The Anonymous Widower

East West Railway Company To Start Second Phase Of Rolling Stock Procurement

The title of this post, is the same as that of this press release from East West Rail.

These are the three introductory paragraphs.

East West Railway Company (EWR Co) is to restart market engagement with potential train suppliers, as its rolling stock procurement process enters a new phase.

The move follows an initial phase of procurement activity, which EWR Co concluded earlier in the year. A new PIN Notice has been published today to restart engagement with potential suppliers, which includes a set of technical specifications taking account of feedback from the market gained during the initial procurement phase.

This procurement aims to secure a short-term, interim solution to leasing a small fleet of self-powered trains for the Western Section of East West Rail.

The press release has a link to the Prior Information Notice or PIN Notice on the EU database.

along with all the usual contact and other details, this is said about the specification.

The East West Railway Company (EWR Co.) is looking to leasing a fleet of 12 or 14 x 3 car self-powered units with modifications including European Train Control System (‘ETCS’) Level 2 and Driver Controlled Operation (‘DCO’) capability, supported by a full maintenance package (under a ‘wet’ lease). These units will ensure timely operation of EWR’s Western Section Phase 2 between Oxford, Milton Keynes, Bedford and Aylesbury. The lease duration would be 4 years, with an option to extend for 2 years.

The date of the notice is the 10th of November 2020, so it has been recently updated.

I commented on these trains in March 2020, when I wrote EWR Targets Short-Term Fleet Ahead Of Possible Electrification.

In the intervening eight months, a lot have things have happened.

Awareness Of Green Issues

The Covid-19 pandemic has arrived, with all its ferocity and seems to be moving people in the direction of thinking about green issues and zero-carbon transport.

Type “build back greener UK” into Google and you get lots of articles. Some feature Boris Johnson, like this article on Business Green, which is entitled Boris Johnson To Pledge To ‘Build Back Greener’.

I don’t think the public, myriad engineers and scientists and a good selection of politicians will find it appropriate for the East West Railway to use any rolling stock, that is not zero-carbon and powered by renewable energy.

Hitachi Have Launched The Regional Battery Train In Conjunction With Hyperdrive Innovation

In July 2020, I wrote Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains.

Hitachi had been talking for some time, that they were developing battery electric trains for the UK, but this was the first news of a route to their design, manufacture and into service.

Hitachi also published this YouTube video and this infographic of the train’s specification.

They have also called the train, the Hitachi Regional Battery Train.

My estimate is that Oxford and Bedford are under fifty miles apart, so if Hitachi’s train could be charged at both ends of the route, one of their trains could provide a self-powered service between Oxford and Bedford.

It seems that Hitachi have an off-the-shelf train, that fits the specification for the trains required by East West Railway.

Vivarail Have Launched A Fast Charge System

Battery electric trains, like electric vehicles are not much use, if you can’t charge them when it is needed.

The initial Service Pattern of the East West Railway is given in the Wikipedia entry of the East West Railway.

  • Two trains per hour (tph) – Oxford and Milton Keynes Central via Oxford Parkway, Bicester Village, Winslow and Bletchley.
  • One tph – Oxford and Milton Keynes via Oxford Parkway, Bicester Village, Winslow, Bletchley, Woburn Sands and Ridgemont.
  • One tph – Aylesbury and Milton Keynes Central via Aylesbury Vale Parkway, Winslow and Bletchley.

There are four terminal stations.

  • Aylesbury – No electrification
  • Bedford – Full Electrification
  • Milton Keynes Central – Full Electrification
  • Oxford – No electrification

The existing electrification could be used at Bedford and Milton Keynes Central, whereas some type of charging system, would be needed at Aylesbury and Oxford.

It appears that Adrian Shooter of Vivarail has just announced a One-Size-Fits-All Fast Charge system, that has been given interim approval by Network Rail.

I discuss this charger in Vivarail’s Plans For Zero-Emission Trains, which is based on a video on the Modern Railways web site.

There is more about Vivarail’s plans in the November 2020 Print Edition of the magazine, where this is said on page 69.

‘Network Rail has granted interim approval for the fast charge system and wants it to be the UK’s standard battery charging system’ says Mr. Shooter. ‘We believe it could have worldwide implications.’

Vivarail’s Fast Charge system would surely be a front-runner for installation at Aylesbury and Oxford, if battery electric trains were to be run on the East West Railway.

Choosing A Train

East West Rail have said the following about the train specification.

  • Three cars
  • Self-powered
  • European Train Control System (‘ETCS’) Level 2 and Driver Controlled Operation (‘DCO’) capability
  • Available on a wet lease, that includes a full maintenance package

The press release from East West Rail and other documents mentions between twelve and fourteen trains will be leased.

In Trains Needed For The East West Railway, I calculated that the proposed services could need around eight or nine trains.

This must mean one of three things.

  • There are plans for extra services.
  • There are plans for the proposed services to be extended.
  • Trains will run some services in pairs.

Because, of the last reason, the trains must have the ability to run in pairs.

As sections of the East West Railway are being built for 100 mph operation, the trains must also have a 100 mph capability.

When I talked briefly about green issues earlier, I said that I felt the trains should be zero-carbon, which would rule out diesel.

That leaves two options for self-powered operation; battery electric or hydrogen.

So what trains fit the specification?

British Rail Era Trains

A large number of British Rail era trains could be suitable for updating for interim use on the East West Railway.

I even suspect, some fantasist will suggest using shortened versions of InterCity 125 trains, as are used in South-West England and Scotland.

But let’s be serious and not insult the intelligence of the three world-leading universities on the final route of the East West Railway.

A lot of money is also being spent on this railway and tarted-up forty-year-old trains would not encourage people to use the new railway.

Class 170 Trains

There are eighty-seven three-car Class 170 trains with various operators, some of which will be surplus to requirements, as they are being replaced with new trains.

But they are diesel, so surely they don’t fit my perceived need for zero-carbon trains.

That would have been true until a couple of weeks ago, when as I wrote in Vivarail’s Plans For Zero-Emission Trains, Adrian Shooter of Vivarail disclosed an audacious plan to convert, diesel trains into zero-carbon battery electric trains.

Class 170 trains like this were on the list of possible conversions.

  • They 100 mph trains.
  • Some are three-cars.
  • They meet all the disability regulations.
  • They have been used for services much longer than Oxford and Bedford.

They could also start the service as diesel trains and gradually converted to battery electric, if this would be better for operation.

Class 175 Trains

The three-car 100 mph Class 175 trains could be a possibility as there are fifteen trains, but they have two problems.

  • They are powered by diesel.
  • They probably won’t be available until 2023.

So I think they can be ruled out.

Class 185 Trains

All the fifty-one Class 185 trains are currently in service with TransPennine Express. They are due to release fifteen trains in 2021 and it was thought that these trains were in prime position for becoming the interim trains for East West Railway.

  • They 100 mph trains.
  • Some are three-cars.
  • They meet all the disability regulations.
  • They have been used for services much longer than Oxford and Bedford.
  • The fleet is the right size.

But then the Department of Transport decided to change their plans for the Liverpool and Norwich service.

I wrote about one journey on the overcrowded section of this service in Mule Trains Between Liverpool And Norwich.

The picture shows the inadequate train formed of an assorted collection of Class 153 trains, I took from Liverpool to Sheffield.

The service is now being split at Nottingham and East Midlands Railway will receive the released Class 185 trains for the Liverpool and Nottingham portion of the service.

A fleet of these Class 185 trains will surely offer more comfort on a very busy service.

So it is looking unlikely that Class 185 trains will be used on the East West Railway.

Class 220, 221 and 222 Trains

These three fleets of Voyager trains could be a possibility, as they can be shortened to three-car trains.

But they have disadvantages.

I think it is unlikely, that these trains will be used on the East West Railway.

Class 350 Trains

There are thirty-seven Class 350 trains, that were built only twelve years ago, that have been retired. The owner; Porterbrook are planning to convert them into battery electric versions, which they have called BatteryFLEX trains.

Unfortunately, they are four-cars and unlike other trains, it doesn’t appear that they can be shortened to three cars.

Class 375, 377, 379 and 387 Trains

These four fleets of Electrostar trains could be a possibility for running as battery electric trains.

  • Some are three-car trains and four-car trains can be converted to three-car trains, by simply removing a car.
  • They are 100 mph trains.
  • Bombardier converted a Class 379 train for battery operation and I have heard or seen no adverse reports from either passengers, rail staff or journalists.
  • They can work in multiple formations.
  • They are all wired for dual-voltage operation.
  • Pantographs wells have already been fitted to trains that normally work using 750 VDC third-rail electrification.

The picture shows the Class 379 train, that was converted to battery electric operation.

The Class 379 trains, also have the advantage, that there is a fleet of thirty trains, that are being replaced by Greater Anglia, who are homeless.

If I were the owner of the Class 379 trains, I’d do the following.

  • Convert them all into battery electric trains.
  • Shuffle cars around to get a mix of three-, four- and five-car trains to match market opportunities.
  • Make them compatible with Vivarail’s Fast Charge system.
  • Do a licensing deal with Vivarail, so I could supply the chargers.

This plan has some big advantages.

  • Battery electric operation of the Class 379 trains has been successfully proven.
  • Some Class 379 trains are already available for conversion, as they have been replaced by Greater Anglia.
  • The trains could easily be delivered in time for the opening of the East West Railway.
  • The trains would not need to be replaced, if the East West Railway was to be fully electrified in the future.
  • If I leased out all the Class 379 trains, I’m fairly sure that I could acquire some other Electrostars to convert.

The trains would surely be ideal for the Uckfield Branch and Ashford and Hastings, which are to be run by battery electric trains.

  • The order for these services is still to be announced.
  • This use would be a trial application of the highest quality.
  • I suspect that five-car trains would be ideal for these Southern routes.
  • In Battery Electrostars And The Uckfield Branch, I estimated that Southern would need twelve five-car trains for the Uckfield Branch and four trains for the Ashford and Hastings service.

It looks to me, the thirty four-car Class 379 trains could be converted into the following battery electric trains.

  • Twelve five-car trains for the Uckfield Branch.
  • Four four-car trains for Ashford and Hastings.
  • Fourteen three-car trains for the East West Railway.

Using battery electric Class 379 trains for the East West Railway, the Uckfield Branch and Ashford and Hastings. looks from the engineering, numbers and financial points of view to be a very efficient proposition.

Class 385 Trains

As I indicated earlier, Hitachi have the technology to create a Class 385 train with a battery capability.

  • They appear to be talking to ScotRail.
  • Are they talking to Vivarail about using their Fast Charge system?
  • As the trains would be new, East West Railway would get trains to their specification.

Battery electric Class 385 trains must be a serious proposition.

Class 600 Trains

The Class 600 train could be an interesting possibility.

The trains can be powered by both hydrogen and overhead or third-rail electrification.

  • The trains are three-cars long.
  • They are 100 mph trains.
  • First in-service dates are scheduled for 2024, which could be convenient.
  • The trains will have a state-of-the-art Renatus interior.
  • They will not need charging and could probably be refuelled as infrequently as only once per day.

I am not worried, by the train being powered by hydrogen, but because of the large tanks in the train, the passenger capacity will be lower, than a diesel, electric or battery electric train of a similar length.

I suspect though, that Alstom will be pitching for the order.

Aventras

In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.

AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.

Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift

This was published over nine years ago, so I suspect Bombardier have refined the concept.

Bombardier have not announced that any of their trains have energy storage, but I have my suspicions, that both the Class 345 and Class 710 trains use super-capacitors or Lithium-ion batteries, as part of their traction system design.

I believe that Bombardier, have the ability to build an Aventra to this specification.

  • Three-cars
  • 100 mph running
  • Sixty mile range on battery power.
  • Dual voltage.
  • Ability to work in pairs.

Like the Hitachi trains, they would be new build.

CAF

CAF have proposed a battery electric train based on the Class 331 train, which I wrote about in Northern’s Battery Plans.

It is a four-car development of the three-car Class 331 trains.

Can it be built as a three-car train to fit the specification?

Conclusion

There are some good candidates sir supplying an interim fleet of trains for the East West Railway.

My money’s on one of the following.

  • New Hitachi Class 385 trains
  • Converted Class 379 trains.
  • New Aventras

All would be battery electric trains.

But there is a change that Alstom’s Class 600 hydrogen trains could be used.

 

 

 

 

 

 

November 14, 2020 Posted by | Hydrogen, Transport | , , , , , , , , , , , , , | 8 Comments

Trains Needed For The East West Railway

This is a simple calculation, that I need to write East West Railway Company To Start Second Phase Of Rolling Stock Procurement.

I shall first calculate the length of the proposed services on the East West Railway.

The Distance Between Oxford and Bedford Stations

Looking at various legs I get the following distances.

  • Oxford and Bicester Village stations – 11.7 miles from Real Time Trains.
  • Bicester Village and Bletchley – 18.6 miles from Google Maps, using a large screen and a ruler.
  • Bletchley and Bedford – 16.5 miles from the Wikipedia entry for the Marston Vale Line.

These distances give a total distance of 46.8 miles

The Distance Between Oxford and Milton Keynes Central Stations

Looking at various legs I get the following distances.

  • Oxford and Bicester Village stations – 11.7 miles from Real Time Trains.
  • Bicester Village and Bletchley – 18.6 miles from Google Maps, using a large screen and a ruler.
  • Bletchley and Milton Keynes Central – 3.1 miles from Real Time Trains.

These distances give a total distance of 33.4 miles

The Distance Between Aylesbury and Milton Keynes Central Stations

Looking at various legs I get the following distances.

  • Aylesbury and Aylesbury Vale Parkway – 2.3 miles from Real Time Trains.
  • Aylesbury Vale Parkway and Bletchley – 20.5 miles from Google Maps, using a large screen and a ruler.
  • Bletchley and Milton Keynes Central – 3.1 miles from Real Time Trains.

These distances give a total distance of 25.9 miles

Journey Timings

This page on the Bedford Borough Council web site, gives a timing of sixty minutes between Bedford and Oxford.

Looking at routes between Cambridge, Ipswich and Norwich, this sixty minute timing is not unreasonable, when compared to Norwich and Ipswich, which is 46.2 miles and takes about 45 minutes on a railway with an operating speed of 100 mph.

The only thing I would say, is that if it were possible to run a train between Bedford and Oxford in an hour including the turnback time, this would give advantages.

  • The round trip would be two hours.
  • It would be easy to organise a clock-face timetable, that left at the same time each hour from both terminal stations and all the intermediate stations.

I will assume that a two hour round trip is feasible.

Using this speed, I can estimate journey times for the other services.

  • Oxford and Milton Keynes Central Stations – 43 minutes
  • Aylesbury and Milton Keynes Central Stations – 33 miles

Comfortable two hour round trips would be possible.

Number Of Trains Needed

As each service could be a two hour round trip, they would need just two trains for an hourly service and four trains for a two trains per hour (tph) service.

The services, their frequencies and the number of required would be as follows.

  • Oxford and Bedford – one tph – two trains
  • Oxford and Milton Keynes Central Stations – two tph – four trains
  • Aylesbury and Milton Keynes Central Stations – one tph – two trains

Note.

  1. That is a total of eight trains.
  2. If a three hour round trip is needed for Oxford and Bedford, then an extra train will be needed.

It is slightly surprising, that the interim fleet is between twelve and fourteen trains according to this article on Railnews, which is entitled East West Rail Takes Next Step Towards New Trains.

 

November 14, 2020 Posted by | Transport | | 4 Comments

Running Battery Electric Trains Between London Marylebone And Aylesbury

This post was suggested by Fenline Scouser in a comment to Vivarail Targets Overseas Markets, where they said.

I have long thought that one UK application that would make sense is the Marylebone – Aylesbury via Harrow on the Hill service, the intermediate electrified section lending itself to full recharge on each trip. ? stabling facility at Aylesbury with overnight charging.

It does look to be an idea worth pursuing.

Current And Future Services

Currently, the services between London Marylebone and Aylesbury are as follows.

  • London Marylebone and Aylesbury via High Wycombe
  • London Marylebone and Aylesbury via Amersham
  • London Marylebone and Aylesbury Vale Parkway via Amersham

All services are one train per hour (tph)

In the future, it is planned to extend the Aylesbury Vale Parkway service to Milton Keynes, according to information I found on the East West Rail web site.

  • It looks like the service will go via High Wycombe, Saunderton, Princes Risborough, Monks Risborough, Little Kimble, Aylesbury, Aylesbury Vale Parkway, Winslow and Bletchley.
  • The service will have a frequency of 1 tph.
  • Time between Milton Keynes and Aylesbury is quoted as 33 minutes.
  • Time between High Wycombe and Milton Keynes is quoted as 63 minutes.

Will this leave the Marylebone and Aylesbury are as follows?

  • 1 tph – London Marylebone and Aylesbury via High Wycombe.
  • 2 tph – London Marylebone and Aylesbury via Amersham

Passengers between London Marylebone and Aylesbury would have the same service.

Distances

These are a few distances, of which some have been estimated.

  • London Marylebone and Harrow-on-the-Hill – 9.18 miles.chains
  • Amersham and Harrow-on-the-Hill – 14.27 miles.chains – Electrified
  • Aylesbury and Amersham – 15.23 miles.chains
  • London Marylebone and High Wycombe – 28.11 miles.chains
  • Aylesbury and High Wycombe – 15.28 miles.chains
  • Aylesbury and Aylesbury Vale Parkway – 2.25 miles.chains
  • Aylesbury Vale Parkway and Calvert – 8.19 miles.chains
  • Aylesbury and Milton Keynes – 16.40 miles.chains – Estimated

Note that there are eighty chains to the mile.

Hitachi’s Regional Battery Train

Hitachi’s Regional Battery Train, is the only battery electric train intended for the UK network for which a detailed specification has been released.

This infographic from Hitachi gives the specification.

Note that ninety kilometres is fifty-six miles.

I would suspect that battery trains from other manufacturers, like Bombardier, CAF and Stadler, will have a similar specification.

Battery Electric Trains Between London Marylebone And Aylesbury

I’ll take each possible route in turn.

London Marylebone And Aylesbury Via Amersham

The three sections of the route are as follows.

  • London Marylebone and Harrow-on-the-Hill – 9.23 miles – Not Electrified
  • Harrow-on-the-Hill and Amersham – 14.34 – Electrified
  • Amersham and Aylesbury – 15.29 miles – Not Electrified

Note.

  1. The total distance is 38.85 miles
  2. A typical service takes just under twenty minutes to travel between Harrow-on-the-Hill and Amersham. This should be enough to fully charge the batteries.
  3. A train going South from Harrow-on-the-Hill could reach London Marylebone and return.
  4. A train going North from Amersham could reach Aylesbury and return.

I am fairly confident, that a battery electric train, with the range of a Hitachi Regional Battery Train could work this route.

London Marylebone And Aylesbury Vale Parkway Via Amersham

The four sections of the route are as follows.

  • London Marylebone and Harrow-on-the-Hill – 9.23 miles – Not Electrified
  • Harrow-on-the-Hill and Amersham – 14.34 – Electrified
  • Amersham and Aylesbury – 15.29 miles – Not Electrified
  • Aylesbury and Aylesbury Vale Parkway – 2.31 miles – Not Electrified

Note.

  1. The total distance is 41.16 miles
  2. A typical service takes just under twenty minutes to travel between Harrow-on-the-Hill and Amersham. This should be enough to fully charge the batteries.
  3. A train going South from Harrow-on-the-Hill could reach London Marylebone and return.
  4. A train going North from Amersham could reach Aylesbury Vale Parkway and return.

I am fairly confident, that a battery electric train, with the range of a Hitachi Regional Battery Train could work this route.

London Marylebone And Aylesbury Via High Wycombe

The two sections of the route are as follows.

  • London Marylebone and High Wycombe- 28.14 miles – Not Electrified
  • High Wycombe and Aylesbury – 15.35 miles – Not Electrified

Note.

  1. The total distance is 43.50 miles
  2. There is no electrification to charge the trains.

A battery electric train, with the range of a Hitachi Regional Battery Train will need charging to work this route.

However, with charging at both ends, this would be a route for a battery electric train.

At the London Marylebone end, there are two possible solutions.

  • Electrify the station traditionally, together with perhaps the tracks as far as Neasden, where the routes split. Either 750 VDC third-rail or 25 KVAC overhead electrification could be used.
  • Fit fast charging systems into all the platforms at the station.

Note.

  1. Turnround times in Marylebone station are typically nine minutes or more, so using a charging system should be possible.
  2. Power for the electrification should not be a problem, as the station is close to one of London’s central electricity hubs at Lisson Grove by the Regent’s Canal.

The final decision at Marylebone, would be one for the engineers and accountants.

At the Aylesbury end, it should be noted that much of the under twenty miles of track between Princes Risborough and Aylesbury and on to Aylesbury Vale Parkway and Calvert us single-track.

So why not electrify from Princes Risborough and Calvert, where the route joins the East West Railway?

The electrification in Aylesbury station could also be used to top-up trains going to London via Amersham.

I would use 25 KVAC overhead electrification, using lightweight gantries like these, which use laminated wood for the overhead structure.

There is also a video.

Electrification doesn’t have to be ugly and out-of-character with the surroundings.

London Marylebone And Milton Keynes Via High Wycombe, Aylesbury and Aylesbury Vale Parkway

The three sections of the route are as follows.

  • London Marylebone and High Wycombe- 28.14 miles – Not Electrified
  • High Wycombe and Aylesbury – 15.35 miles – Not Electrified
  • Aylesbury and Milton Keynes – 16.50 miles – Partially Electrified

Note.

  1. The total distance is sixty miles
  2. There is some electrification to charge the trains between Bletchley and Milton Keynes.

A battery electric train, with the range of a Hitachi Regional Battery Train should be able to work this route, if they can work London Marylebone and Aylesbury, with charging at Aylesbury.

Milton Keynes Central is a fully-electrified station.

The picture shows Platform 2A, which is South-facing electrified, five-car platform, which could be used by the Chiltern service.

Train Specification

Consider.

  • Chiltern Railway’s workhorse is a Class 168 train, which is a diesel multiple unit of up to four cars, with a 100 mph operating speed.
  • The longest leg without electrification could be London Marylebone and Aylesbury via High Wycombe, which is 43.5 miles.
  • Hitachi’s Regional Battery Train has a range of fifty-six miles.
  • As there is a need to work with London Underground electrification, a dual-voltage train will be needed.

So a battery electric train with this specification would probably be ideal.

  • Four cars
  • Ability to work with both 750 VDC third-rail and 25 KVAC overhead electrification.
  • 100 mph operating speed.
  • Battery range of perhaps 55 miles.

Could the specification fit a battery-equipped Class 385 train, which will probably be built for Scotland?

Conclusion

I am convinced that battery electric trains can run between London Marylebone and Aylesbury, Aylesbury Vale Parkway and Milton Keynes stations.

The following would be needed.

  • A battery electric range of perhaps fifty-five miles.
  • Some form of charging at Marylebone and Aylesbury stations.

I would electrify, the single-track route between Princes Risborough and Aylesbury Vale Parkway.

September 4, 2020 Posted by | Transport | , , , , , , , , , , , | Leave a comment

Bletchley Viaduct – 1st September 2020

Interestingly-shaped stumps are starting to appear.

I think this will be my last visit, until they start to erect the new viaduct.

September 1, 2020 Posted by | Transport | , , | Leave a comment

Bletchley Viaduct – 24th August 2020

The Bletchley Viaduct is falling down, as these pictures show.

Considering, that Lord Beeching said that the Varsity Line between Oxford and Cambridge shouldn’t be closed, I wonder how much money has been wasted over the years, by questionable engineering and Government decisions on this viaduct.

August 24, 2020 Posted by | Transport | , , , | 2 Comments

East West Rail Takes New Steps Further East

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

This is the introductory paragraph.

A business case for improving train services between Cambridge, Ipswich and Norwich is to be developed by consultants on behalf of the East West Rail Consortium, as an addition to the plans for reopening the former Varsity Line between Oxford, Bedford and Cambridge.

I have covered this before in East West Rail Makes ‘Powerful Case’ For Direct Services From Ipswich And Norwich To Oxford, where I reference this report on the East-West Rail web site, which is entitled Eastern Section Prospectus and gives full details of their proposals.

I particularly like these smaller projects.

  • An A14 Parkway station.
  • A frequent tram-train between Ipswich and Felixstowe.
  • Some extra electrification
  • Increase of speed limits to 100 mph
  • Haughley Junction improvements.

I suspect the consultants will come up with a few more useful projects.

August 6, 2020 Posted by | Transport | , , , , , | 2 Comments

Option Enables SWR To Expand Class 701 Fleet

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

Currently. South Western Railway (SWR) has the following Class 701 trains on order from Bombardier.

  • 60 x ten-car trains
  • 30 x five-car trains

They also had an option for two more ten-car trains.

This has been increased to five trains.

At least one train company, thinks it’s worth investing in more trains despite COVID-19!

July 26, 2020 Posted by | Business, Health, Transport | , | 2 Comments

Bucks Council Supports New Internet Lines

The title of this post, is the same as that of this article on Mix96.

Buckinghamshire County Council are proposing to use the construction of the new East West Railway, as a route for extra Internet connectivity.

How sensible!

Are East West Railway and Buckinghamshire County Council talking to Hive Composites, about their next generation composite poles for a 5G-enabled railway, that won funding in the latest round of first-of-a-kind funding from Innovate UK?

Will other councils and companies be using other rail construction to advantage?

June 28, 2020 Posted by | Computing, Transport | , , , | Leave a comment

Potential Site For New Cambridge South Station Named

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

The article says this about the site of the proposed Cambridge South station.

There had been three options for the station site and the preferred choice, which is the furthest north and nearest the guided busway, will offer improved connections with other railway routes as well as the busway. Although the detailed plans for East West Rail between Bedford and Cambridge have not yet been confirmed, it is possible that EWR trains will call at Cambridge South.

This Google Map shows the area.

Note.

  1. Addenbrooke’s and Papworth Hospitals and the Cambridge Biomedical Campus in the South-East corner of the map.
  2. Long Road going East-West across the map.
  3. The West Anglia Main Line going North-South, at the Western edge of the Cambridge Biomedical Campus. Cambridge station is to the North and Shelford station is to the South.
  4. Running diagonally away from the railway towards the South-West corner of the map, is the Cambridge Busway. which connects the Trumpington Park and Ride to Cambridge station and the City Centre.

It would appear there would be plenty of space to put a station with enough capacity for this important medical complex.

Train Services

Trains passing through that area include in trains per hour (tph)

  • CrossCountry – 1 tph – Birmingham New Street and Stansted Airport via Cambridge
  • Freater Anglia – 2 tph – London Liverpool Street and Cambridge North via Cambridge
  • Greater Anglia – 1 tph – Norwich and Stansted Airport via Cambridge and Cambridge North
  • Great Northern – 1 tph – London King’s Cross and Ely via Cambridge and Cambridge North
  • Great Northern – 1 tph – London King’s Cross and Kings Lynn via Cambridge and Cambridge North
  • Thameslink – 2 tph – Brighton and Cambridge
  • Thameslink – 2 tph – London King’s Cross and Cambridge

That all adds up to 10 tph to Cambridge and 5 to Cambridge North.

When you add in future services on East West Rail, and do a bit of reorganisation, there could be twelve tph through the three Cambridge stations.

June 23, 2020 Posted by | Uncategorized | , , , , , , | Leave a comment

A Walk Around Bletchley Viaduct – 16th June 3020

Today, I donned my mask and took a train to Bletchley station, where I took a walk around the Bletchley Viaduct.

Note.

  1. How the section of the viaduct over the West Coast Main Line has been removed.
  2. The viaduct seems to be mainly flat sections, with three arches, where it crossed the road.

Judging by the noise of concrete being attacked by pneumatic drills, it would appear to be a tough piece of concrete to partially demolish. This could be a good thing, as a station guy told me. that the latest plan was to build the new viaduct and the two platforms on the foundations of the old viaduct.

This Google Map shows the station.

Note.

  1. Bletchley station with its six platforms.
  2. The viaduct running diagonally across the West Coast Main Line and then past the East side of the station.

This visualisation from East West Rail shows an idea for the new station.

It would appear the visualisation was taken from somewhere near the roundabout on the East side of the viaduct.

I took this picture from the zebra crossing outside the pub, by the roundabout.

It looks to me, that the retaining wall on the other side of the crossing will be removed and the station entrance will go somewhere along the straight part of the viaduct.

  • It could be about the place where a heavy digger or crane is working.
  • An entrance here, would give access to the bus station and the Brunel Shopping Centre on the other side of the roundabout.
  • If you look at the wider maps of the area, it can be seen that the stadium, where Milton Keynes Dons play their home matches is not that far away. So the new entrance, will ease getting to one of the least accessible football grounds in the country.

This Google Map shows an enlargement of the roundabout and the surrounding area.

Note.

  1. The Bus Station in the North-East corner of the map.
  2. The Brunel Shopping Centre in the South East corner of the map.
  3. The roundabout, where I took the picture on the zebra crossing, of the retaining wall.
  4. The step-free footbridge in Bletchley station can be clearly seen

It would appear, that there is space behind the retaining wall to build the station entrance alongside the viaduct and link it to the existing footbridge to give access to the rest of the station.

It appears that Network Rail are using the reinstatement of the East West Railway, as an opportunity to sort out important transport needs in Bletchley.

 

June 17, 2020 Posted by | Transport | , , | 2 Comments