraded to perhaps 110 mph. This would save a couple of minutes, if the trains could take advantage.

Other services in East Anglia would also benefit from works to improve line speed.

Midland Main Line Services

The Midland Main Line will receive brand-new 125 mph bi-mode trains in 2022.

If Class 755 bi-mode trains could be configured to run at 125 mph, like their electric cousins, they must be a possibility.

Conclusion

Only Stadler know if their Class 745 and 755 trains can be upgraded to higher speeds.

But if they can be upgraded, they could be a very useful train for UK railways.

April 22, 2019 Posted by | Transport | , , , , | Leave a comment

Abellio East Midlands Railway’s Plans For London And Corby

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

These are mentioned for Midland Main Line services to Corby.

Dedicated Corby – St Pancras Express Service Will Be Introduced From December 2020 With 12-car Trains In The Peaks

In 2020, the route between London and Corby will have been improved.

  • It will be fully electrified.
  • There will be double-track between Kettering and Corby.
  • Corby station will have a second platform.
  • 125 mph running will be possible in sections of the route between London and Corby.
  • Twelve-car trains indicate, that the rolling stock would be modern electric multiple units.

Possible trains include.

There must also be the possibility, for a train manufacturer to deliver enough new trains to run the London and Corby service.

To run the current hourly service, three trains are needed, so if each train was three four-car electric multiple units, nine trains would be needed.

As these electric trains will need to mix it with the 125 mph trains on the fast lines between St. Pancras and Kettering, 110 mph trains would probably be preferable.

Class 387 trains were originally mooted for this route, but they all seem to have been snapped up by other operators, who may be reluctant to let them go.

On the other hand, as I wrote in When Crossrail Opens To Reading, Will Great Western Railway Have Too Many Class 387 Trains?, Great Western Railway may have a few trains going spare.

The three other possible trains are both used in Abellio-run franchises.

  • ,Abellio Greater Anglia are replacing their thirty Class 379 trains with new Stadler Class 745/1 trains in 2019.
  • Abellio Greater Anglia are replacing their twenty-one Class 360 trains with new Bombardier Class 720 trains in 2020.
  • West Midlands Trains have a large fleet of Class 350 trains.

Greater Anglia’s plans currently give the order of the new Stadler fleet introduction as.

  • Four-car Class 755/4 trains
  • Twelve-car Class 745/0 trains for London and Norwich services
  • Three-car Class 755/3 trains
  • Twelve-car Class 745/1 trains for London and Stansted services

All trains are to be introduced by the end of 2020.

The Bombardier Class 720 trains are also planned to be introduced by the same date, starting this Autumn.

Could this mean that it is likely that nine Class 379 or Class 360 trains could be available before the end of 2019?

If Class 379 or Class 360 trains are used to Corby, it would allow a very relaxed train introduction.

There could be at least a year, to turn the trains into perfect trains for a high-capacity London and Corby service.

I think using Class 387 and Class 350 trains wouldn’t be so simple.

As the Class 745/1 trains for London and Stansted could be the last to be delivered, which might delay the release of the Class 379 trains, could this explain the rumours for using the Class 360 trains, between London and Corby.

There is also an interesting possibility.

Suppose, Abellio decided to order 125 mph trains from Stadler identical to the Class 745/0 trains between London and Norwich on the route between London and Corby.

  • Stadler probably knows how to upgrade the trains to 125 mph, as there are electric Flirts in Norway with this performance.
  • Greater Anglia have invested heavily in driver simulators and training aids for their Stadler trains.
  • By the end of 2019, they will be running Class 745/0 trains between London and Norwich.

With different colours and a few route-specific details, the London and Norwich Class 745/0 trains, would surely be more than acceptable for London and Corby.

Stadler would surely be able to build the extra trains before the Stansted trains. This would mean that the unwanted Class 379 trains would have to soldier on to Stansted for a few more months.

125 mph Class 745 trains would be a magnificent upgrade to the London and Corby service.

Corby – London Service Doubled To Two Trains Per Hour All Day

This would mean the need would be eighteen four-car trains. or six twelve-car trains.

There are enough Class 379 and Class 360 trains, but obtaining the originally-planned Class 387 trains could be problematic.

Building the three extra new trains would not be a problem.

Kettering, Luton And Luton Airport Parkway Services Provided With 2 Trains Per Hour for Most Of The Day

Note.

  1. Luton station is on the latest list of stations to be made step-free by 2024.
  2. Luton Airport has been agitating for more fast trains to and from London and now gets a half-hourly express.
  3. Luton Airport Parkway station will have the Luton DART connection to the Airport in 2021.
  4. Class 379 trains are designed for airport services.

It appears to be a better service for passengers.

Enhanced Sunday Service Throughout The Route With Regular Direct Sunday Services Between London And Corby

No passenger complaints here.

Refurbished Modern Express Trains From December 2020

Features include.

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

What more could passengers want?

Many of these features are already installed in the Class 379 trains and would be no problem.

  • When I rode the BEMU Trial train between Maningtree and Harwich, the information on the Class 379 train was word perfect.
  • The trains are reliable and comfortable.
  • Wi-fii, power sockets, air-conditioning and increased luggage space are already fitted.
  • The trains have lots of tables, but not at every seat.

These are a selection of pictures of the interior of a Class 379 train.

Updating the interior of the trains would not be a major problem.

Class 360 Trains Would Need A Substantial Refurbish

If Class 360 trains were to be used to Corby, they would need a substantial refurbish, but the general feeling is that this would be possible and there is a year to do it.

iNew-Build Class 745 Trains

With a small fleet of new-build Class 745 trains, the customer would get what they want! – Tables, 2+2 seating, wi-fi sockets etc.

The Greater Anglia London and Norwich specification would be a good starting point.

Will The Class 379 Trains Be Fitted With Batteries?

The BEMU Trial in 2015, showed that this was feasible. Abellio was involved in this trial and must have their own views on the technology.

  • Depots are safer places.
  • Electrification can be simpler.
  • Regenerative braking can be handled on the train without using the overhead wires for return currents.
  • Batteries increase train efficiencies.

This picture shows, the wires are going up at Corby.

So it doesn’t look like battery power will be used to Corby.

But batteries could still be fitted for efficiency and safety reasons or possibly to power the trains to Oakham and Melton Mowbray.

What About The Rumour Suggesting Class 360 Trains Will Be Used?

These are some pictures of a Class 360 train.

Consider.

  • The Class 360 trains have a 2+3 interior with few if any tables.
  • If Bombardier deliver the Class 720 trains, later than planned, availability of the Class 360 trains for Corby could be tight.
  • Could they be prated to 110 mph trains, if that was felt necessary?

I feel that there would be a lot more work to prepare the trains for Corby and a higher chance, they would be late!

I think except as a stop-gap, it is unliklely that Class 360 trains will be used between London and Corby.

Will The Trains Be Replaced In A Few Years?

Consider.

  • The London and Corby route is 79.5 miles long and takes 75 minutes with four stops, which is an average speed of 64 mph.
  • At present, services between London and Corby are run using 125 mph Class 222 trains.
  • The Class 222 trains have better acceleration than an InterCity 125 and much better acceleration than a Class 360 train.
  • The London to Corby route is a less-than-125 mph route.
  • Network Rail ia currently improving the electrification between London and Bedford, so that the route between London and Corby will be an electrified 125 mph route.
  • None of the trains being considered for the service between London and Corby is faster than 110 mph.

Does all this mean that Corby services might be slower after electrification?

  • Will the 125 mph upgrade to the track and electrification ensure the electric trains are faster, even if they are 100 mph trains.
  • Well-driven 100-110 mph trains might be as fast.

However, the Derby, Nottingham and Sheffield expresses might be slowed, just as they are by the 100 mph Thameslink trains.

In the article in Issue 877 of Rail Magazine, four manufacturers are suggested for the bi-mode trains that will be used between London and Derby, Nottingham and Sheffield from 2022.

  • Bombardier
  • Hitachi
  • Stadler
  • Talgo

Hitachi are the only manufacturer with 125 mph bi-mode trains on the UK Network.

They have a near-identical bi-mode Class 802 train and an all-electric Class 801 train.

  • Both are capable of 125 mph running.
  • Conversion between the two trains involves changing the number of engines.
  • Drivers are probably trained to drive both types of train.

Ideally, on the Midland Main Line, electric trains could run to Corby, with bi-mode trains running to Derby, Nottingham and Sheffield.

So when the 125 mph bi-mode trains are delivered in 2022, would it be sensible to run their 125 mph electric cousins to Corby?

  • South of Market Harborough, all East Midlands Railway trains would be 125 mph electric trains, running on 125 mph tracks.
  • One tph between London and Corby would need three twelve-car trains.
  • Two tph between London and Corby would need six twelve-car trains.

If that is the case, then whatever train is run to Corby from December 2020, is only a stop-gap for a couple of years, where only nine four-car trains would be needed.

Would it be more economic in the long term to place the order for the bi-mode trains, with a manufacturer, who can deliver three all-electric trains by December 2020?

I believe Stadler could do that!

Conclusion

I’m fairly certain, that services between London and Corby could be run by refurbished Class 379 trains.

As there is plenty of time before service introduction, this could be a very relaxed and painless introduction of new trains. Unlike some others recently.

There may even be time to upgrade the top speed of the trains, so they fit in better with East Midlands Railway’s 125 mph expresses.

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

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

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

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

But I think Stadler Class 745 trains are a distinct possibility.

  • Abellio will have experience of running these trains and training drivers and other staff.
  • 125 mph trains could be almost identical to those on London and Norwich services.
  • Stadler have built 125 mph electric Flirts for Norway.

By juggling production a bit, they could be delivered on time for a December 2020 start of services.

April 14, 2019 Posted by | Transport | , , , , , , , | 5 Comments

Greater Anglia Train Drivers Taking Leap Into New Technology

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

This is the first paragraph.

New state-of-the-art train simulators are being used to train 768 Greater Anglia drivers that will be driving the new trains due to replace all of the company’s existing fleet from later this year, when it starts to receive 38 bi-mode and 20 all-electric trains from Stadler followed by 111 more electric commuter trains from Bombardier.

The article is a must-read, as it gives a good insight into part of the process of getting mew trains into service.

 

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

Is This Stadler’s Plan For A Multi-Mode Future?

We have not seen any of Stadler’s bi-mode Flirts in service yet although Greater Anglia’a Class 755 trains have been rumoured to be speeding between London and Norwich in ninety minutes from this May!

Today, I rode on one of Stadler’s diesel GTWs between Groningen and Eemshaven in the Netherlands, which I wrote about in The Train Station At The Northern End Of The Netherlands.

GTWs are a diesel electric train with a power-pack car in the middle of the three car train. The diesel electric Flirts are a later train with a similar layout to the GTW.

So are the diesel GTWs and Flirts just a bi-mode without a pantograph? Or more likely the bi-mode is a diesel electric train with the addition of a pantograph and extra electrical gubbins.

Looking at the visualisations on Wikipedia of the bi-mode Class 755 train and the all-electric Class 745 train, it appears that the next-to-end car has the pantograph.

Are these cars with the pantograph identical on both the bi-mode and the all-electric versions? It would certainly be sensible from a engine erring point of view.

 

So could it be that all that is needed to convert a diesel electric Flirt into a bi-mode Flirt is to add the pantograph car and swap the power pack car for a bi-mode one? The old power pack car could then be converted into another bi-mode power pack car to convert another train.

But the power pack cars are not as simple as they look. They have four slots for diesel engines. Three-car and four-car Class 755 trains have two and four engines respectively.

I believe that one or more of the slots can be filled with a battery to create Flirts like the tri-mode ones proposed for South Wales.

So could we see some of the Greater Anglia Flirts converted in this way? Surely, Colchester Town to Sudbury could be a service that could benefit from battery power West of Marks Tey?

Today, I had a chat with a GTW driver, who said that the train he’d been driving was diesel-electric and that he had heard that batteries or hydrogen power could be used on the eoute.

The lines around Groningen seem to employ quite a few GTWs and distances are not overly long. So could some be converted to 1500 VDC electric/diesel/battery tri-modes? There is electrification at Groningen station and some of the bay platforms used by GTWs already have wires.

If the conversion is successful, then Stadler could be on a Swiss roll, as there are a lot of GTWs and Flirts out there, many of which are diesel-electric, like the one I rode today.

Would a train operator prefer to upgrade a diesel electric train that works well or buy a new bi-mode from another train manufacturer?

Could also an electric Flirt be converted into a bi-mode, by splitting the train and sticking a power pack car in the middle. Engineering common sense says that the passenger cars must be very similar to those of diesel Flirts to simplify manufacture of the trains.

We already know, that four-car Flirts are only three-car trains with an extra passenger car. Stadler could mix-and-match passenger, pantograph and power pack cars to give operators what they need.

Intelligent computer software would choose which power option to be used and the driver would just monitor, that the train was behaving as needed.

Looking at my route yesterday between Groningen and Eemshaven, it is a route of just under forty kilometres or twenty-five miles. Adrian Shooter is talking of ranges of sixty miles with battery versions of Class 230 trains. So I don’t find it impossible to create a tri-mode GTW or Flirt for this lonely route at the very North of the Netherlands.

Conclusion

Stadler seem to have created a very imitative modular train concept.

As some Flirts can travel at 125 mph, could they be serious bidders to provide the new trains for the Midland Main Line?

March 27, 2019 Posted by | Transport | , , , , , , , , , | Leave a comment