The Anonymous Widower

Would It Be Possible For The Bakerloo And Watford DC Lines To Use The Same Trains? – 6th March 2023 Update

These two lines are very different.

Ten stations are shared between the lines, of which only one; Queen’s Park offers level boarding.

The Shared Stations

The nine shared stations often have considerable steps up and down, as at Willesden Junction station, which is shown in Train-Platform Interface On Platform 1 At Willesden Junction.

I am rather pleased and pleasantly surprised, that there are not more accidents at the shared stations, but using the line must be a nightmare for wheelchair users, buggy pushes and large case draggers.

If Transport for London proposed building a line like this, they would have to launch it at the Hammersmith Apollo, where comedians perform.

The One Train Type Solution

To my mind, there is only one solution. The two services must use the same type of trains.

These are a few thoughts on the trains.

Trains Would Be Underground-Sized

As the trains will have to work through the existing tunnels to Elephant & Castle station, the trains would have to be compatible with the tunnels and therefore sized for the Underground.

I suspect they would be a version of the New Tube for London, that are currently being built by Siemens for the Piccadilly Line.

New Tube For London And Class 710 Train Compared

This Siemens infographic summarises the New Tube For London.

These figures are from Wikipedia.

  • Cars – NTFL – 9 – 710 – 4
  • Car Length – NTFL –  12.6 metres – 710 – 20 metres
  • Train Length – NTFL – 113.4 metres – 710 – 80 metres
  • Seated Passengers – NTFL – 268 – 710 – 189
  • Total Passengers – NTFL – 1076 – 710 – 678
  • Passenger Density – NTFL – 9.5 per metre – 710 – 8.2 per metre
  • Speed – NTFL – 62 mph – 710 – 75 mph

Note.

  1. The figures for the Class 710 train are for a four-car train.
  2. The passenger density and speed are closer than I thought they’d be.
  3. I’m sure Siemens can design a longer and/or faster train if required for the Euston service.

I feel that the New Tube for London design could be adjusted , so that it could work the Watford DC service.

Platform Modifications

I suspect that the New Tube for London will be lower than the Class 710 train and all platforms would need to be lowered to fit the new trains.

I would also suspect that it would be easier to lower platforms, than modify them, so that they had dual-height sections to satisfy two classes of train.

It should be noted that the New Tube for London has shorter cars than the sixteen metre 1972 Stock trains currently used on the line, so there will be smaller gaps at stations with curved platforms like Waterloo.

I believe that with one class of train, all of the stations on the Bakerloo and Watford DC Lines could be made step-free between train and platform.

Platform Height On Platform 9 At Euston

I took these pictures on Platform 9 at Euston station.

Note that it is rather a high step into the train and there is a large gap.

But if say, a modern London Underground train from say the Victoria Line pulled into the platform would it be a better fit?

Platform Height At Kilburn High Road Station

These pictures show Kilburn High Road station.

I should have taken more pictures, but the step between the platform and train is similar to Platform 9 at Euston.

Platform Height At South Hampstead Station

These pictures show South Hampstead station.

I should have taken more pictures, but again the step between the platform and train is similar to Platform 9 at Euston.

Were The Platforms At Euston, South Hampstead And Kilburn High Road Built For Another Class Of Train?

This Wikipedia entry is for the London Underground Watford Joint Stock train, where this is said.

The Watford Joint Tube Stock was built for the service to Watford along both the Bakerloo tube and the London North Western Railway. As a result, the cars were owned by both the Underground and the London North Western Railway. To be able to operate on both lines, the car floors were 4+1⁄2 inches (110 mm) higher than other tube cars. This was a compromise height between the platform heights on the two lines.

The cars were ordered in 1914, but construction was delayed by The First World War. As a result, the first cars were not delivered until early 1920.

Note.

  1. The Wikipedia entry has links to some images of which this is one.
  2. They must have been rather cramped trains if they were built for deep tunnels and had a floor that was 110 mm higher, than other tube trains.

It certainly appears to be possible to design a train, that would fit both lines.

But would it fit modern regulations and give full step-free access?

Queen’s Park And Euston

This map from cartometro.com, shows the route between Queen’s Park and Euston stations.

Note.

  1. The Watford DC Line is shown in orange.
  2. Queen’s Park station is to the West of Kilburn High Road station.
  3. It appears that Watford DC Line trains always use Platform 9 at Euston station.

The route seems to be a self-contained third-rail electrified line into Euston station.

On the subject of electrification between Queen’s Park and Euston stations, there would appear to be a choice between the third-rail system and London Underground’s four-rail system.

But it is rumoured that the New Tube for London will have a battery capability.

As Euston and Queen’s Park stations are only 3.7 miles apart, perhaps the choice would be to use battery power into Euston station, which would remove electrified rails from Euston?

How Many Trains Could Run Into Euston?

Currently, four trains per hour (tph) run into Euston.

It is generally accepted that six tph can use a single platform. But would this be enough?

I suppose there is the possibility of tunnelling under Euston station to a pair of terminal platforms.

In that case the current platform could be used by other services.

Southern’s Milton Keynes And Clapham Junction Service

This service wouldn’t be affected as it uses the fast lines between Willesden and Watford Junction.

Advantages Of One Train Type On The Bakerloo And Watford DC Lines

I can think of these advantages.

  • Step-free access between train and platform, should be achieved.
  • A unified fleet.
  • A higher frequency between Euston and Willesden Junction stations.
  • Higher frequency where needed.
  • If trains had a battery capability, Euston could be free of third-rail electrification.

As only one type of train will be using the Watford DC line between Euston and Watford Junction, this could result in operational efficiencies.

Linking Of The Bakerloo And Abbey Lines

This could be the biggest advantage of all.

This map from cartometro shows the lines at Watford Junction station.

Note.

  1. The orange lines are the current Watford DC Line services of the London Overground, terminating in platforms 1 to 4 of Watford Junction station.
  2. These lines would be taken over by the unified Bakerloo/Watford DC Line services, running nine-car New Tubes For London.
  3. The next station to the South is Watford High Street.
  4. The West Coast Main Line goes through the station and uses platforms 5 to 10.
  5. At the North of the station is Platform 11 on the Abbey Line which leads roughly North East to St. Albans.

Look at how the Abbey Line is more or less in line with the twin-tracks of the Watford DC Line.

Recently, during the Bank Station Upgrade, a 488 metre long single track tunnel was built to divert the Southbound Northern Line.

This tunnel was not dug with a tunnel boring machine, but traditionally by hand, using men, picks, shovels and I suspect a few small machines.

I believe, that a similar technique could be used to dig a tunnel, to connect the Abbey Line and the Watford DC Line.

  • It would only be single-track
  • It would probably be less than 500 metres long.
  • It would connect to the Abbey Line to the South of Platform 11.
  • It would be deep-level tube-sized.
  • It might be dug by hyperTunnel.
  • Geography wouldn’t allow the tunnel to terminate in the Watford DC Line platforms at Watford Junction station.

But where would the terminal be on the Southern side of the West Coast Main Line?

This map from OpenRailwayMap, shows the two routes between Watford Junction and Bushey stations.

Note.

  1. Watford Junction station is at the top of the map.
  2. The orange line is the West Coast Main Line.
  3. The yellow line looping to the West of the West Coast Main Line is the double-track Watford DC Line.
  4. Bushey station is at the bottom of the map, where the two rail lines meet.
  5. Watford High Street station is in the middle of the map on the Watford DC Line.

The new service could certainly take the Watford DC Line as far as Watford High Street station.

  • The station is close to the centre of Watford, the hospital and Vicarage Road stadium.
  • But there is no space for a terminal platform.

This second OpenRailwayMap shows the disused railways to the West of Watford High Street station.

Note.

  1. The yellow loop at the East of the map is the Watford DC Line.
  2. Watford High Street station is on this loop.
  3. There is a triangular junction, that connects the former Croxley Green branch to the Watford DC Line.
  4. The terminus at Croxley Green station is marked by a blue arrow.
  5. There used to be intermediate stations at Cassiobridge, Watford West and Watford Stadium.
  6. This route was used for the failed attempt to build the Croxley Rail Link.

But could a Western extension of the Abbey Line be built?

  • It would terminate at either Croxley Green or Cassiobridge.
  • There would be intermediate stations at Watford West, Watford Stadium and Watford High Street.
  • There would be two tph.
  • Trains would be nine-car New Tubes For London.
  • The current Abbey Line is 6.4 miles and would be run using battery power, with possible charging at St. Albans Abbey station.
  • The tunnel under the West Coast Main Line would be run on battery power.
  • The Western extension from Watford High Street station would be run using battery power, with possible charging at the Western end.

I believe, an extended Abbey Line could be a viable alternative to the ill-fated Croxley Rail Link.

  • I have used battery power, as I doubt Health and Safety would allow any new third-rail electrification.
  • I have used nine-car New Tubes For London for the extended Abbey Line, as their small cross-section would allow a smaller tunnel and they would be certified for running in tunnels.
  • Some platforms on the Abbey Line would need to be lengthened, but these would be the only modifications, other than the possible installation of the charging system.
  • The extended Abbey Line would serve Watford Hospital and Vicarage Road.

The capacity of the extended Abbey Line would be substantially more than the current line.

Conclusion

A common fleet used by the Bakerloo and Watford DC Line would appear to give advantages and it has been done successfully before.

But what the Bakerloo Line, the Watford DC Line, the Abbey Line and the Bakerloo Line Extension need is a good dose of holistic design.

March 6, 2023 Posted by | Design, Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 2 Comments

Thoughts On Watford DC Line Electrification At Euston Station

I was in Euston station this morning and took these pictures of the electrification on Platform 9.

Note.

  1. Watford DC Line trains usually use Platform 9.
  2. The first two pictures show the 750 DC third rail electrification.
  3. The last three pictures show the 25 KVAC overhead electrification.
  4. The train is a five-car Class 710/3 train, which is a dual-voltage train.

The train’s pantograph was in the down position, as far as I could see.

This Google Map shows the ends of Platforms 6 to 11 at the station.

Note.

  1. The platforms have their numbers painted on the end.
  2. The train in the top-left corner of the image is in Platform 5.
  3. Platforms 9 and 10 appear to be fitted with 750 VDC third-rail electrification.
  4. All Platforms also seem to have 25KVAC overhead electrification.

So platforms 9 and 10 appear to be able to handle trains which need either form of electrification. When I took the first set of pictures, there was a Class 350 train in Platform 10.

These dual voltage platforms 9 and 10, may help with the operation of the station.

I have some questions.

Do TfL Intend To Increase Watford DC Line Services?

Currently, the services on the Watford DC Line are as follows.

  • Four trains per hour (tph) between Euston and Watford Junction stations.
  • In the last few weeks, I’ve seen both four-car Class 378 and five-car Class 701 trains on the route.
  • All trains that work the route appear to be dual voltage.

This TfL infographic illustrates their plans.

It says Watford and Euston would be run by five-car trains at a frequency of four tph.

TfL have ordered six five-car Class 701/3 trains for the Watford DC service.

Will The Watford DC Platforms Be Moved In The Euston High Speed Two Rebuild?

The operation of the Watford DC Line works well at present, but as Euston station is going through a major rebuild for High Speed Two, the platforms could be moved or rebuilt.

Would Health and Safety object to laying third-rail electrification and insist that Watford DC services used 25 KVAC to access Euston?

They could do this, as all trains running on the Watford DC Line are dual-voltage trains.

Would Removing Third-Rail Electrification From Euston Station Improve Safety?

Health and Safety would say it did and as the trains are dual-voltage, they could transition at Queen’s Park or South Hampstead stations.

An Alternative To Changing The Electrification

The distance between Euston and Queen’s Park stations is just under four miles.

In Will London Overground Fit On-board Energy Storage To Class 378 Trains?, I asked whether it would be worthwhile.

I finished with these two sentences.

I have no idea how much electricity would be saved by regenerative braking on the London Overground, but various applications of regenerative braking technology talk of electricity savings of between ten and twenty percent.

I think it is only a matter of time before the technology is proven to be sufficiently reliable and the numbers add up correctly for the Class 378 trains to be fitted with on-board energy storage.

What would be the advantages from fitting on-board energy storage?

  • There would be the savings of electricity by the use of regenerative braking to the batteries.
  • Trains could be rescued from the Thames Tunnel, if there was a power failure.
  • Hotel power would be maintained, if there was a power failure.
  • Trains can be moved in depots and sidings without power.
  • Trains would be able to move in the event of cable theft.
  • The battery would probably have sufficient capacity to move the train into and out of Euston.

There could be a saving in train operating costs and safety would be improved.

 

March 5, 2023 Posted by | Transport/Travel | , , , , , , , | 2 Comments

TfL Considers Replacing Over Half Of London Overground Trains Within The Next 4 Years

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

This is the sub-heading.

The trains were specially built for the dimensions of the Overground network

This paragraph outlines, why the trains may be replaced.

The 57 Class 378 ‘Capitalstar’ trains which provide the majority of services on London Overground could disappear as soon as June 2027, as Transport for London (TfL) officials decide what to do with them as their leases expire. The five carriage walkthrough trains have helped revolutionise the Overground network, being built to special dimensions to fit the unique profile of the suburban routes they run on – notably the East London line, where trains use the narrow single-bore Thames Tunnels.

Note.

  1. The Class 378 trains, which I use regularly, still seem to be performing well!
  2. They could do with a lick of paint and a tidying up in places.
  3. Would it be too much to ask for power sockets and wi-fi?
  4. The other London Overground trains, the Class 710 trains can’t run through the Thames Tunnel on the East London Line, as they have no means to evacuate passengers in the tunnel in an emergency.
  5. More Class 378 trains are needed for the East London Line to increase services, but these can be obtained by transferring trains from the North London Line and replacing those with new Class 710 trains.

I live near the two Dalston stations on the London Overground and the thing we need most is more capacity.

I have some thoughts on London Overground’s future trains.

Increased Services On The Current Network

Plans exist to increase the frequency on various London Overground services and this graphic sums up what was planned a few years ago.

Note the extra two trains per hour (tph) between the following stations.

  1. Clapham Junction and Stratford
  2. Dalston Junction and Crystal Palace
  3. Dalston Junction and Clapham Junction
  4. Enfield Town and Liverpool St. via Seven Sisters

I think only Route 1 services have been increased.

I know signalling updates are holding up  the extra trains on the East London Line, but are more trains needed to fully implement the extra services?

  • Routes 2 and 3 services will need Class 378 trains because of the tunnel and these would be transferred from the North London Line.
  • Route 4 would need Class 710 trains, as the service already uses them.

So there may be a need for more Class 710 trains.

West London Orbital Railway

The graphic doesn’t mention the West London Orbital Railway.

  • There would be two routes between West Hampstead and Hounslow and Hendon and Kew Bridge using the Dudding Hill Line.
  • The tracks already exist.
  • Some new platforms and stations would be needed.
  • The route would probably need improved signalling.
  • Four tph on both routes would probably be possible.
  • The West London Orbital Railway would connect to the Great Western Railway, the North London and Elizabeth Lines and High Speed Two at Old Oak Common station.

I believe it could be run by battery-electric versions of either the Class 378 or Class 710 trains. This would avoid electrification.

As some commentators have suggested that the West London Orbital Railway and the Gospel Oak and Barking Line would be connected, I would expect that new battery-electric Class 710 trains would be used.

Adding On-board Energy Storage To The Class 378 Trains

In Will London Overground Fit On-board Energy Storage To Class 378 Trains?, I asked whether it would be worthwhile.

I finished with these two sentences.

I have no idea how much electricity would be saved by regenerative braking on the London Overground, but various applications of regenerative braking technology talk of electricity savings of between ten and twenty percent.

I think it is only a matter of time before the technology is proven to be sufficiently reliable and the numbers add up correctly for the Class 378 trains to be fitted with on-board energy storage.

What would be the advantages from fitting on-board energy storage?

  • There would be the savings of electricity by the use of regenerative braking to the batteries.
  • Trains could be rescued from the Thames Tunnel, if there was a power failure.
  • Hotel power would be maintained, if there was a power failure.
  • Trains can be moved in depots and sidings without power.
  • Trains would be able to move in the event of cable theft.
  • Short route extensions might be possible.
  • Could battery power be used to serve Euston during the rebuilding process for High Speed Two?
  • Do Network Rail want to remove third-rail electrification from Euston station for safety or cost reasons?

There could be a saving in train operating costs.

We know the trains are coming up for a new lease.

Suppose the leasing company fitted them with new batteries and some other customer-friendly improvements like new seat covers, better displays, litter bins, power sockets and wi-fi.

  • The leasing company would be able to charge more, as they have added value to the trains.
  • TfL would be saving money due to less of an electricity bill.
  • The passenger numbers might increase due to the extra customer-friendly features.
  • Electrification might be removed from places where theft is a problem.
  • Third-rail electrification could be removed from Euston station. It’s only 2.8 miles to South Hampstead station, where third-rail electrification already exists.

Get it right and passengers, TfL, Network Rail and the leasing company would all be winners.

 

 

 

 

 

March 4, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | 2 Comments

A First Ride In A Five-Car Class 710 Train – 30th January 2023

These pictures are from a few weeks back, when I had a first ride in one of the new five-car Class 710 trains.

I only went between Euston and Queen’s Park stations.

February 24, 2023 Posted by | Transport/Travel | , , | Leave a comment

Is Liverpool Going To Get High Speed One-Point-Five?

Some of the best train journeys, I’ve ever had were not on high speed trains on specially-built tracks.

The connection between these stories, was that all had a superb biological control system in the cab, who with help from the signallers was able to keep to a difficult schedule or make up time.

Last year, I made several journeys between Euston and Liverpool Lime Street. A couple of the journeys were unusual in that we arrived at our destination around six or more minutes early.

I suspect, that Avanti West Coast were experimenting to make sure that they get the new two trains per hour (tph) for the route perfect.

In Avanti West Coast Looks To Recover, I said this about Euston and Liverpool Lime Street services.

A paragraph talks about the second hourly service between London and Liverpool.

Avanti still has ambitions to introduce a second hourly service between Euston and Liverpool, but when this will come in will depend on demand recovery.

Consider.

  • If would be desirable if some or all trains running on the route could achieve a timing of two hours between London and Liverpool.
  • It is felt that the second service should stop at Liverpool South Parkway station, where the platforms are too short for eleven-car Class 390 trains.
  • Avanti have stated they would like more stops in the Trent Valley, especially at Nuneaton, where they would connect to services to the East Midlands.
  • Nuneaton is almost exactly halfway between London and Liverpool.
  • Running two tph with Class 807 trains would need nine trains and Avanti have only ordered ten in total.

I believe that a practical timetable like this could work.

  • Class 390 train – one tph – Non-stop or perhaps a single stop in the Midlands – Under two hours
  • Class 807 train – one tph – Stopping at Nuneaton, Stafford, Crewe, Runcorn and Liverpool South Parkway – Current time or better

An hourly service between London and Liverpool in under two hours would surely be a passenger magnet.

So what is possible?

I found this service on Real Time Trains, which ran on the 16th February 2023.

  • Scheduled to leave Liverpool Lime Street at 0943, but left at 1012 or 29 minutes late.
  • Train did a ninety second unadvertised stop at Liverpool South Parkway. Now running 26 minutes late.
  • There was a two minute stop at Runcorn and a four-minute stop at Crewe. Now running 25 minutes late
  • There was a one-minute stop at Milton Keynes. Now running 20 minutes late.
  • The train arrived in London Euston at 1220 or 16 minutes late.

Note.

  1. Liverpool Lime Street and London Euston took 2 hours and 8 minutes.
  2. As Liverpool Lime Street and London Euston is a distance of 193.6, a 128 minute journey is an average speed of 90.7 mph
  3. Liverpool Lime Street and Crewe took 32 minutes with two stops.
  4. Crewe and London Euston took 1 hour and 32 minutes with one stop.
  5. In West Coast Main Line Electro-Diesels On Test, I found that a Glasgow and London train took 1 hour and 28 minutes between Crewe and London Euston.
  6. All services last week had the unadvertised stop at Liverpool South Parkway

What can be deduced from these figures?

  • If the Crewe stop were to be cut out, two hours and four minutes could certainly be possible between Liverpool Lime Street and London Euston with a Class 390 train.
  • I also suspect that if the train were to be run non-stop, that the other four minutes could be saved.

So will Avanti West Coast run the current service using new Class 807 trains, with the extra stop at Liverpool South Parkway and perhaps other stations and the additional hourly train with a non-stop nine-car Class 390 train?

This way of delivering a two tph service would mean.

  • Runcorn, Crewe and Milton Keynes would not lose any of their current fast services to and from Liverpool Lime Street and London Euston.
  • Liverpool South Parkway station is probably a more convenient location for some passengers going to and from the South. It would gain an hourly service to London Euston.
  • There will be an additional 77% of seats between Liverpool Lime Street and London Euston.
  • Passengers who don’t like tilting trains could use the Class 807 trains.
  • One tph would be timed for two hours or under and would be a marketing man’s dream.

No train would be slower than the current services.

Improvements To The Non-Stop Class 390 Train Service

I earlier said.

As Liverpool Lime Street and London Euston is a distance of 193.6, a 128 minute journey is an average speed of 90.7 mph.

An average speed of 90.7 mph, doesn’t seem fast for a Class 390 train with an operating speed of 125 mph or 140 mph under full ERTMS digital signalling.

These are some times for a selection of average speeds between Liverpool Lime Street and London Euston.

  • 90 mph – 2 hours 9 minutes
  • 100 mph – 1 hour 56 minutes
  • 110 mph – 1 hour 46 minutes
  • 120 mph – 1 hour 37 minutes
  • 125 mph – 1 hour 33 minutes
  • 130 mph – 1 hour 29 minutes
  • 135 mph – 1 hour 26 minutes
  • 140 mph – 1 hour 23 minutes

Note.

  1. Average speeds of upwards of 130 mph are unlikely, but I’ve added them to show that the train speed is less important than the speed of the track.
  2. High Speed Two’s planned time between Liverpool Lime Street and London Euston is 1 hour and 32 minutes.

But I do think times of around 1 hour and 35 minutes should be possible for non-stop Class 390 trains between Liverpool Lime Street and London Euston with an improved track and full ERTMS digital signalling.

Improvements To The Stopping Class 807 Train Service

As the track of the West Coast Main Line is improved with better track and full ERTMS digital signalling, this will also benefit the times of the stopping service run by the new Class 807 trains.

The Class 807 train with its lighter weight will have better acceleration than the current Class 390 trains. This will mean, that they will not be slowed as much, when they stop.

It may be possible to add extra stops at places like Watford Junction, Nuneaton and Stafford and still time the train for a few minutes over two hours.

Avanti West Coast Looks To Recover, is a post, that I wrote based on an interview in Modern Railways with Phil Whittingham, who is MD of Avanti West Coast.

There is a lot of talk in the article about.

  • Using Nuneaton to connect the North West and the East Midlands.
  • The acceleration of the Class 807 trains.
  • Improving the Customer Service.

I think that Liverpool will find it is connected to more of the country on services with just a single change.

Conclusion

Liverpool is getting greater connectivity to the Midlands and the South-East of England, with times, that could be improved to be comparable with High Speed Two.

February 18, 2023 Posted by | Transport/Travel | , , , , , , , , , , , | 5 Comments

West Coast Main Line Electro-Diesels On Test

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

This is the first paragraph.

The first two of 13 Hitachi Class 805 electro-diesel trainsets ordered for Avanti West Coast services are undergoing testing on the West Coast Main Line ahead of entry into service later this year.

These Class 805 trains will go to places like Chester, Bangor and Holyhead via Crewe.

It is interesting to look at various Crewe to London Euston services this morning.

  • 0740 – Class 390 train – From Liverpool – One Stop – 1 hour 40 minutes
  • 0755 – Class 221 train – From Holyhead – One Stop – 1 hour 40 minutes
  • 0832 – Class 390 train – From Manchester – One Stop – 1 hour 37 minutes
  • 0844 – Class 390 train – From Glasgow – 1 hour 28 minutes

Note.

  1. The first field is the four-figure time that the train left Crewe.
  2. The last field is the journey time between Crewe to London Euston.
  3. The Class 390 and 805 trains will use electricity to run between Crewe and London Euston, whereas the Class 221 train will use diesel.
  4. Crewe and London Euston is 158 miles.
  5. The Glasgow train covers the 158 miles at an average speed of 107.7 mph.

I have some thoughts.

What Will Be The Time For A Class 805 Train Between Crewe And London Euston?

Consider.

  • From Crewe, the Class 805 train will be using the electrification to London Euston.
  • The Class 390 train can tilt, whereas the Class 805 train can’t!
  • The Class 805 train is at least three tonnes lighter per car, than the Class 390 train.
  • The lighter weight and possibly more power of the Class 805 trains, will give better acceleration.
  • There is twenty-one years of difference in the build dates of the two trains. In that time, I also suspect that Network Rail have improved the track between Crewe and London Euston.
  • Norton Bridge junction has been improved to avoid conflicts.
  • It would be very convenient for Avanti West Coast and Network Rail, if the performance under electrification of the two trains were similar.

For these reasons, I believe that the performance of a non-stop Crewe And London Euston service using a Class 805 train will be such that it can match that of a Class 390 train.

I would also expect that with a similar stopping pattern between Crewe And London Euston, there would be little to choose between the two trains.

I can see with its better acceleration and lighter weight that the time between Crewe and London Euston will be perhaps a dozen minutes faster than the current time.

Using the electrification will also save a lot of diesel fuel with all its emissions.

Along The North Wales Coast Line

Consider.

  • Crewe and Holyhead is 105.5 miles and takes two hours and two minutes in a typical service.
  • These figures give an average speed of 52 mph.
  • There are six stops, which are scheduled to take a total of ten minutes.
  • About half the North Wales Coast Line has a maximum operating speed of 90 mph, but through Chester, Llandudno Junction and West of Bangor, the operating speed is 75 mph or less.

I am fairly sure, that with both the current Class 221 trains and the new Class 805 trains, it will be the track, rather than the train that determines the average speed.

It would therefore appear that if the average speed can be raised by track improvements these time savings could be achieved.

  • 60 mph – 105.5 mins – 16.5 mins
  • 70 mph – 90 mins – 32.5 mins
  • 80 mph – 79 mins – 43 mins
  • 90 mph – 70 mins – 52 mins
  • 100 mph – 63 mins – 59 mins
  • 110 mph – 58 mins – 64 mins
  • 120 mph – 53 mins – 69 mins
  • 130 mph – 49 mins – 73 mins
  • 140 mph – 45 mins – 77 mins

Note.

  1. The first column is the average speed.
  2. The second column is the time between Holyhead and Crewe.
  3. The third column is the saving.
  4. I suspect that 90 or 100 mph would be the highest possible practical average speed.
  5. Trains average 100 mph on several long sections of the Great Eastern Main Line.
  6. I put in the higher speeds to show what is possible, if the North Wales Coast Line were to be converted into a 140 mph electrified line with digital signalling.

Even at these relatively slow speeds compared to High Speed Two, there are considerable time savings to be made, just by improving the tracks.

Incidentally, High Speed Two is quoted in Wikipedia as aiming for a Crewe and London Euston time of 56 minutes, so by averaging 100 mph between Crewe and Holyhead, London Euston and Holyhead could be under two hours.

Batteries And Class 805 Trains

I wouldn’t be surprised that soon after the Class 805 trains are delivered, they could be converted to a version of Hitachi’s Intercity Tri-Mode  Battery Train, the specification of which is shown in this Hitachi infographic.

Note.

  1. I suspect that the batteries will be used to handle regenerative braking on lines without electrification, which will save diesel fuel and carbon emissions.
  2. The trains accelerate faster, than those they replace.
  3. The claimed fuel and carbon saving is twenty percent.
  4. It is intended that these trains will be introduced in 2023.

But Hitachi have not given any predictions of the range of these trains on battery power alone.

However, they do claim a battery range of 56 miles for the Hitachi Regional Battery Train, which is based on similar technology.

These trains could help in speeding the stops between Crewe and Holyhead.

  • Batteries would be charged at Holyhead and on the electrification to the South of Crewe.
  • At each stop, trains would use a proportion of the power in the battery to accelerate faster and save fuel and cut emissions.
  • Battery power would be used in stations for train hotel power.
  • Westbound trains would arrive in Holyhead and Southbound trains would arrive in Crewe, with not much power in the battery.

I suspect that, whether diesel or battery power is used, will be controlled by a sophisticated computerised control system.

Electrification Along The North Wales Coast Line

I think this will eventually happen to allow High Speed Two Classic-Compatible trains to run to Chester and along the North Wales Coast Line to Llandudno, Bangor and Holyhead.

But there is no benefit to be gained in electrifying until higher speeds are possible, after track improvements.

I believe these times will be possible with track improvements and the opening of High Speed Two.

  • Holyhead and Crewe – Class 805 train and 80 mph average – 79 mins
  • Holyhead and Crewe – Class 805 train and 90 mph average – 70 mins
  • Holyhead and Crewe – High Speed Two Classic-Compatible train, electrification and 100 mph average – 63 mins
  • Crewe and London Euston – Class 805 train – 80 mins
  • Crewe and London Euston – High Speed Two Classic-Compatible train – 56 mins

Note, electrification will be needed, to run High Speed Two Classic-Compatible trains along the North Wales Coast Line.

I am confident that these times will be possible.

  • Holyhead and London Euston – Class 805 train and 90 mph average  along the coast – 2 hours 30 mins
  • Holyhead and London Euston – High Speed Two Classic-Compatible train and 100 mph average  along the coast – 2 hours

The current time between Holyhead and London Euston is over three hours 45 minutes.

Conclusion

These trains will certainly speed up trains to North Wales.

 

February 15, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 11 Comments

Thoughts On Extending The Northern Line To Clapham Junction

As I wrote in Northern Line Could Be Extended To Clapham Junction In Regeneration Plans, the extension of the newly-built extension to Battersea Power Station station could be further extended to Clapham Junction station.

Railways Between Battersea And Clapham

This map from OpenRailwayMap shows the tracks that run between the two stations.

Note.

  1. Battersea Power Station station is in the North-East corner of the map.
  2. The orange and yellow lines going North from that corner go to Victoria station.
  3. The orange and yellow lines going North-East from that corner go to Waterloo station.
  4. The yellow line going West is the West London Line to Shepherds Bush and Willesden Junction stations.
  5. Clapham Junction station is in the South-West corner of the map.

I estimate that the distance between Battersea Power Station and Clapham Junction stations is about three kilometres.

This map from OpenRailwayMap shows an enlargement of the tracks around Battersea.

Note.

  1. The tracks going North over the River to Victoria station.
  2. The tracks going East to Waterloo station.
  3. The tracks going South West to Clapham Junction station.
  4. The tracks from Victoria pass over and then join the tracks from Waterloo to continue to Clapham Junction station.

Battersea Power Station station can be seen to the North-East of the junction.

This map from OpenRailwayMap shows an enlargement of the tracks around Battersea Power Station station.

Note how the tracks go through Battersea Power Station station and terminate just before the lines into Victoria station.

It should also be noted that the platforms at Battersea Power Station station are reached using two sets of escalators, so they could be over forty metres below the surface. This would surely make the construction of tower blocks with deep foundations easier over the Northern Line.

But the depth would also enable an extended Northern Line to be below any existing or future construction.

This map from OpenRailwayMap shows the approaches to Clapham Junction station.

There are certainly a lot of tracks through Clapham Junction station.

Reasons For The Extension Of The Northern Line To Clapham Junction

These reasons come to mind.

To Enable Development In The Area

This is always a good reason.

In Network Rail To Outline Business Case For Clapham Junction Redevelopment, I said this.

The Rail Technology Magazine article talks of decking over the whole station and putting two million square feet of development on top. But it also cautions, it would be very expensive.

With that amount of development, there would be a need for as many transport links as possible.

To Improve Access To The Elizabeth Line For Passengers On Trains To And From Victoria

Victoria station does not have an Underground Line, that connects to easily the Elizabeth Line.

The best route to use is described in The Lizzie Line And Circle/District Line Interchange At Paddington – 1st July 2022, where you use the Circle to Paddington.

  • To go to the West on the Elizabeth Line, take the Circle/District Line to Paddington.
  • To go to the East on the Elizabeth Line, take the District Line to Whitechapel.
  • To go to Liverpool Street take the Circle Line all the way.

Getting to the stations between Paddington and Liverpool Street means a change at either of those stations.

At Waterloo, you can use the Northern Line, which has a direct connection to Tottenham Court Road on the Elizabeth Line.

Connecting to the Northern Line at Clapham Junction will give Victoria-bound passengers, the advantages of those going to Waterloo.

An Alternative Way Of Connecting Victoria To The Elizabeth Line

The lack of an easy connection between the Victoria and the Elizabeth Line is a pain and I believe that it was a major omission in the design of the Elizabeth Line.

  • Dear Old Vicky has a frequency of upwards of thirty trains per hour (tph)
  • With some improvements at stations like Oxford Circus, Highbury & Islington and Walthamstow Central, the line could handle some more passengers.
  • More step-free access would also help increase capacity.
  • Engineers are a competitive bunch and I could see the day, when Vicky is running at 40 tph.

If Vicky was running at forty full tph, it would be moving 45120 passengers per hour.

This would mean that to match the passenger capacity of the older line, the Elizabeth Line would have to be running at a frequency of thirty tph.

As passengers at the ends of the line have difficulty getting to places like Paddington and Heathrow, a connection between the two Queens would really help.

Vicky was universe-class in the 1960s and now she needs updating to the 21st Century.

This map from cartometro shows the Lines through Bond Street and Oxford Circus stations.

Note.

  1. The Bakerloo Line is shown in brown.
  2. The Central Line is shown in red.
  3. The Elizabeth Line is shown in purple.
  4. The Victoria Line is shown in light blue.
  5. The Elizabeth Line is the deepest line.

In addition, consider.

The Eastern exit of the Elizabeth Line at Bond Street station has three escalators and lifts. It also opens onto Hanover Square, so it won’t suffer from overcrowding problems outside.

  • Hanover Square is just a garden, with no car park underneath, so pedestrian tunnels could pass under it
  • I also suspect there are no existing or planned buildings between the two stations with deep foundations that would block a pedestrian tunnel.
  • With the capability and ingenuity of three-D design software, I can see wide tunnels being created that would link Oxford Circus and the two Bond Street stations.
  • The new wide tunnels at Bank station have opened up the station’s capacity and all the tunnels were dug traditionally.
  • If it was felt to be needed, moving walkways could be added, just as they have been at Bank station.

I am absolutely sure, that by using the ideas and methods, that have worked so well in the upgrade of Bank station, that Oxford Circus and Bond Street stations could be turned into a London Superhub Station, that connects all the Underground lines together and has entrances all over the area.

The benefits of such a station would be.

  • It would provide a high-capacity link between London’s two highest-capacity Underground Lines; Elizabeth and Victoria.
  • It would provide a high-capacity link between the Elizabeth Line and Euston, St. Pancras and King’s Cross.
  • It would provide a high-capacity link between the Elizabeth Line and Victoria.
  • It would provide a high-capacity link between the Elizabeth Line and High Speed Two.
  • Areas like Brixton, Haringey and Walthamstow would gain a much needed link to the Elizabeth Line for Heathrow and Paddington.

Wikipedia says this about the building of the Bank Station Upgrade.

As part of the development of the scheme, TfL worked with potential bidders to improve the design of the station from TfL’s original design. The design proposed in the winning bid by Dragados was 9.7% cheaper than the original design (saving TfL £60m), took 10 months less time to construct than the original design (the proposed closure of the Northern line was also 5 weeks shorter), and the layout of the station was more efficient. This substantially improved the benefit–cost ratio by 45% to 3.5:1.

The Mayor should be knocking on the door of Dragados and asking them for a price for a design and build for a West End Superhub station.

A Possible Route For The Extension Of The Northern Line To Clapham Junction

I suspect that the simplest route for the extension of the Northern Line would be to bore or dig a twin-track railway underneath the numerous other railways in the area.

It could terminate in two underground platforms at Clapham Junction station.

This is the first map of this post and it shows the tracks that run between the two stations.

Note.

  1. Battersea Power Station station is in the North-East corner of the map.
  2. Clapham Junction station is in the South-West corner of the map.

The Western of the pair of orange Lines going off the map in the North-East corner of the map is the Brighton Main Line.

It passes through Battersea Park station.

It passes over the South Western Main Line out of Waterloo.

It then loops to the West and joins the lines to Clapham Junction on the Southern side.

It serves four platforms at Clapham Junction; 12 and 14 are up platforms and 13 and 15 are down platforms.

This Google Map shows an overview of Clapham Junction station.

Note.

  1. Platforms 1 and 2 at the top of the map, handle London Overground services.
  2. Platforms 3 to 11 handle South Western Train services.
  3. Platforms 12 to 17 handle Southern services.
  4. Platforms 9 and 10 have a Delice de France cafe.
  5. Platforms 11 and 12 have a Cuppacino cafe.
  6. Platforms 13 and 14 have the logos.
  7. All platforms have full step-free access with lifts to the wide footbridge that connects all platforms.

The platforms don’t seem to be very wide and putting stairs and escalators down to underground platforms could be a difficult proposition.

This map from OpenRailwayMap shows shows the platforms at Clapham Junction station and the track layout to the West of the footbridge.

Note.

  1. The tracks through the platforms are shown in orange.
  2. The blue dots are platform numbers.
  3. The bridge connecting all the platforms is shown shaded in the middle of the map.
  4. To the West of the bridge are Clapham Junction Sidings and Clapham Traincare Depot.

These pictures were taken from the bridge.

Note.

  1. The top row of pictures were taken looking West.
  2. The bottom row of pictures were taken looking East.
  3. Many of the tracks are electrified.
  4. There is a lot of space to park trains.

Will all the space be needed now, that a new depot has been built at Feltham.

Could Two New Surface Platforms Be Built For The Extension Of The Northern Line To Clapham Junction?

Consider.

  • The step-free bridge across all the platforms at Clapham Junction station works well.
  • It is connected to the streets around the station at both ends.
  • Clapham Junction station will be redeveloped and surplus depot land could be used for housing.
  • As the maps show, there is a large gap in the platforms between the South Western Railway and the Southern sides of the station.
  • As Battersea Power Station station can turn services on the Northern Line with only two platforms, there would only need to be the same number of Northern Line platforms at Clapham Junction.

So could an extra pair of platforms be built under the bridge, with stairs and a lift similar to the existing platforms?

  • The platform would have full step-free access.
  • The platforms could be long enough for any future trains.
  • There could be sidings for a few trains.
  • The tunnels from Battersea Power Station would surface just outside the station.
  • There would need to be a crossover or a turnback siding for operational reasons.

I also think, that once the depot and sidings at Clapham Junction have released the space, the new platforms and tracks could be installed without interrupting main line services through the station.

Would The Extension Of The Northern Line Be Electrified?

Consider.

  • Merseyrail were not allowed to use third-rail electrification to Headbolt Lane station and had to use batteries.
  • The Northern Line was extended to Battersea Power Station station using London’s four-rail electrified system.
  • Clapham Junction station has third-rail electrification everywhere.

I think that the authorities would be very churlish not to allow electrification to Clapham Junction.

Conclusion

I believe it is possible to extend the Northern Line to two new surface platforms at Clapham Junction station.

But I also believe that using similar methods to those used in the Bank Station Upgrade, that a full interchange between the Elizabeth and Victoria Lines can be built at Oxford Circus and Bond Street.

 

 

.

February 4, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , | 1 Comment

Low Carbon Construction Of Sizewell C Nuclear Power Station

Sizewell C Nuclear Power Station is going to be built on the Suffolk Coast.

Wikipedia says this about the power station’s construction.

The project is expected to commence before 2024, with construction taking between nine and twelve years, depending on developments at the Hinkley Point C nuclear power station, which is also being developed by EDF Energy and which shares major similarities with the Sizewell plant.

It is a massive project and I believe the construction program will be designed to be as low-carbon as possible.

High Speed Two is following the low-carbon route and as an example, this news item on their web site, which is entitled HS2 Completes Largest Ever UK Pour Of Carbon-Reducing Concrete On Euston Station Site, makes all the right noises.

These three paragraphs explain in detail what has been done on the Euston station site.

The team constructing HS2’s new Euston station has undertaken the largest ever UK pour of Earth Friendly Concrete (EFC) – a material that reduces the amount of carbon embedded into the concrete, saving over 76 tonnes of CO2 overall. John F Hunt, working for HS2’s station Construction Partner, Mace Dragados joint venture, completed the 232 m3 concrete pour in early September.

The EFC product, supplied by Capital Concrete, has been used as a foundation slab that will support polymer silos used for future piling works at the north of the Euston station site. Whilst the foundation is temporary, it will be in use for two years, and historically would have been constructed with a more traditional cement-based concrete.

The use of the product on this scale is an important step forward in how new, innovative environmentally sustainable products can be used in construction. It also helps support HS2’s objective of net-zero construction by 2035, and achieve its goal of halving the amount of carbon in the construction of Britain’s new high speed rail line.

Note.

  1. Ten of these slabs would fill an Olympic swimming pool.
  2. I first wrote about Earth Friendly Concrete (EFC) in this post called Earth Friendly Concrete.
  3. EFC is an Australian invention and is based on a geopolymer binder that is made from the chemical activation of two recycled industrial wastes; flyash and slag.
  4. HS2’s objective of net-zero construction by 2035 is laudable.
  5. It does appear that this is a trial, but as the slab will be removed in two years, they will be able to examine in detail how it performed.

I hope the Sizewell C project team are following High Speed Two’s lead.

Rail Support For Sizewell C

The Sizewell site has a rail connection and it appears that this will be used to bring in construction materials for the project.

In the January 2023 Edition of Modern Railways, there is an article, which is entitled Rail Set To Support Sizewell C Construction.

It details how sidings will be built to support the construction, with up to four trains per day (tpd), but electrification is not mentioned.

This is surprising to me, as increasingly, big construction projects are being managed to emit as small an amount of carbon as possible.  Sizewell C may be an isolated site, but in Sizewell B, it’s got one of the UK’s biggest independent carbon-free electricity generators a couple of hundred metres away.

The writer of the Modern Railways article, thinks an opportunity is being missed.

I feel the following should be done.

  • Improve and electrify the East Suffolk Line between Ipswich and Saxmundham Junction.
  • Electrify the Aldeburgh Branch Line and the sidings to support the construction or agree to use battery-electric or hydrogen zero-carbon locomotives.

Sizewell C could be a superb demonstration project for low-carbon construction!

Sizewell C Deliveries

Sizewell C will be a massive project and and will require a large number of deliveries, many of which will be heavy.

The roads in the area are congested, so I suspect rail is the preferred method for deliveries.

We already know from the Modern Railways article, that four tpd will shuttle material to a number of sidings close to the site. This is a good start.

Since Sizewell A opened, trains have regularly served the Sizewell site to bring in and take out nuclear material. These occasional trains go via Ipswich and in the last couple of years have generally been hauled by Class 88 electro-diesel locomotives.

It would be reasonable to assume that the Sizewell C sidings will be served in the same manner.

But the route between Westerfield Junction and Ipswich station is becoming increasingly busy with the following services.

  • Greater Anglia’s London and Norwich services
  • Greater Anglia’s Ipswich and Cambridge services
  • Greater Anglia’s Ipswich and Felixstowe services
  • Greater Anglia’s Ipswich and Lowestoft services
  • Greater Anglia’s Ipswich and Peterborough services
  • Freight services serving the Port of Felixstowe, which are expected to increase significantly in forthcoming years.

But the Modern Railways article says this about Saxmundham junction.

Saxmundham junction, where the branch meets the main line, will be relaid on a slightly revised alignment, retaining the existing layout but with full signalling giving three routes from the junction protecting signal on the Down East Suffolk line and two in the Down direction on the bidirectional Up East Suffolk line. Trap points will be installed on the branch to protect the main line, with the exit signal having routes to both running lines.

Does the comprehensive signalling mean that a freight train can enter or leave the Sizewell sidings to or from either the busy Ipswich or the quieter Lowestoft direction in a very safe manner?

I’m no expert on signalling, but I think it does.

  • A train coming from the Lowestoft direction needing to enter the sidings would go past Saxmundham junction  on the Up line. Once clear of the junction, it would stop and reverse into the branch.
  • A train coming from the Ipswich direction needing to enter the sidings would approach in the wrong direction on the Up line and go straight into the branch.
  • A train leaving the sidings in the Lowestoft direction would exit from the branch and take the Up line until it became single track. The train would then stop and reverse on to the Down line and take this all the way to Lowestoft.
  • A train leaving the sidings in the Ipswich direction would exit from the branch and take the Up line  all the way to Ipswich.

There would need to be ability to move the locomotive from one end to the other inside the Sizewell site or perhaps these trains could be run with a locomotive on both ends.

The advantage of being able to run freight trains between Sizewell and Lowestoft becomes obvious, when you look at this Google Map, which shows the Port of Lowestoft.

Note.

  1. The Inner Harbour of the Port of Lowestoft.
  2. The East Suffolk Line running East-West to the North of the Inner Harbour.
  3. Lowestoft station at the East side of the map.

I doubt it would be the most difficult or expensive of projects to build a small freight terminal on the North side of the Inner Harbour.

I suspect that the easiest way to bring the material needed to build the power station to Sizewell would be to do the following.

  • Deliver it to the Port of Lowestoft by ship.
  • Tranship to a suitable shuttle train for the journey to the Sizewell sidings.
  • I estimate that the distance is only about 25 miles and a battery or hydrogen locomotive will surely be available in the UK in the next few years, that will be able to provide the motive power for the return journey.

In The TruckTrain, I wrote about a revolutionary freight concept, that could be ideal for the Sizewell freight shuttle.

In addition, there is no reason, why shuttle trains couldn’t come in from anywhere connected to the East Suffolk Line.

Zero-Carbon Construction

Sizewell C could be the first major construction site in the UK to use electricity rather than diesel simply because of its neighbour.

Conclusion

I shall be following the construction methods at Sizewell C, as I’m fairly sure they will break new ground in the decarbonisation of the Construction industry.

December 28, 2022 Posted by | Energy, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , | 1 Comment

Avanti West Coast Applies For Second Hourly Euston And Liverpool Service

Tucked away beside the Grand Union Sets Out Stirling Ambitions article in the December 2022 Edition of Modern Railways is a report on Avanti West Coast’s application for a second service between Euston and Liverpool.

This is said.

Avanti West Coast has applied for access rights for its second hourly Euston to Liverpool service, starting from December 2023, although a phased introduction of the new service is likely. This would make use of Avanti’s new fleet of 10×7-car Class 807 Hitachi EMUs, which are expected to enter service from Autumn 2023. The ‘807s’ would be deployed on the current hourly Liverpool service, on which a call at Liverpool South Parkway would be added. (provision is made for this in the December 2022 timetable.).

Pendelinos would then operate the second service each hour, calling at Lichfield Trent Valley and Tamworth.

A linespeed project is in progress to raise the permissible speed for non-tilting trains on the West Coast Main Line, and Avanti’s new Hitachi trains will take advantage of this.

In Will Avanti West Coast’s New Trains Be Able To Achieve London Euston and Liverpool Lime Street In Two Hours?, I laid out my reasoning for a two-hour journey between Euston and Liverpool Lime Street.

I’m not sure, if they will reduce the time to two hours, but I wouldn’t be surprised if they do.

November 25, 2022 Posted by | Transport/Travel | , , , | 1 Comment

Grand Union Sets Out Stirling Ambitions

The title of this post, is the same as that of an article in the December 2022 Edition of Modern Railways.

This is the first paragraph.

Grand Union Trains has updated its plans to operate services between Stirling and London Euston. It is targeting a 10-year track access agreement with services starting in May 2025.

I have a few thoughts.

The Route

The route between Stirling and Euston is as follows.

  • Trains will call at Larbert, Greenfauds, Whifflet, Motherwell, Lockerbie, Carlisle, Preston, Nuneaton and Milton Keynes.
  • Station upgrades are proposed for Larbert, Greenfauds, Whifflet and Lockerbie.
  • The route is fully-electrified.
  • There will be four trains per day in both directions, with a slightly reduced service on Saturday evenings and Sunday mornings.

This sentence from the article sums up the philosophy of Grand Union Trains.

The company says the aim is to link towns which have no or limited long-distance services and to improve connectivity for some station pairs on the West Coast Main Line.

Note.

Currently Larbert, Greenfauds and Whifflet don’t have services running past Stirling or Motherwell.

  1. Currently, Nuneaton and Milton Keynes have no Scottish services.
  2. Nuneaton is well connected to Peterborough and the East.
  3. Milton Keynes will be on the East-West Railway to Oxford and Cambridge.

It looks to be a service that has been well-planned and offers good possibilities for travel.

The Trains

The article says this about the trains.

New bi-mode rolling stock would be used and GUT says discussions with potential suppliers and manufacturers are ongoing.

Why Are Bi-Mode Trains Needed?

I can think of these reasons.

  • Grand Union Trains want to run their South Wales services with the same trains.
  • They might want to extend Scottish services from Stirling to perhaps Perth or Dundee.
  • They want to offer a reliable service, when the electrification is damaged.

Bi-mode trains will certainly offer flexibility and reliability.

How Long Will The Trains Be?

Consider.

I suspect a train has a maximum length of 260 metres and these can be run between London Euston and Stirling.

Could it be that station upgrades are needed for Larbert, Greenfauds, Whifflet and Lockerbie, is that these stations have short platforms?

Could the trains and platforms start short and grow with the business?

 

The Trains Will Have Three Classes

These classes will be offered.

  • First Class in compartments
  • Standard in a 2+1 arrangement
  • Standard Economy in a 2+2 arrangement

You pays your money and you make your choice.

Vanload Freight May Be Carried

Consider.

  • There has been a lot of speculation and some serious train conversions, looking at the possibilities of high speed freight.
  • Imagine a train of perhaps five passenger cars and one freight car for containerised freight.
  • I suggested earlier, that the trains might grow with the business.
  • As business develops, extra cars can be added as appropriate.
  • If business booms, then it might be best to run separate passenger and  freight services.

Modern trains and refurbished older ones, offer a multitude of solutions.

The Finance

The article says this about finance.

Grand Union Trains has linked with European independent investment firm Serena Industrial Partners to support its ambitions for its new Great Western service, and the project is supported by Spanish operator RENFE.

Serena Industrial Partners are Spanish, so does that mean, that the trains could be Spanish too?

November 24, 2022 Posted by | Finance, Transport/Travel | , , , , , , , | 3 Comments

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