The Anonymous Widower

A Very Busy Paddington – 4th July 2023

On my trip to Marsh Barton station, Paddington was very busy, as these pictures show.

Note.

  1. Trains were leaving to Cheltenham Spa, Great Malvern. Newquay and Paignton, in addition to the more expected destinations of Bristol Temple Meads, Cardiff and Swansea.
  2. I took the Elizabeth Line to the station and it was very busy.

I feel, that action needs to be taken to increase the capacity of the station for both passengers and trains.

These are my thoughts.

Catching Trains From Reading

Recently, if I want to go somewhere, that is within an hour West of Reading station, I’ve started taking the Elizabeth Line to Reading using my Freedom Pass and then buying an Off Peak Day Return ticket from Reading.

  • It saves a few pounds.
  • I can catch the Elizabeth Line train at Moorgate direct to Reading, after having breakfast on Moorgate.
  • Moorgate is an easy bus ride from outside my house.

I suspect some other Freedom Pass holders will start to use Reading station to go West.

The only disadvantages are that you miss the Reading train and have to wait half-an-hour for another and that buying tickets at Reading means leaving the station.

Improvements, I would make would include.

  • Four trains per hour (tph) between Whitechapel and Reading.
  • A ticket machine on the bridge at Reading station, so that those needing a ticket can buy one without leaving the station.

I suspect other improvements could also improve this option.

A Second Concourse At The Western End Of Paddington Station

If you go to Paddington station on the Hammersmith and City Line of the Underground, you can walk across the top of the main station and take stairs down to the platform for your departing train.

There has been talk of improving this area of the station, so that passengers using that route from the Underground have an easier route with more facilities like cafes, shops and toilets.

I’m all for this improvement.

What Is The Point Of Heathrow Express?

On my trip, I watched a Heathrow Express arrive in Paddington and just a few people got off.

I am utterly certain, that the Elizabeth Line is giving Heathrow Express a good kicking, as it is so much better connected to the important destinations within London, like Bond Street, Canary Wharf, Farringdon for Thameslink, Liverpool Street for The City, Stratford for events and Whitechapel for the East London Line.

Discussions of the future of Heathrow Express, must also include the Western Rail Link to Heathrow, which is currently being planned by Network Rail.

This page on the Network Rail web site gives more details, including these benefits for the link.

  • Reduce rail journey times between Reading and Heathrow by delivering a new, faster, frequent, more reliable direct train service to Heathrow with four trains per hour in each direction. All trains would call at Reading and Slough and alternate trains at Twyford and Maidenhead. Journey times could be as short as 26 minutes from Reading and 6 to 7 minutes from Slough.
  • Significantly improve rail connectivity to Heathrow from the Thames Valley, South Coast, South West, South Wales and West Midlands.
  • Provide an alternative form of transport for passengers and the large number of people who work at the airport who are currently travelling by road.
  • Ease congestion on some of the UK’s busiest roads, the M4, M3 and M25 resulting in lower CO2 emissions equivalent to approximately 30 million road miles per year, helping to deliver the UK’s climate change and carbon reduction targets.
  • Generate economic growth and new jobs across the Thames Valley and surrounding areas.
  • Reduce passenger congestion at London Paddington.

There is then the question of who should run the service; Heathrow Express, the Elizabeth Line or both.

At the present time, trains from London to Heathrow are.

  • Elizabeth Line – 2 tph – Shenfield and Terminal 5
  • Elizabeth Line – 4 tph – Abbey Wood and Terminal 4
  • Heathrow Express – 4 tph  – Paddington and Terminal 5

Note.

  1. All trains also serve Heathrow Terminals 2 and 3.
  2. The Piccadilly Line also serves all Heathrow Terminals.
  3. It appears that Terminal 4 is only served by the Elizabeth Line.
  4. Terminal 5 has 6 tph, but the Western Rail Link will be at a frequency of four tph.

Because of the mismatch at Terminal 5 and that two tph will stop at Slough, Maidenhead and Twyford, I suspect we might see the following services on the Western Rail Link

  • Elizabeth Line – 2 tph – Terminal 5 and Reading via Slough, Maidenhead and Twyford
  • Heathrow Express – 2 tph – Terminal 5 and Reading via Slough.

Note.

  1. This would give Reading and Central London, a much-needed four tph on the Elizabeth Line. Two tph would be direct and two tph would be via Heathrow.
  2. It would not require any more paths in the Elizabeth Line Central Tunnel, as the 2 tph between Shenfield and Terminal 5 will just be extended to Reading.
  3. Heathrow Express has Western access with a connection to Reading.

It looks like this service pattern could be a good compromise.

I also suspect that this would improve passenger numbers for Heathrow Express.

Could Heathrow Express Run Its Service Using One Platform At Paddington?

I am fairly certain that this would be possible, if passenger access to the platforms at Paddington station were to be improved, by the building of a second concourse at the Western end of the station.

It is also likely, that full digital signalling will be applied between Paddington and Reading and this will surely improve the ease of running four tph into one platform at London Paddington for Heathrow Express.

I can see, that a reorganisation of Heathrow Express after the building of a second Western concourse at Paddington and the Western Rail Link to Heathrow, that Heathrow Express could be able to release a platform.

Could Great Western Railway Reorganise Suburban Services?

These are Great Western Railway’s suburban services, that terminate at Paddington.

  • 1 tph – London Paddington and Oxford via Reading and Didcot Parkway
  • 2 tph – London Paddington and Didcot Parkway via Slough, Maidenhead, Twyford, Reading, Tilehurst, Pangbourne, Goring & Streatley and Cholsey
  • 1 tph – London Paddington and Newbury via Reading, Theale and Thatcham

Note.

  1. The Oxford services, are run by Class 800 trains, running as either five-car, nine-car or ten-car trains.
  2. Oxford is also served by the hourly Paddington and Great Malvern service.
  3. All of the other services, are run by Class 387 trains, running as either four-car or eight-car trains.
  4. There doesn’t seem to be any pattern to the platforms used by these services.

I find the last point very surprising, as my extensive scheduling experience says that it is easier to schedule several similar processes, rather than a number of different ones.

This OpenRailwayMap shows the platforms at Paddington station.

Note.

  1. The platforms are numbered 1 to 14 from South-West to North-East.
  2. Platforms 1 to 12 all appear to long platforms about the same length.
  3. As some platforms can take ten-car Class 800 trains, I wouldn’t be surprised to find out all platforms 1-12 can.
  4. The only short platform is platform 14, which can accommodate an eight-car Class 387 train, which is 163 metres long.

It looks to me, with twelve long similar platforms, they can schedule the platforms on the fly, so perhaps this explains, the randomness of platform allocations.

I think in an ideal world, I would try and organise these services as follows.

  • The Oxford and Great Malvern services could share a platform at Paddington, which would help passengers to find the next Oxford train.
  • The Didcot Parkway and Newbury services could also share a platform at Paddington, for the same reason.
  • Unless Didcot Parkway and Newbury services are occasionally run by a twelve-car train, they could even use the short platform 14.

This would surely be a more efficient use of the platforms at Paddington station.

Could Didcot Parkway Services Become Another Elizabeth Line Destination?

Consider.

  • Didcot Parkway to London Paddington services appear to use the same tracks as Elizabeth Line services between Reading and Southall West Junction, where they change to the main line for Paddington.
  • London Paddington to Didcot Parkway services appear to use the main line from Paddington to Dolphin Junction, which is just to the East of Slough station, where it joins the same tracks as Elizabeth Line services to Reading.
  • Nine-car Class 345 trains are forty metres longer than an eight-car Class 387 train.
  • Class 345 trains are 90 mph trains.
  • Class 387 trains are 110 mph trains.
  • Class 387 trains wouldn’t fit the platform edge doors in the Elizabeth Line Central Tunnel.

It would appear that the Didcot Parkway and London Paddington services could be moved to the Elizabeth Line, by doing the following.

  • The Class 387 trains would be replaced by Class 345 trains.
  • Trains to London would go straight on at Southall West Junction and through the Elizabeth Line Central Tunnel.
  • Trains from London would emerge from the Elizabeth Line Central Tunnel on the right track for Reading.
  • There might be a need to lengthen a few platforms.

Note.

  1. The Didcot Parkway to London Paddington services would not need to use the main line.
  2. 2 tph would be removed from Paddington station.

As one electric train is being replaced by another, there would probably be no need for more electrification.

Could Newbury Services Become Another Elizabeth Line Destination?

Consider.

Freight trains appear to be able to go from Theale station to Platform 5 at Slough station, through Platform 15 at Reading station, which is a possible route that a Newbury to the Elizabeth Line Central Tunnel train would take.

Freight trains appear to be able to go from Platform 4 at Slough station to Theale station, through Platform 15 at Reading station, which is a possible route that an Elizabeth Line Central Tunnel to Newbury train would take.

It would appear that the Newbury and London Paddington services could be moved to the Elizabeth Line, by doing the following.

  • The Class 387 trains would be replaced by Class 345 trains.
  • Trains through Reading would follow the freight route.
  • There might be a need to lengthen a few platforms.

Note.

  1. The Newbury to London Paddington services would not need to use the main line.
  2. 1 tph would be removed from Paddington station.

As one electric train is being replaced by another, there would probably be no need for more electrification.

Conclusion

It looks like the capacity of Paddington station can be increased by the following.

  • Building a new second concourse at the Western end of the station.
  • Heathrow Express releasing a platform.
  • Oxford and Great Malvern services could share a platform at Paddington
  • Moving Didcot Parkway and Newbury services to the Elizabeth Line.

No new electrification would be required.

July 8, 2023 Posted by | Transport/Travel | , , , , , , , , | 1 Comment

Cleethorpes Station – 28th June 2023

I took these pictures at Cleethorpes station yesterday.

Compare them with this one taken three years ago.

Note.

  1. It appears a Platform 4 has been created on the seaward side of the station.
  2. The track in Platform 4 in yesterday’s pictures appears to be newly-ballasted, whereas three years ago it had an air of dereliction.
  3. There is now a smart blue wooden fence separating the tracks from the station concourse.
  4. Strangely, the lighting between Platforms 3 and 4 had been installed three years ago.
  5. There are different types of lighting on the two islands. Could this be because Network Rail are looking for the lights that perform best in a seaside environment?

This Google Map shows Cleethorpes station.

Note.

  1. The track in Platform 4 appears to be complete.
  2. The station is very handy for the beach.

In Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, I said this.

It looks like three platforms 2, 3 and 4 at Cleethorpes station were checked.

I think it is possible to say, that once Network Rail’s brickies and paviours have tidied up, that Cleethorpes station will be LNER-ready and could accept a service from London via Lincoln, Market Rasen, Barnetby and Grimsby Town.

What Will Be The Initial Service Of The London and Cleethorpes Service?

The Wikipedia entry for Cleethorpes station, says this about the London service.

In the 1970s Cleethorpes had a twice daily return service to London King’s Cross, typically hauled by a Class 55 Deltic.

Three people, I spoke to about the possible service, mentioned that two trains per day would be the frequency.

I certainly think, that this frequency, could be a sensible initial frequency.

If it worked in the 1970s, I can see why it might work in the 2020s.

  • Kids still like to go to the seaside and the station is close.
  • This area of North-East Lincolnshire, is getting increasingly important as an energy and hydrogen powerhouse.
  • Cleethorpes station has the space to handle more train services.
  • Cleethorpes station has a small depot nearby, which could ease train operations, by stabling a train overnight for an early start in the morning.

But there is one factor that could attract passengers to use the train between King’s Cross and Cleethorpes. I believe that the soon-to-be-announced Hitachi battery-electric Class 800 trains could be able to handle the route without using a drop of fossil fuel.

Running Battery-Electric Class 800 trains Between King’s Cross And Cleethorpes

Consider.

  • Cleethorpes and Lincoln is 47.2 miles with three stops.
  • Lincoln and Newark Northgate, where the electrification starts is 16.7 files.
  • Cleethorpes and Newark Northgate is 63.9 miles, with an out-and-back trip being 127.8 miles.
  • Battery-electric trains would do most of their charging between King’s Cross and Newark Northgate.
  • Full or partial charging should be possible at both Cleethorpes and Lincoln.
  • Battery-electric trains could give help, in cases of catenary failure on the East Coast Main Line.
  • In What Will Be The Range Of A Hitachi Class 800 Battery Train?, I said that I believed a Class 800 battery train would eventually have a battery range in excess of the Stadler FLIRT Akku’s 139 miles, as no-one likes being second.

I believe these strategies are possible.

Charge A Round Trip At Cleethorpes

Consider.

  • This is a range of just 63.9 miles.
  • The service would use Platform 4 at Cleethorpes station.
  • Charging at Cleethorpes could be by a short length of overhead electrification in Cleethorpes station or a specialist charger in the small depot.
  • Charge time would be around 15 minutes.
  • If charging were in the station, there would be no shunting of trains around.

This could be a simple and efficient way to run the service.

A Battery Round Trip To Cleethorpes

  • This is a range of 127.8 miles.
  • The service would use Platform 4 at Cleethorpes station.
  • I believe that this service would need a simple charger at Cleethorpes station, as trains do get delayed and these delays on a battery-electric train, may increase the need for charging.
  • Also what would happen in Grimsby Town were at home to a London club in the FA Cup?

This could be a reliable way to run the service, but I believe drivers need a charging facility at Cleethorpes as a fail-safe backup.

Electrification Between Grimsby Town And Cleethorpes

In Between Lincoln And Cleethorpes – 28th June 2023, I said this.

3.3 miles between Grimsby Town and Cleethorpes took just ten minutes.

All trains terminating at Cleethorpes would get at least twenty minutes of charging, every time, they turned round at the station.

Much of the route between Grimsby Town and Cleethorpes is only single-track, so this could be a very affordable option.

I don’t think there would be many objectors to electrifying between Grimsby Town and Cleethorpes.

An hourly train would use twenty minutes in ever hour between Grimsby Town and Cleethorpes, it looks like the limit would be three trains per hour terminating at Cleethorpes.

So could the three trains be the following?

  • One train to Liverpool Lime Street.
  • One train to Lincoln, with alternate trains continuing to Nottingham, Loughborough and Leicester and some trains to Kings Cross.
  • One train to Barton-on-Humber.

Note.

  1. The Liverpool Lime Street train, would use batteries between Grimsby Town and Hazel Grove, which is 101.4 miles.
  2. A London King’s Cross train, would use batteries between Grimsby Town and Newark Northgate, which is 60.6 miles.
  3. A Leicester train, could use batteries between Grimsby Town and Leicester, which is 105.3 miles. Nottingham and Grimsby Town is 77.8 miles.
  4. Leicester and Nottingham services would need electrification at the Western end.
  5. King;s Cross, Leicester and Nottingham services would be arranged so Lincoln and Cleethorpes was an hourly service.
  6. A Barton-on-Humber train, would use batteries between Grimsby Town and Barton-on-Humber , which is 19.6 miles or 39.2 miles for a round trip.

Cleethorpes station could be at the centre of its own battery-electric train network, with all trains powered by just 3.3 miles of single-track electrification.

 

June 29, 2023 Posted by | Transport/Travel | , , , , , , , , | 2 Comments

Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route

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

This is the first paragraph.

London North Eastern Railway (LNER) completed a test run from Cleethorpes in Lincolnshire and London King’s Cross, with the view to operating a direct service in the future.

These two paragraphs describe how the tests were carried out.

A first test train travelled from Doncaster on 26 June which called at Grimsby Town, Cleethorpes, Barnetby and Market Rasen. At each station, a series of platform and train validations were performed to ensure that a service could be compatible in the future.

On the journey itself, a specialist team travelled onboard, carried out a number of checks and assessments which is required for any potential new route or extension. A detailed assessment was undertaken. The findings will now be reviewed by the stakeholders.

The test run was in four sections.

  • 5Q80 – Departed Doncaster Carr Lane Depot at 0817 and arrived Cleethorpes Platform 4 at 1000.
  • 5Q81 – Departed Cleethorpes Platform 3 at 1054 and arrived Lincoln Central Platform 5 at 1219.
  • 5Q82 – Departed Lincoln Central Platform 5 at 1226 and arrived Cleethorpes Platform 2 at 1355.
  • 5Q83 – Departed Cleethorpes Platform 2 at 1528 and arrived Doncaster Carr Lane Depot at 1654.

Note.

  1. These details came from Real Time Trains.
  2. It looks like three platforms 2, 3 and 4 at Cleethorpes station were checked.
  3. The route between Cleethorpes and Lincoln Central was checked both ways.
  4. The route between Doncaster Carr Lane Depot and Cleethorpes was checked both ways.
  5. Typically, each station stop took around 10-12 minutes, which probably gave adequate time for the specialist team to make their checks and assessments.
  6. Class 800 trains run six times a day between Lincoln Central and King’s Cross, so I must assume that section is well-checked and has the correct clearances.
  7. Lincoln Central station is 16.7 miles from the electrified East Coast Main Line at Newark Northgate station.
  8. Cleethorpes station is 52.1 miles from the electrified East Coast Main Line at Doncaster station.
  9. The distance between Lincoln Central and Cleethorpes stations is 47.2 miles.
  10. The timing between Lincoln Central and Cleethorpes appears to be just under one hour and thirty minutes.

It looks like a thorough test has been performed.

I have a few thoughts.

Platforms At Cleethorpes Station

According to the Wikipedia entry for Cleethorpes station, the station has three platforms, which are numbered 1, 2 and 3.

These three pictures show Cleethorpes station in 2020.

 

Note.

  1. The two trains are Class 185 trains of TransPennine Express.
  2. The train in the left is in Platform 1.
  3. Platform 2 appears to be empty.
  4. The train on the right is Platform 3.

I would assume Platform 4 could be the derelict platform shown in the third picture at the right. Or it might be a typo!

But if it is felt that LNER  will need their own platform, it would surely be a good idea to do all testing at the same time.

Initial Service Pattern

I would expect that the initial service pattern would follow that used for many new services.

  • There will be an early morning train up to London.
  • There will be a late afternoon or early evening return train.

Journey time could be around three hours and twenty minutes.

Once the demand is proven, extra trains to and from London might be added in the middle of the day.

Could This Service Be Served By Battery-Electric Class 800 Trains?

From a picture on this article on the BBC, the test run appears to have been carried out by a bi-mode Class 800 train.

The full route from Doncaster to King’s Cross has four sections.

  • Doncaster and Cleethorpes – 52.1 miles – Unelectrified
  • Cleethorpes and Lincoln Central – 47.2 miles – Unelectrified
  • Lincoln Central and Newark Northgate – 16.7 miles – Unelectrified
  • Newark Northgate and King’s Cross – 120.1 – Electrified

To go between King’s Cross and Doncaster via Cleethorpes would need a battery-electric train with a range of 116 miles.

In What Will Be The Range Of A Hitachi Class 800 Battery Train?, I came to this conclusion about the battery range of a Class 800 train.

The first version of the battery-electric train will have a range of around a hundred miles, so that they can handle the Great Northern and Great Eastern Joint Line diversion on battery power.

But fairly soon after introduction into service, I will be very surprised if they don’t claim the Guinness world record by running farther than the Stadler FLIRT Akku’s 139 miles.

Note.

  1. Trains would be charged using the existing electrification of the East Coast Main Line.
  2. No new infrastructure would be required.

But for service recovery reasons, it could be prudent to add electrification to Platform 4 at Cleethorpes station.

Could TransPennine’s Service Between Doncaster and Cleethorpes Be Served By Battery-Electric Class 802 Trains?

As it is only a round trip of 104.2 miles, I don’t see why this couldn’t be done by say 2028.

Could LNER’s Service Between King’s Cross and Lincoln Be Served By Battery-Electric Class 800 Trains?

As it is only a round trip of only 33.4 miles, this is the easy trip to decarbonise.

 

June 27, 2023 Posted by | Transport/Travel | , , , , , | 8 Comments

What Will Be The Range Of A Hitachi Class 800 Battery Train?

I feel now, I have enough information to make an educated, at what the distance a five-car Class 800 or Class 802 train will travel on batteries.

Previous Battery-Electric Trains

These are examples of previous distances.

  1. A Bombardier engineer told me eight years ago, that the battery-electric Class 379 had a range of sixty miles.
  2. Stadler’s FLIRT Akku has a Guinness world record of 139 miles on one battery charge. See this page on the Stadler web site.
  3. Even Stadler’s Class 777 trains for Merseyrail have a range of 84 miles on battery power. See New Merseyrail Train Runs 135 km On Battery.

It does appear that five-car battery-electric trains will have ranges in excess of a hundred miles.

Engineering Ambition

Several times in my life, I’ve got fired up about engineering or software projects and I like to think, I’ve produced the best and fastest solution.

For this reason, I believe that Hyperdrive Innovation, who are now part of Turntide Technologies, and Hitachi will set themselves three objectives with the design of the the battery packs for the Class 800 or Class 802 train.

  • The battery-electric Class 802 will outperform the Stadler FLIRT Akku in terms of speed and distance.
  • The battery packs will be plug-compatible with the diesel engines, so there will only be minor software modification to the trains.
  • The train will be able to be handle all Great Western Railway’s routes without using diesel.
  • I wouldn’t be surprised that on many routes the train will cruise at over 110 mph on batteries.

I also suspect they want the Akku’s Guinness world record, which will mean the range will be in excess of 139 miles.

More On LNER’s Ten New Bi-Modes

I wrote about these trains in LNER Seeks 10 More Bi-Modes.

This was my conclusion.

There is a lot of scope to develop LNER’s services.

I think it is likely that the order will go to Hitachi.

But as I indicated, I do believe that there is scope for a manufacturer to design a zero-carbon train, that was able to serve Aberdeen and Inverness.

  • I suspect a fleet of ten trains would be sufficient.
  • Trains would use the 25 KVAC overhead electrification, where it exists and hydrogen or battery power North of the wires.

The trains would also be capable of being upgraded to higher speeds, should the East Coast Main Line be turned into a High Speed Line.

I also think, that whatever trains are bought, there will be a large upgrading of the existing Hitachi fleet, which will add batteries to a lot of trains.

In the July 2023 Edition of Modern Railways, there is an article, which is entitled LNER Embraces Pioneering Spirit, which takes the form of an interview with LNER’s Managing Director; David Horne.

In a section, which is entitled ‘225’ Replacement, this is said.

Meanwhile, Mr Horne is looking to what might replace the InterCity 225 fleet, now smartly repainted in a scheme which pays homage to the original ‘Swallow’ livery. While there were fears this fleet may be withdrawn as an economy measure, the ‘225s’ are now on lease until at least next summer.

But Mr Horne says obsolescence issues are a real challenge and LNER will struggle to maintain the fleet beyond 2025, and from the May 2023 timetable change the number of daily diagrams was reduced from five to four to conserve the fleet’s mileage. Much of the heavy maintenance work had previously been carried out at Wabtec’s Doncaster site, but this facility is no longer available, and while a recent reliability improvement programme is bearing fruit, the challenges remain. The crunch point comes with the transition to ETCS at the southern end of the ECML as part of the East Coast Digital Programme – Mr Horne says LNER does not want to fit cab signalling on the ‘225s’.

The solution to this  issue is to procure additional trains to run alongside the 65 Azumas, and LNER went out to tender in October 2020 for a fleet of 10 trains with self-power capability.

While a preferred bidder has been identified, the business case to proceed with the procurement is awaiting approval, but Mr Horne is still hopeful this project can be progressed.

The current plan envisages the new trains broadly replacing the ‘225s’ on Leeds and York diagrams, but a major benefit with the new fleet would be during engineering work – at present LNER has to withdraw services to places such as Harrogate and Hull to concentrate its bi-mode Azumas on services using non-electrified diversionary routes, and having more stock with self-power capability would ease the issue.

Currently, LNER has these Azumas and InterCity 225s in its fleet.

  • Five-car bi-mode Class 800 trains – 10
  • Nine-car bi-mode Class 800 trains – 13
  • Five-car electric Class 801 trains – 12
  • Nine-car electric Class 801 trains – 30
  • Nine-car electric ImterCity 225 trains – 8

Note.

  1. There are 23 bi-mode trains and 50 electric trains.
  2. There are 167 bi-mode carriages and 302 electric carriages.
  3. Currently 31.5 % of the trains are bi-mode.
  4. With ten new bi-mode trains and no InterCity 225 trains, 44 % of the fleet will be bi-mode.

Is this increase in the percentage of the fleet, that are bi-mode acceptable?

LNER’s Two Needs

Let’s look at LNER’s needs, which are actually two separate sub-needs.

  • There is a need for ten new trains to replace the InterCity 225 trains.
  • There is a need to increase the size of the bi-mode fleet to be able to use the Great Northern and Great Eastern Joint Line and other non-electrified routes to by-pass engineering works.

Note.

  1. I suspect that as Mr Horne explained, there are only five or possibly four InterCity 225s diagrammed on a particular day, then perhaps ten five-car bi-mode Class 800 trains, might be able to cover for the retirement of the InterCity 225s.
  2. These trains would work as pairs to Leeds and York to replace the InterCity 225 capacity.
  3. If required they could split and join at Leeds and York to serve other destinations.
  4. The diversion route of the Great Eastern Joint Line has an unelectrified distance of 93.7 miles and the route is electrified at both ends.
  5. Would a battery-electric Class 800 train handle this distance? I suspect if Stadler can do it, then Hitachi and Turntide Technology will be able to do it too!

LNER will have replaced the InterCity 225s and acquired ten new five-car blockade runners.

As an order for ten new five-car battery-electric trains, is not to be sneezed at, I suspect Hitachi will make sure that their new battery-electric variants have enough range.

So this would mean that the range of a five car battery-electric Class 800 train, should be in excess of 93.7 miles.

Advantages Of Converting Class 800 and Class 802 Trains To Battery-Electric Operation

It should be noted that the five-car and nine-car Class 800 and Class 802 trains have specific advantages when it comes to converting them to battery-electric operation.

  • They are modern trains, that are still in production, so every bit of information about the train is known down to the last nut, bolt and plastic clip.
  • Like most modern trains, hey have a sophisticated computer system controlling the train.
  • They have spaces for three, four or maybe even five diesel engines under the floor, which could be used for a battery-pack in every car designed to hold a diesel engine.
  • The train has an electric bus between nose and tail.
  • As is shown, when the trains change between diesel and electric, the pantograph can go up and down with all the alacrity of a whore’s drawers.
  • The trains can be converted between bi-mode and electric, by adding or removing diesel packs. I doubt this feature will be removed, as batteries replace diesels.

With my Electrical and Control Engineer’s hard hat on, I doubt there is anything to stop a Class 800 or Class 802 train being fitted with three or more batteries to create a 125 mph train, with a range approaching two hundred miles on battery power.

The initial name of these Hitachi trains was the Hitachi Super Express. Is this train the Hitachi Super Battery Express?

But it would appear, that for their initial needs, LNER, just need a range to handle the near hundred miles of the Great Northern and Great Eastern Joint Line.

Inverness and Aberdeen will come later.

Conclusion

The first version of the battery-electric train will have a range of around a hundred miles, so that they can handle the Great Northern and Great Eastern Joint Line diversion, which is 93.7 miles on battery power.

But fairly soon after introduction into service, I will be very surprised if they don’t claim the Guinness world record by running farther than the Stadler FLIRT Akku’s 139 miles.

No-one likes being second!

June 27, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , | 3 Comments

A Fraught Journey Between Worcester Shrub Hill And Reading Stations

My train home from Worcester Shrub Hill station didn’t make the most impressive of starts to my journey back to Reading.

  • The five-car train was supposed to leave at 15:15.
  • It was also supposed to arrive in Reading at 16:58.
  • But the relief driver was delayed.

Eventually, we left at 15:31.

The train didn’t appear to be running at full speed and around Moreton-in-Marsh, staff started distributing water, which in my view is always a sign that all is not well.

I measured the temperature and humidity at 26.7 °C and 40% respectively, so the water was welcome.

I asked one of the staff what was up and was informed, that two of the engines were overheating because of the heat, so were we effectively running on the remaining cool engine?

Eventually, we were informed that the train would terminate at Charlbury station, where we would all be picked up by the following train, which would have nine cars.

After Charlbury, things didn’t get much better.

  • The rescue train eventually left Charlbury at 17:38, which was twenty-six minutes late.
  • The train wasn’t full and I had a table to myself, but after Oxford, there wasn’t a seat anywhere.
  • We missed out the stop at Didcot Parkway station because of flooding, caused because of a violent thunder storm.
  • The rescue train didn’t even make Paddington and it was terminated short in the bi-directional Platform 7 at Reading, because of an unwell passenger.

Eventually, when I arrived in Reading station at 18:55, the rescue train was fifty-five minutes late.

As my original train, should have arrived at 16:58, I was actually, three minutes short of two hours late.

By the time, I got to Platform 14 for the 16:59 Elizabeth Line train to Central London, it had gone, so I had another thirty minute wait.

I finally arrived home at 21:00, after a nearly 5¾ hour journey.

I have a few thoughts.

Changing At Reading

Part of the reason, that I missed my Elizabeth Line train, was that the escalators to Platform 14 were out of action and I had to wait for the lift, as I don’t trust myself going down stairs.

I have said before that if you need a ticket in your change a Reading, there should be a ticket machine on the bridge.

As Reading station is managed by Network Rail, perhaps, they should examine the operation of the station with a good dose of old-fashioned time and motion in more detail.

The Elizabeth Line Frequency To London

The Elizabeth Line only runs two trains per hour (tph) between London and Reading.

This may be fine when everything is going well, but on days like Sunday, when trains aren’t performing well and the weather is not behaving itself, would four tph be better?

Perhaps, the two extra trains would run between Reading and Abbey Wood, and only stop at say Twyford, Maidenhead, Slough, Hayes & Harlington, Southall, Ealing Broadway, Old Oak Common, Paddington, Bond Street, Tottenham Court Road, Farringdon, Liverpool Street, Whitechapel, Canary Wharf, Custom House and Woolwich.

Great Western Railway Trains Between Oxford, Reading and Didcot Parkway and London

The three terminals get the following services to and from London

  • Didcot Parkway – 4 tph
  • Oxford – 4 tph
  • Reading – 11½ tph – 8½ fast and 3 slow

Consider these questions.

  • How many travellers between Didcot Parkway, Oxford and Reading and Paddington, now use the Elizabeth Line for onward travel from Paddington?
  • How many of the endless visitors to Oxford start their journey on the Elizabeth Line?
  • How many visitors to Oxford combine a trip with one to Bicester Village?
  • How many travelling by train between Oxford and Cambridge will use part of the Elizabeth Line for the journey?
  • Is it fair, that Cambridge is connected to four London rail terminals; King’s Cross, Liverpool Street, London Bridge and St. Pancras and Oxford is connected to just two; Marylebone and Paddington?

I suspect there’s considerable scope to reorganise services between the three stations and London to provide a better service.

GWR’s Paddington and Didcot Parkway service, which has a frequency of two tph,  could be moved to the Elizabeth Line and possibly extended to Oxford, once Didcot Parkway and Oxford is electrified.

This would give.

  • Didcot Parkway would have  two fast tph to Paddington and two stopping tph on the Elizabeth Line with all its connectivity and delights.
  • Oxford would have  two fast tph to Paddington and two stopping tph on the Elizabeth Line.
  • Reading will have a much-needed Elizabeth Line frequency of four tph.

Note.

  1. Terminating the Elizabeth Line at Oxford, means that there are services connecting Oxford and Cambridge, with a single change at either Farringdon or Liverpool Street.
  2. Oxford would also get one change connectivity to Gatwick, Heathrow and Stansted Airports.
  3. The slow lines between Oxford and Maidenhead typically have operating speeds of 90-100 mph. So if the Class 345 trains on the Elizabeth Line and the track were upgraded to 100 mph, this might save a few minutes in the outer reaches of the Elizabeth Line.
  4. The Elizabeth Line could terminate in one or two South-facing bay platforms on the East side of the station. This position would reduce passenger traffic on the crowded footbridge.
  5. If all the bay platforms were on the same East side of the station, this would simplify and ease passenger flows.
  6. Chiltern and East West Railway services could be timed for an easy interchange.
  7. The proposed Cowley Branch could also use the South-facing bay platforms.

The more I look at it, the more I like the idea of running the Elizabeth Line to Oxford.

The Heat Problem On The Class 800 Trains

The Wikipedia entry for the Class 800 trains has this paragraph on the overheating of the engines or generator units (GUs) on the trains.

The GU is installed on vibration-isolating mountings, and fitted with side-mounted cowls to reduce external noise. Heat management measures include thermal insulation around key areas such as cable ducts. According to Modern Railways magazine, the limited space available for the GUs is responsible for them being prone to overheating. It claimed that, on one day in summer 2018, “half the diagrammed units were out of action as engines shut down through overheating”.

That was in 2018, which was five years ago. But it appears to be still happening.

Would Overheating Happen With Battery Units?

One of the reasons, I went to Worcester was to assess the feasibility of battery-electric trains on the route.

This article from EV-Lectron is entitled Electric Cars in Hot Weather – What You Need To Know, gives a detailed set of answers.

But it probably comes to the conclusion, that cold weather with the extra heating load might be more of the problem.

I suspect, that if you were running battery electric trains on a route of over fifty miles, the best thing would be to have electrification at both ends of the route.

If, as I have calculated in Reading And Oxford – 10th June 2023, that to run battery-electric trains to Hereford needs a length of electrification between Worcester Shrub Hill and Great Malvern stations, then when they leave the electrification, they should have the interiors at the right temperature for staff and passengers.

I also suspect that battery-electric trains need to be well insulated to cope better with cold weather.

 

June 13, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , | 3 Comments

Devizes Station Would Need To Be Part Of Wider Rail Plan

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

These two paragraphs outline the current status.

The construction of a Devizes Gateway station at Lydeway is unlikely to represent value for money as a standalone project, but it could be viable as part of a wider rail improvement programme, a study has concluded.

The feasibility study undertaken by Wiltshire Council, Devizes Development Partnership, GWR and Network Rail built on a strategic outline business case submitted to the Department for Transport under the Restoring Your Railway Fund programme in November 2021.

The Department for Transport will now decide what to do next.

I think there are other issues on the route between Reading and Taunton.

The Current Train Service

The only passenger services using the Reading and Taunton route are these three trains, which all have a frequency of one train per two hours (tp2h).

  • London Paddington and Exeter St. Davids – Calling at Reading, Newbury, Hungerford, Pewsey, Westbury, Castle Cary, Taunton and Tiverton Parkway
  • London Paddington and Plymouth – Calling at Reading, Taunton, Tiverton Parkway and Exeter St Davids
  • London Paddington and Penzance  – Calling at Reading, Taunton, Tiverton Parkway and Exeter St Davids

Note.

  1. London Paddington and Exeter St. Davids takes a few minutes over two hours.
  2. London Paddington and Plymouth takes a few minutes over three hours.
  3. London Paddington and Penzance takes a few minutes over five hours.
  4. The Reading and Taunton route is a double-track railway with a 110 mph operating speed.
  5. London Paddington and Newbury is electrified.
  6. The last two trains alternate to give Plymouth an hourly service.
  7. After Exeter St. Davids, trains have a sophisticated stopping pattern to give all stations served a good service.

From several trips along the line, I have the impression, that it’s a route, where drivers can get the best out of the trains.

Electrification

The line would benefit from electrification, in terms of journey times and decarbonisation.

But could this route be run by battery-electric trains?

  • It is 89.7 miles between Newbury and Taunton.
  • It is 120.4 miles between Newbury and Exeter St. Davids.
  • It is 52.1 miles between Exeter St. Davids and Plymouth.
  • It is 79.4 miles between Plymouth and Penzance.
  • London Paddington and Newbury is electrified.
  • Taunton, Exeter St. Davids, Plymouth and Penzance stations could have a charging system of some sort.

This Hitachi infographic shows the specification of the Hitachi Intercity Tri-Mode Battery Train.

Consider.

  • Two trains go between Newbury and Taunton without stopping.
  • The Exeter St. Davids service stops three times.
  • Newbury and Taunton non-stop took 75 minutes at an average speed of 72 mph
  • Newbury and Taunton with three stops took 78 minutes.
  • All trains currently appear to be nine cars.

I suspect that Hitachi’s Intercity Tri-Mode Battery Train could go between Newbury and Taunton with a great deal of ease.

How many diesel engines and batteries would the train have?

Normally, nine-car Class 800/802 trains have five diesel engines.

So how many will be replaced by batteries?

The infographic says one engine will be replaced, so if that is a five-car train, it looks likely that a nine-car train could have two batteries.

But Hitachi could be playing a long game!

In Stadler FLIRT Akku Battery Train Demonstrates 185km Range, I wrote about how the FLIRT Akku has a range of 115 miles.

If Hitachi can squeeze 125 miles out of a nine-car Class 800 with two or three battery packs, they will outrange the FLIRT Akku and be able to run between London Paddington and Penzance on batteries, with some topping up on the way.

We mustn’t forget the engineers at Hyperdrive Innovation, who are designing and building Hitachi’s battery packs.

They will be ultracompetitive and know the range required to get battery-electric trains to Penzance.

I suspect that when the range of the nine-car battery-electric Class 800/802 is revealed, it will astonish everybody!

Bedwyn Station

Bedwyn station is served by an hourly shuttle train to and from Newbury, run by a diesel train.

The station used to have a direct service from London, but now passengers change at Newbury.

A Station For Marlborough

I investigated this in A Station For Marlborough, where this was my conclusion.

With the next generation of electric train with onboard energy storage or IPEMUs, a Marlborough station on a new Marlborough Branch Line can be used to create a two tph service to and from Paddington to replace the current one tph service from Bedwyn.

So a new Marlborough station would be a win for all those using stations on the Reading to Taunton Line to the East of Pewsey.

I also wonder how many other similar services can be developed by extending a service past a main line terminal to a new or reopened branch line, which is built without electrification and run using trains with onboard energy storage.

In answer to my posed question in the last paragraph, I suspect it is quite a few!

Devizes Gateway Station At Lydeway

I wrote about this proposed Devizes Gateway station in Reinstatement Of Rail Access To Devizes Via A New Station At Lydeway.

After writing Was Baldrick An Essex Man? about the building of an avoiding line at the new Beaulieu Park station North of Chelmsford, I do wonder, if it would be an idea to incorporate one in this proposed station, if there is a need to increase capacity.

This Google Map shows the station site, where the A342 crosses the railway.

I suspect a third track can be squeezed in.

Westbury Station

Westbury station is a busy station, where the Reading and Taunton Line crosses the Wessex Main Line.

This map from OpenRailwayMap shows the lines in the station.

Note.

  1. The blue lettering indicates Westbury station.
  2. The two major rail routes are shown in orange.
  3. The Reading and Taunton Line goes East-West across the map.
  4. Note the avoiding line South of Westbury station.
  5. Reading is in the East and Taunton is in the West.
  6. The Wessex Main Line goes North-South across the map.
  7. Bristol is in the North.
  8. Salisbury and Southampton is in the South.

In Westbury Station – 30th July 2020, there are some pictures I took of Westbury station.

This section in Wikipedia says this about the Future of Westbury station.

The line to Westbury is not due to be electrified as part of the 21st-century modernisation of the Great Western Main Line. Although local councillors support it, the extension of electrification beyond Newbury to Westbury was assessed as having a benefit–cost ratio of only 0.31.

On the other hand this document on the Network Rail web site, which is entitled the Devizes Gateway Interim
Feasibility Study, suggests that another platform might be added at Westbury station.

Castle Cary Station

Castle Cary station doesn’t seem to have any well-publicised problems, so please tell me if you know of any.

Frome Station

Frome station is described in its Wikipedia entry as an unusual station and one that is Grade II Listed.

I suspect, it could do with some more services.

Somerton Station

I wrote about a new Somerton station in Somerset: Plans For New Railway Station On Levels.

Track Improvements

I suspect if Network Rail were improving the route between Reading and Taunton, they know of some places, where they could do some work.

Service Improvements

Consider.

  • There is probably a need for a stopping train between Newbury and Taunton, which calls at all stations.
  • It might terminate at the London end, at either London Paddington or Reading.
  • It might be a battery-electric train.
  • An hourly frequency would be ideal, if the track and signalling could handle it.
  • Charging systems would be positioned as needed.

The train would interface with other Great Western services to Bristol, London Paddington, Gloucester, Salisbury, Southampton and Weymouth.

Oy could also interface with the Transwilts services.

Conclusion

This could be developed into a very useful network for Wessex.

April 19, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , | 1 Comment

‘Castle’ HSTs To Be Withdrawn By Great Western Railway

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

This quote from a  GWR spokesman, sums up the action that will be taken.

The Castles were always designed to be a temporary measure on the Cardiff to Penzance route. We expect to replace the Castle Class trains on a phased basis over the next couple of years, bringing customers the benefit of more modern trains that will reduce both cost and carbon emissions across the route.

These are my thoughts.

Could The Engines In The Power Cars Be Replaced With Modern Carbon-Neutral Engines?

This would be an alternative way to solve the decarbonisation problem.

It would also mean that other applications of the Class 43 power cars, like ScotRail’s Inter7City trains, Cross Country’s HSTs and Network Rail’s New Measurement Train would have a decarbonisation route,

In Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels, Rolls-Royce mtu outline their route to decarbonise rail engines using sustainable fuels.

This was the first paragraph of my conclusion in the linked article.

Rolls-Royce and Cummins seem to be doing a thoroughly professional job in decarbonising the diesel engines they have made in recent years.

The Class 43 power cars have Rolls-Royce mtu Series 4000 engines, which will soon be available to run on sustainable fuel.

I think as a possible fall-back, one Class 43 power car should be converted to carbon neutral.

Could The Engines In The Power Cars Be Replaced With Modern Hydrogen Engines?

I looked at this in Will We See Class 43 Power Cars Converted To Hydrogen?.

I came to the conclusion, that this might be possible and said this.

It would be the ultimate Roller.

But then Rolls-Royce know about winning battles with large internal combustion engines.

The Option Of New Trains

This quote from a  GWR spokesman was fairly definite about new trains, when they said.

The Castles were always designed to be a temporary measure on the Cardiff to Penzance route. We expect to replace the Castle Class trains on a phased basis over the next couple of years, bringing customers the benefit of more modern trains that will reduce both cost and carbon emissions across the route.

What trains could replace the Castles?

  • The Cardiff and Penzance route is just short of 250 miles or roughly 400 kilometres.
  • Only about 30 miles at the Cardiff end is electrified.
  • Trains would need to be able to handle 25 KVAC overhead electrification.
  • 125 mph trains will be needed at the Cardiff end.
  • Four or five passenger cars will be needed.
  • Currently, there are twelve Castles, so I will assume twelve new trains.

As these trains will be lasting up to forty years, they must be zero-carbon, which must mean battery-electric or hydrogen.

Charging Battery-Electric Trains

Consider

  • Bristol Temple Meads, Exeter St. Davis and Plymouth are large stations with several platforms. I suspect that a number of Furrer + Frey’s charging stations can be installed along the route.
  • The timetable would be adjusted to allow trains to be charged as they stopped to set down and pick up passengers.
  • Trains would dwell in the station and then use their 125 mph performance to regain the time.
  • I’ve also found a Penzance to Cardiff service, that stopped at Plymouth for fourteen minutes, which is more than enough to charge the batteries.
  • Regenerative braking to the batteries would further eke out the range.
  • There might also be some extra electrification around Bristol or Exeter.
  • Some form of charging would be needed at Penzance.

Note.

  1. Putting up electrification may mean that it will delay the new trains for a few years.
  2. Charging stations along the route could probably be installed to a tight timetable.

I believe that with some top-class work, by battery and charger manufacturers, that a battery-electric train could be developed that could run between Cardiff and Penzance.

Thoughts On Hydrogen

Consider.

  • The Alstom Coradia iLint train has a range of about 1,000 km. on hydrogen.
  • Companies like Airbus, Boeing and a host of rocket makers will improve the storage and safety of hydrogen.
  • A range of a 1,000 km. would allow refuelling at one end of the route.
  • Trains could be multiple units or a hydrogen-electric locomotive pulling a rake of coaches with a driving van trailer.

I feel that hydrogen would be very feasible as a power source.

Alstom Could Offer A Hydrogen Aventra

Consider.

  • Alstom are developing a hydrogen-powered Aventra.
  • Bombardier were offering a 125 mph Aventra.
  • A typical Aventra like a Class 720 train seats a hundred passengers a car.

A hydrogen Aventra would be feasible.

Hitachi Could Offer A Battery-Electric Or Hybrid AT-300

In 2021, in Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%, I wrote about the announcement of the Hitachi Intercity Tri-Mode Battery Hybrid Train, which is shown in this Hitachi infographic.

Note.

  1. Batteries replacing an engine to cut fuel usage and reduce carbon emissions.
  2. First time a modern UK intercity train, in passenger service, will use alternative fuel.
  3. These Hitachi trains use mtu engines, so I suspect they will be switched to sustainable fuel like HVO.
  4. The trains are 125 mph and 140 mph with the latest digital signalling.
  5. Great Western Railway already have 58 five-car Class 800/802 trains and 35 nine-car 800/802 trains.
  6. They would not need any changing stations or other infrastructure changes.
  7. Staff retraining would be minimal.

Testing of the prototype of these trains must be getting very close or even underway.

Stadler Could Offer A Battery-Electric Flirt Akku

Consider

  • Stadler have run a Flirt Akku on batteries for 243 km.
  • Flirt Akkus will go into service soon.
  • Flirts have been designed for 125 mph running.

With charging at Cardiff, Bristol, Exeter, Plymouth and Penzance, I believe a Flirt Akku could handle the route.

Are Hitachi Home And Hosed?

I have a feeling that the announcement has been made about retiring the Castles as the prototype Hitachi Intercity Tri-Mode Battery Hybrid Train is under test and is performing well.

So I wouldn’t be surprised to see an order for twelve more Class 802 trains soon.

 

 

November 27, 2022 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 15 Comments

The Hour Change Has Completely Knocked Me Out

Last Saturday, the 29th of October, the clocks went back and I’ve not had a totally good week.

On Tuesday, I couldn’t get dressed, as my gammy left arm and hand didn’t work.

  • I also felt a bit unsteady, as if I’d had a couple of whiskies. But then, I never drink anything more alcoholic, than 0.0% real ale.
  • As there was no-one else, I dialled 999.
  • An ambulance came and took me to the Royal London Hospital, where nothing was found.
  • But as my body  responded to the hospital’s superb air-conditioning, I was allowed to go home.
  • T think the hospital thought I took a taxi, but in reality I took the Overground to Dalston Junction station.

They had suggested, that I should take my planned trip to Doncaster. Which I did!

  • I took a Hitachi Class 800 train to the North.
  • And I took an InterCity225 train home.

Both have air-conditioning that only affects me positively, unlike Class 390 trains, which have put me in hospital before.

On Thursday, I wrote up my trip, or at least the ticketing in An Affordable Trip To Doncaster.

On Friday, I fell asleep on the floor and missed a friend bringing round my washing.

On Saturday, I woke late, went out for lunch and then watched the television.

In the evening, I was tired so went to bed at nine, which is unusual for me.

I got up at nine and did my trip on the Elizabeth Line, which I wrote about in Taking A Train Between Abbey Wood And Ilford Stations On The Lizzie Line.

As a Control Engineer, I tend to believe that the loss of the hour a week ago, has been the cause of my erratic sleeping.

I’ve also got a strange skin that I wrote about in My Strange Skin.

November 6, 2022 Posted by | Health, Transport/Travel | , , , , , , , | 4 Comments

The TruckTrain

Note that I first came across the TruckTrain, when I wrote Innovative Composite Masts Look To Reduce Cost And Increase Efficiency Of Rail Electrification.

I have now decided that the concept could be so revolutionary, that it needs its own post.

The TruckTrain

TruckTrain is a concept with roots in Coventry University that could be off-beam enough to become a new normal.

The TruckTrain Web Site

The TruckTrain web site is the main source of information for the TruckTrain.

A sales leaflet for the TruckTrain can be accessed from the Home page.

The About page on the web site, gives this description of the TruckTrain.

TruckTrains® are short, fast, bi-directional self-propelled fixed freight train formations able to operate at passenger train speeds. Train sets can work in multiple in response to operational and commercial imperatives. Each vehicle is powered and all axles are powered to deliver the acceleration and braking required to achieve and to sustain this demanding level of performance. The initial configuration will use diesel-electric power to ensure freedom of operation over the national network. A hybrid design able to operate on electrified lines has also been developed together with an all-electric variant capable of extremely high-speed performance.

The Specifications page on the web site gives a detailed specification  of the TruckTrain.

These are my thoughts.

The Basic Design Concept

The leaflet on their web site describes the concept.

This visualisation at the bottom of the leaflet shows four TruckTrains forming a train carrying twelve intermodal containers, each of which I suspect are 20 feet long.

Note.

  1. Each of the four TruckTrains appears to be carrying three intermodal containers.
  2. A 20 foot container is 6.096 metres long, so three are 18.288 metres long.
  3. Each TruckTrain has two bogies and four axles.
  4. The cabs at the two ends of each TruckTrain are different sizes.
  5. The longest carriages in use on the UK rail network are the 26 metre carriages used by Hitachi in their Class 800 and other trains.

I can deduce that with a twenty metre load space, a TruckTrain would accommodate any of the following.

  • Three twenty-foot containers.
  • A forty foot container and a twenty foot container.
  • Large numbers of pallets.
  • Ability to handle roll-cages as regularly used by supermarkets.
  • A curtain-sided load space.

Any of these would give six metres for the two cabs.

This should be enough space for two cabs, but there are other possibilities.

  • The longer cab could have a pantograph on the roof to use 25 KVAC electrification.
  • The space behind the driver cab in the longer cab could be used for power-train gubbins.
  • There must also be space under the load space for more power-train gubbins.

I feel certain, that an electrically-powered TruckTrain is more than a possibility.

The Width And Height Of A TruckTrain

This sentence from the Wikipedia entry for intermodal container, says this about their size.

Intermodal containers exist in many types and a number of standardized sizes, but ninety percent of the global container fleet are so-called “dry freight” or “general purpose” containers – durable closed rectangular boxes, made of rust-retardant Corten steel; almost all 8 feet (2.44 m) wide, and of either 20 or 40 feet (6.10 or 12.19 m) standard length, as defined by International Organization for Standardization (ISO) standard 668:2020. The worldwide standard heights are 8 feet 6 inches (2.59 m) and 9 feet 6 inches (2.90 m) – the latter are known as High Cube or Hi-Cube (HC / HQ) containers.

The Specifications page for the TruckTrain says this.

2-7 car Freight multiple unit capable of carrying combinations of 6 to 21 TEU of ISO containers, Hi-cube containers or swap bodies or 175 cubic meters of palletised cargo per vehicle with refrigeration available for both variants.

And the sales leaflet for the TruckTrain says this.

Performance and train path profile similar to a Turbostar passenger DMU.

Does that also mean that the width and height of a TruckTrain are no greater than that of a Class 170 train, which are respectively 2.69 and 3.77 metres?

It appears that international standards allow for a wagon floor height of 0.94 metres, which gives the following train heights to the top of the container.

  • Standard container – 3.53 metres
  • High Cube container – 3.84 metres

It will be a tight fit, but companies like Stadler use smaller wheels on some of their UK trains, which also have a height of 3.95 metres

I suspect that with a bit of selective bridge-raising TruckTrains will be able to go anywhere a Turbostar can go.

Connecting TruckTrains Together

The pictures of the TruckTrain on the web-site and the leaflet appears to show a standard multiple unit coupler like a Dellner.

The Specifications page for the TruckTrain says this.

2-7 car Freight multiple unit capable of carrying combinations of 6 to 21 TEU of ISO containers.

Is seven the maximum or just a marketing limit?

The technology and software to connect the trains and run them as a formation has been well and truly tested in many multiple units.

Motive Power Of TruckTrains

The About page for the TruckTrain says this.

The initial configuration will use diesel-electric power to ensure freedom of operation over the national network. A hybrid design able to operate on electrified lines has also been developed together with an all-electric variant capable of extremely high-speed performance.

As I said earlier, the pantograph could go on the roof of the longer cab for electric operation and the diesel engine could go under the load, as it does on most diesel multiple units.

I would think though, that one of the best variants would mount batteries under the load space.

Hydrogen would probably be a no-no, as this would limit the availability of the train to serve certain routes.

Performance Of TruckTrains

The Specifications page for the TruckTrain says this.

Maximum speed 140 kph for the inter-modal version, 160 kph for the pallet carrier.

As some of the routes, where these trains would be used is out of Felixstowe, where there is a 100 mph operating speed on the Great Eastern Main Line, I suspect that TruckTrains will sell better with a 100 mph (160 kph) operating speed on electric power.

125 mph Truck Trains

If they were running on a fully electrified route, I suspect the technology is available to run TruckTrains at 125 mph, which would make them ideal for parcels and light freight.

Manufacture Of TruckTrains

I don’t see that there would be many problems in manufacturing TruckTrains.

  • 100 mph (160 kph) bogies are readily available for freight trains.
  • A wagon manufacturer would probably be happy to design and build the chassis.
  • The cabs could possibly be a standard multiple unit design.
  • There shouldn’t be any problems with the power-train.
  • Multiple running and splitting/joining technology is very much proven.

Certified rail components would probably be available for other parts and uses.

Combi TruckTrains

Combi Aircraft is defined in Wikipedia like this.

Combi aircraft in commercial aviation are aircraft that can be used to carry either passengers as an airliner, or cargo as a freighter, and may have a partition in the aircraft cabin to allow both uses at the same time in a mixed passenger/freight combination.

Would a Combi TruckTrain have applications on some routes in the world, where a passenger route carries the occasional container up and down the route?

Several ideas might be possible.

  • The simplest would probably to have a twenty or forty foot passenger module, which could be lifted in and out like a standard intermodal freight container.
  • TruckTrains could also be built with the load space fitted out for passengers, so they became a Class 153 replacement, that could be coupled to a freight TruckTrain.
  • Could a TruckTrain be fitted out as a specialised work train to take workers and equipment to a work site, which had difficult road access?

It could almost be like a rail equivalent of Thunderbird 2.

Point-To-Point TruckTrains

The classic point-to-point train, could be run by someone like Toyota, where the engines for their cars are made in North Wales and the cars are assembled at Burnaston near Derby. I know there is a doubt over the future of Toyota’s engine plant, due to the stopping of manufacture of cars running on fossil fuels, but surely, an appropriate number of TruckTrains shuttling on the route would give advantages over a fleet of trucks, like, speed and reliability.

In the leaflet, they mention that the TruckTrain has been designed to use single-track short-terminals. These would surely be ideal for a company that decides to use TruckTrain as a point-to-point train between an important supplier and their main factory or distribution centre.

TruckTrains Could Use Stations

There has been a lot of talk recently about using major stations as freight terminals at night.

I doubt that a TruckTrain would have any problems using stations.

International TruckTrains

Why not? In Kraft Heinz And Freight Innovation, I talked about an international freight movement, that would be ideal for TruckTrains.

TruckTrains And Ferries

Could we even see the revival of train ferries?

Imagine a terminal at a port in Ireland, which could load and unload containers between standard gauge TruckTrains and trucks.

  • A short length of standard gauge track would lead from the terminal to the quay, so that the TruckTrains could be driven on and off the ferry, either using a shunter or the TruckTrains’ own battery or diesel power.
  • On the other side of the water, the TruckTrain would use the UK railways to get to its destination.

This concept would allow freight to go between most of Western Europe and Ireland with only a transfer to and from trucks at both ends.

It could even be improved with dual-gauge TruckTrains, which might be able to run between Ireland and Spain, through the Channel Tunnel.

Conclusion

I like the concept and I can’t see why it would not be successful worldwide.

 

April 7, 2022 Posted by | Transport/Travel | , , , , , , , | 15 Comments

A Special Weekend Timetable Has Been Put In Place For Lincoln Christmas Market

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

This is the first paragraph.

The timetable has been put in place for Lincoln Christmas Market with direct services from Leeds, Newcastle, Edinburgh, Aberdeen and Inverness.

It looks to be a clever piece of planning, whilst work is carried out on the East Coast Main Line between Doncaster and Peterborough.

  • Services will be diverted onto the Great Northern and Great Eastern Joint Line though Spalding, Sleaford and Lincoln.
  • Will the trains be using the new tracks at the Werrington dive-under.
  • Nine-car Class 800 bi-mode trains will be used.
  • On the Saturday, there will be two trains per hour (tph) in both directions.
  • Of these trains, five trains per day (tpd)  in both directions will stop at Lincoln Central station.

It does appear that LNER are making the best of a difficult situation.

Passengers going to Lincoln for the Christmas Market will not be disappointed.

Grand Central Trains

Grand Central Trains are also using the diversion route.

Hull Trains

Hull Trains are also using the diversion route.

On the Saturday, there will be five tpd in both directions.

These can be doubled up to ten-car trains if the demand is there.

Lumo Trains

Lumo trains don’t appear to be running.

Conclusion

Network Rail seem to have done a cunning piece of timetabling.

There’ll be trainspotters galore in the centre of Lincoln.

November 6, 2021 Posted by | Transport/Travel | , , , , , , , , | 2 Comments

« Previous Entries     Next Entries »