The Anonymous Widower

Transport for London’s New Train Information Displays

I came across this train information display for the first time in Paddington station.

It appears to be wireless and battery-powered, which means they can be placed anywhere that an Internet signal can be obtained.

Surely, this must be the quickest way to improve the dreadful information provision at some places on the UK rail and bus network.

The display shown was placed in an area, where there is little information and I suspect that no-one thought torun any cables for a traditional display.

October 4, 2019 Posted by | Transport | , | 4 Comments

Could Merseyrail’s Class 777 Trains Run As Tram-Trains On The Manchester Metrolink?

Look at the main dimensions of the Stadler Class 777 train destined for Merseyrail  and the current M5000 tram of the Manchester Metrolink. I have also added the dimensions of the Stadler Class 399 tram-train, that is running on the Sheffield Supertram network.

Class 777 train

  • Width – 2.82 metres
  • Height – 3.82 metres
  • Floor Height – 0.96 metres
  • Overall Length – 64.98 metres
  • Capacity – 190 seats and 302 standing – 492 total
  • Operating Speed – 75 mph

M5000

  • Width – 2.65 metres
  • Height – 3.67 metres
  • Floor Height – 0.90 metres
  • Overall Length – 28.4 metres
  • Double Length – 56.8 ,metres
  • Capacity – 60 or 66 seats and 146 standing – 206 or 212 total
  • Operating Speed – 50 mph

Class 399 tram-train

  • Width – 2.65 metres
  • Height – 3.72 metres
  • Floor Height – 0.425 metres
  • Overall Length – 37.2 metres
  • Capacity – 96 seats and 140 standing – 236  total
  • Operating Speed – 62 mph

Note.

  1. Vehicle width and height could probably be incorporated on the same track
  2. The floor heights of the Class 777 train and the M5000 are surprisingly close,
  3. The floor height of the low-floor Class 399 tram-train is lower and wouldn’t allow step-free access from platform to tram on the Metrolink network.
  4. A double M5000 and a Class 777 train have similar lengths.
  5. A double M5000 has 86% of the capacity of a Class 777 train.

A Class 777 train looks to be able to go anywhere that a double M5000 tram can go and be able to give the same quality of passenger access.

Can double M5000 trams use the whole of the Metrolink network?

Power Supply

Around Manchester and Liverpool there are the following types of electrification.

  • 25 KVAC overhead – Connecting major cities and on the West Coast Main Line.
  • 750 VDC overhead – Manchester Metrolink
  • 750 VDC third-rail – Merseyrail

In the future it is intended that Class 777 trains will be able to handle.

  • 25 KVAC overhead
  • 750 VDC third-rail

It should also be noted that Class 399 tram-trains, which are also built by Stadler can handle.

  • 25 KVAC overhead
  • 750 VDC overhead

I wouldn’t be surprised to find, that Stadler can produce a Class 777 train, that could handle these voltages.

  • 25 KVAC overhead
  • 750 VDC overhead
  • 750 VDC third-rail

It’s all about the electrical systems on the train, but Stadler probably have the solutions in their boxes of tricks.

I very much feel it would possible for a version of a Class 777 train with an additional battery to do the following.

  • Run as a train on the Merseyrail network. using 750 VDC third-rail.
  • Run as a train between Otmskirk and Preston using a mixture of battery power and 25 KVAC overhead.
  • Run as a train between Kirkby and Wigan using the battery.
  • Run as a double tram on the Manchester Metrolink using 750 VDC overhead.
  • Run as a tram-train to extend the Manchester Metrolink using a mixture of battery power and 25 KVAC overhead.

Class 777 trains might even be able to run on the Sheffield Supertram network. But they might be too long and would not be able to provide step-free access from platform to tram, without modification of trains and/or platforms.

Poasible Routes

Just about anywhere a Manchester Metrolink M5000 tram or a four-car electric or diesel multiple unit can run.

Thjis article on Railway Gazette is entitled Battery Trial Planned For New EMU Fleet.

This is the first sentence.

The sixth of the 52 four-car 750 V DC third rail electric multiple-units which Stadler is to supply for Merseyrail services around Liverpool is to be fitted with a 5 tonne battery to test the business case for energy storage.

A five tonne battery will soon be able to have a capacity of 500 kWh, which should be able to give the train a range of fifty miles on battery power.

This would more than cover the thirty miles without electrification between Altrincham and Chester, where the battery could be recharged.

Conclusion

I am in no doubt that Merseyrail’s Class 777 trains, could run as tram-trains on the Manchester Metrolink.

But then, Stadler don’t do ordinary and obvious!.

Why should they?

There must also be an advantage to Manchester Metrolink and Merseyrail, if they were using the same or similar vehicles for their public transport networks.

 

 

September 18, 2019 Posted by | Transport, Uncategorized | , , , , , | 11 Comments

South Lincolnshire, West Norfolk And The North Netherlands

These three areas are very similar.

This sentence comes from the Wikipedia entry for The Fens, which are found where Cambridgeshire, Lincolnshire and Norfolk come together.

Most of the Fenland lies within a few metres of sea level. As with similar areas in the Netherlands, much of the Fenland originally consisted of fresh- or salt-water wetlands. These have been artificially drained and continue to be protected from floods by drainage banks and pumps.

I have heard it said, that The Fens owe a lot of their landscape to the Dutch, as it was the Dutch, who originally had a lot to do with draining the land.

It should also be noted, that one of the most famous people from the area is Commander George Vancouver of the Royal Navy, who was the son of John Jasper Vancouver, a Dutch-born deputy collector of customs in King’s Lynn. He gave his name to the Canadian city of Vancouver.

The Dutch have returned in that two of the three rail franchises in the area, are under the control of the Dutch company; Abellio; Greater Anglia (GA) and East Midlands Railway (EMR).

Current and future services through the area include.

  • GA – Stansted Airport and Norwich via Ely and Cambridge
  • GA – Liverpool Street and King’s Lynn via Ely and Cambridge
  • GA – Colchester and Peterborough via Ipswich, Bury St. Edmunds and Ely
  • EMR – Norwich and Nottingham
  • EMR – Peterborough and Doncaster via Spalding, Sleaford and Lincoln
  • EMR – Nottingham and Skegness via Grantham, Sleaford and Boston
  • CrossCountry – Birmingham and Stansted Airport via Peterborough, Cambridge and Ely.
  • Great Northern – King’s Cross and King’s Lynn via Ely and Cambridge
  • Thameslink – King’s Cross and Peterborough
  • Thameslink – King’s Cross and Cambridge

Note.

Most services are hourly, with some London services at a higher frequency.

  1. EMR are planning to increase certain early, late and Sunday services, so there may be improvements.
  2. GA are planning to introduce new Class 755 trains pn diesel services and new Class 720 trains on electric services.
  3. The Ely, Cambridge North and Cambridge corridor can have a frequency as high as eight trains per hour (tph)

Will EMR and GA work together to improve services in the area they jointly serve?

These are a few of my thoughts.

A Look At The North Of The Netherlands

In The Train Station At The Northern End Of The Netherlands, I looked at what the Dutch are doing in the North of the country, near to the city of Groningen.

  • Groningen is a city of around 200,000 people and a major rail hub, with services fanning out through the flat landscape.
  • The trains are mainly Stadler GTWs, which are the forerunners of GA’s Class 755 trains.
  • The Dutch are developing a hydrogen-based economy in the area, which I described in The Dutch Plan For Hydrogen.

Are Abellio looking to bring some of the ideas from the Netherlands to the UK?

I think to a certain extent, we’re going the same way. For instance, in the North of Lincolnshire a lot of development is going on to develop an energy economy based on offshore wind and energy storage.

The Cambridge Effect

Cambridge effects the whole of the area, in its demand for housing and premises for research, development and manufacture.

The Cambridge And Peterborough Problem

I used to play tennis, with a guy, who was promoting Peterborough as an expansion area for Cambridge. Peterborough is a city, with space and good connections to London and the North, by rail and the A1 road.

,But the problem is that the road and rail links between the two cities are atrocious, with a two-lane dual-carriageway and an hourly three-car diesel train.

It is my view, that the gap in the electrification between Ely and Peterborough should eventually be removed.

  • The land is flat.
  • The route is thirty miles long.
  • The route was recently upgraded to take the largest container trains, so electrification, surely wouldn’t be too difficult.
  • The biggest problem would probably be dealing with the numerous level crossings.

Electrification would allow.

  • More frequent and faster passenger trains between Cambridge, Ely and Peterborough.
  • Freight trains between Felixstowe and the North would be easier to haul using electro-diesel locomotives like the Class 88 and Class 93.
  • It would create an electrified diversion route for trains on the East Coast Main Line.

After electrification, it would be possible to have a much-needed four tph service between Cambridge and Peterbough with stops at Cambridge North, Waterbeach, Ely, Manea, March and Whittlesea.

  • Cambridge and Peterborough sstations both have several platforms, that could be used to terminate extra services.
  • The service could be extended to Cambridge South station, when that is built in a few years.

GA’s Class 755 trains could even provide the service without electrification.

What About Wisbech?

Wisbech is a town of 33,000 people without a passenger rail link.

But it does have the Bramley Line.

This is the introductory paragraph in Wikipedia.

The Bramley Line is a railway line between March and Wisbech in Cambridgeshire, England. A number of proposals are currently being investigated relating to the possible restoration of passenger services along the route.

The Association of Train Operating Companies and various politicians have supported creating a passenger service between Wisbech and Cambridge via March and Ely.

The service could be as follows.

It would use an existing single-track line, which would probably just need upgrading.

  • Cambridge and Wisbech would take around forty-five minutes.
  • A train would take two hours for the round trip.
  • An hourly service would take two trains.

What is useful, is that the length of the branch line is short enough, that it may be possible to be run the service using One Train Working.

Improvements Between Cambridge And King’s Lynn

This article on Rail Technology Magazine is entitled Work On £27m East of England Upgrades Set To Begin.

It lists the work to be done and the benefit in these two paragraphs.

The upgrades, between Cambridge and King’s Lynn, will include two platform extensions at Waterbeach and a platform extension at Littleport.

This will allow the introduction of eight-car services during peak times, providing passengers with more seats and a better experience.

The works will certainly add capacity for commuters to and from Cambridge and London.

Will the upgrade at Waterbeach station allow Greater Anglia’s four-car Class 755 trains to call.?

There is a section in the Wikipedia entry for Waterbeach station, which is entitled Future Plans, where this is said.

Plans to develop a New Town of 8,000 to 9,000 homes on the former Waterbeach Barracks site have been outlined by South Cambridgeshire District Council. As part of the proposal, there are plans to relocate the station to a new site and extend the platforms to accommodate 12 car trains.

This is more housing for Cambridge and I’m sure that the promised Norwich and Stansted Airport service will call.

Will Services Be Joined Back-To-Back At Peterborough?

Train companies sometimes find that joining two services together in a busy station is a good idea.

  • It may use less trains and drivers.
  • It uses a through platform rather than two bay platforms.
  • Trains could be turned in a more convenient station.

A proportion of passengers don’t have to change trains.

Note.

  1. |East Midlands Railway are joining the Doncaster and Lincoln, and Lincoln and Peterborough services into one service.
  2. Greater Anglia are extending the Peterborough and Ipswich service to Manningtree.
  3. Greater Anglia are extending the Norwich and Cambridge service to Stansted Airport.

But East Midlands Railway are also splitting the Norwich and Liverpool service into two.

These are the services that are planned to terminate at Peterborough.

  • Peterborough and Colchester via Ipswich, Bury St. Edmunds and Ely
  • Peterborough and Doncaster via Spalding, Sleaford and Lincoln

As I said earlier, I would’ve be surprised to see extra Cambridge and Peterborough services to increase capacity between the two cities.

Current timings of the various sections are as follows.

  1. Peterborough and Lincoln – one hour and twenty-three minutes
  2. Lincoln and Doncaster – fifty-four minutes
  3. Peterborough and Ipswich – one hour and thirty-nine minutes
  4. Ipswich and Colchester – nineteen minutes
  5. Peterborough and Cambridge – fifty minutes

Adding up 3 and 4 gives a Colchester and Peterborough timing of one hour and fifty-eight minutes. But the new Class 755 trains are faster and will be running at full speed on electrification for sections of the journey.

With the turnround at both ends, a round trip would be under four hours. This would mean that four trains would be needed for an hourly service.

Adding up 1 and 2 gives a Peterborough and Doncaster timing of two hours and seventeen minutes.

With the turnround at both ends, a round trip would be under five hours. This would mean that five trains would be needed for an hourly service.

Could these two services be run back-to-back to create a Colchester and Doncaster service?

It would take four hours and fifteen minutes or nine hours for a round trip. This would mean that nine trains would be needed for an hourly service.

This is the same number of trains that would be needed for the two separate services.

The two companies might decide to run a joint service, but!

  • In whose colours would the train run?
  • Would there be crewing difficulties?
  • If a train fails, it would probably be a long way from home.
  • It has been felt sensible to split the five hour and thirty-five minute Norwich and Liverpool services.

Would it be possible to run a service between Cambridge and Lincoln?

  • Adding up 1 and 5 gives a timing of two hours and thirteen minutes.
  • With the turnround at both ends, a round trip would be under five hours.
  • This would mean that five trains would be needed for an hourly service.

It would be possible, but would the convenience attract enough passengers to make the service viable?

Would It Be Worth Reinstating March And Spalding?

There used to be a railway between March and Spalding.

Wikipedia says this about the closure of the route.

When the line closed between March and Spalding in 1982,[3] freight traffic was diverted through Peterborough station instead of cutting across the western edge of the Fens to avoid the line through Peterborough station

Some have called for the route to be reinstated to enable freight trains to by-pass Peterborough, when travelling between Felixstowe and the route to the North through Spalding, Sleaford, Lincoln and Doncaster.

  • It is not a long route.
  • It could provide a passenger route between Cambridge and Lincoln.

I suspect that Network Rail looked at this scheme as an alternative to the Werrington Dive Under, which has been costed at £200 million.

Wikipedia says this about the Werrington Dive Under.

The project will see the construction of 1.9 miles (3 km) of new line that will run underneath the fast lines, culverting works on Marholm Brook and the movement of the Stamford lines 82 feet (25 m) westwards over the culverted brook. The project, coupled with other ECML improvement schemes (such as the four tracking from Huntingdon to Woodwalton) will improve capacity on the line through Peterborough by 33% according to Network Rail. This equates to two extra train paths an hour by 2021, when the work is scheduled to be completed.

A thirty-three percent capacity increase seems a powerful reason to build the Werrington Dive Under.

Would it also enable a faster route for trains between King’s Cross and Lincoln?

As to whether the direct route between March and Spalding will ever be reinstated, this will surely depend on several factors.

  • The number of freight trains needing to go between Felixstowe and Doncaster.
  • The maximum number of freight trains, that can use the freight route, through Spalding, Sleaford and Lincoln.
  • Whether a passenger service on the route is worthwhile.

There are also protests about the number of freight trains already using the route.

I can see the capacity of the freight route being increased and the route being made a more friendly neighbour, after the opening of the Werrington Dive Under.

  • Level crossings will be replaced by bridges.
  • Adoption of zero-carbon locomotives.
  • Installation of noise-reduction measures.

The line might even be electrified.

Peterborough After Werrington

If we assume that the services stay as currently proposed, the following trains will stop at Peterborough on their way to either Cambridge or Lincoln.

  • GA – Peterborough and Ipswich or Colchester – Platform 6
  • EMR – Peterborough and Lincoln or Doncaster- Platform 1 or 2
  • EMR- Norwich and Nottingham – Platform 7
  • EMR- Nottingham and Norwich – Platform 6
  • CrossCountry – Stansted Airport and Birmingham – Platform 7
  • CrossCountry – Birmingham and Stansted Airport- Platform 6

Note.

  1. Trains going to Cambridge use Platform 6.
  2. Trains coming from Cambridge  use Platform 7
  3. The Ipswich or in the future; Colchester service uses Platform 6 to turnback.
  4. The Lincoln or in the future; Doncaster service uses Platform 1 or 2 to turnback.
  5. Platform 6 and 7 is a new island platform with direct access to the Stamford Lines and the tracks in the Werrington Dive Under that connect to Spalding, Sleaford and Lincoln.

This means that after the Werrington Dive Under opens in a couple of years, the Peterborough and Doncaster service will stop in the wrong side of the station.

So it is likely, that Doncaster services will continue from the Werrington Dive Under into Platform 6 or 7 in Peterborough station.

As the Colchester service will probably still turnback in Platform 6 could we see the Doncaster and Colchester services timed to be in the island platform 6 & 7 at the same time.

Passengers would just walk a few metres between the two trains.

This Google Map shows the lines South of the station.

The Peterborough-Ely Line can be seen running East-West, to the South of the River Nene and then going under the East oast Main Line, before connecting to Platforms 6 and 7 on the West side of the station.

This Google Map shows the station.

Note the three island platforms, which are numbered 6 & 7, 4 & 5 and 2 & 3 from West to East.

The Wikipedia entry for Peterborough station, says this about Platforms 6 & 7.

Platforms 6 & 7: These new platforms were commissioned over the Christmas break 2013, and are now used by CrossCountry services between Stansted Airport/Cambridge via Ely and Birmingham New Street via Leicester; East Midlands Trains services between Norwich and Liverpool; and Greater Anglia services to Ipswich.

North from Peterborough station and just South of the site of the Werrington Dive Under is the Cock Lane Bridge. I took these pictures in November 2018.

Note the three fast lines of the East Coast Main Line on the Eastern side and the two Stamford Lines on the Western side.

Just North of thie bridge, the Stamford Lines will split and trains will be able to continue to  Stamford or cross under the East Coast Main Line towards Lincoln.

As there is a loop for freight trains through Peterborough station, the Werrington Dive Under will be able to handle sufficient trains.

Conclusion

The layout of Peterborouh station and the Werrington Dive Under will give Abellio a lot of flexibility to improve services in South Lincolnshire and West Norfolk.

Network Rail gets a lot of criticism, but you can’t fault the design and what lies behind it, in this instant!

 

 

 

 

 

 

 

August 8, 2019 Posted by | Transport | , , , , , , , , , | Leave a comment

My First Rides In A Class 755 Train

Today, I had my first rides in a Class 755 train. I use rides, as it was three separate timetabled journeys.

  • 12:36 – Norwich to Great Yarmouth
  • 13:17 – Great Yarmouth to Norwich
  • 14:05 – Norwich to Lowestoft

But it was only one train!

Although, I did see at least one other train in service.

These are my observations.

The Overall Style

These are a few pictures of the outside of the train.

The train certainly looks impressive from the front, but then it has a similar profile to a Bombardier Aventra or a member of Hitachi’s Class 800 family of trains.

The open nose is reminiscent of front-engined Formula One racing cars of the 1950s, with an added sloping front to apply downforce.

I would suspect that the similarity of the trains  is driven by good aerodynamic design.

If all the current Formula One cars were painted the same colour, could you tell the apart?

Trains seem to be going the same way. Only Siemens Class 700/707/717 design doesn’t seem to be rounded and smooth.

The PowerPack

The unique feature of these bi-mode trains is the diesel PowerPack in the middle of the train.

Stadler first used a PowerPack in the GTW, which I described in The Train Station At The Northern End Of The Netherlands.

  • GTWs date from 1998.
  • Over five hundred GTWs have been built.
  • You see GTWs in several countries in Europe.
  • GTWs have a maximum speed of between 115 and 140 kph.

The concept of the train with a PowerPack is certainly well-proven.

I have deliberately ridden for perhaps twenty seconds in the corridor through the PowerPack on both trains! Although I didn’t measure it with a sound meter, I’m fairly certain, that the more modern Class 755 train is better insulated against the noise of the engines.

But you would expect that with progress!

There could be another significant difference between the bi-mode Flirt and the GTW. This picture shows the connection between the PowerPack and the next car.

It looks like it could be a damper to improve the performance of the train on curves. It is not visible on this picture of a GTW PowerPack.

As an engineer, this says to me, that Stadler have taken tremendous care  to make the unusual concept of the PowerPack work perfectly.

Train Power On Diesel

Consider.

  • This four-car Class 755 train has installed diesel power of 1920 kW.
  • At 100 mph, the train will travel a mile in thirty-six seconds.
  • In that time, 19.2 kWh would be generated by the engines at full-power.

This means that a maximum power of 4.6 kWh per vehicle mile is available, when running on diesel power.

In How Much Power Is Needed To Run A Train At 125 mph?, I answered the question in the title of the post.

This was my conclusion in that post.

I know this was a rather rough and ready calculation, but I can draw two conclusions.

  • Trains running at 125 mph seem to need between three and five kWh per vehicle mile.
  • The forty year old InterCity 125 has an efficient energy use, even if the engines are working flat out to maintain full speed.

The only explanation for the latter is that Terry Miller and his team, got the aerodynamics, dynamics and structures of the InterCity 125 almost perfect. And this was all before computer-aided-design became commonplace.

In future for the energy use of a train running at 125 mph, I shall use a figure of three kWh per vehicle mile.

These figures leave me convinced that the design of the Class 755 train can deliver enough power to sustain the train at 125 mph, when running on diesel power

Obviously, as the maximum speed in East Anglia, is only the 100 mph of the Great Eastern Main Line, they won’t be doing these speeds in the service of Greater Anglia.

I also  had a quick word with a driver and one of my questions, was could the train design be good for 125 mph? He didn’t say no!

This 125 mph capability  could be useful for Greater Anglia’s sister company; Abellio East Midlands Trains, where 125 mph running is possible, on some  routes with and without electrification.

With respect to the Greater Anglia application, I wonder how many engines will be used on various routes? Many of the routes without electrification are almost without gradients, so I can see for large sections of the routes, some engines will just be heavy passengers.

I’ve read somewhere, that the train’s computer evens out use between engines, so I suspect, it gives the driver the power he requires, in the most efficient way possible.

Remember that these Greater Anglia Class 755 trains, are the first bi-mode Stadler Flirts to go into service, so the most efficient operating philosophy has probably not been fully developed.

Train Weight

These pictures show the plates on the train giving the details of each car.

 

I only photographed one side of the train and I will assume that the other two cars are similar. They won’t be exactly the same, as this  intermediate car has a fully-accessible toilet.

The weight of each car is as follows.

  • PowerPack – PP – 27.9 tonnes
  • Intermediate Car – PTSW – 16.0 tonnes
  • Driving Car – DMS2 – 27.2 tonnes

Adding these up gives a train weight of 114.3 tonnes.

Note that the formation of the train is DMS+PTS+PP+PYSW+DMS2, which means that heavier and lighter cars alternate along the train.

Train Length

The previous pictures give the  length of each  car is as follows.

  • PowerPack – PP – 6.69 metres
  • Intermediate Car – PTSW – 15.22 metres
  • Driving Car – DMS2 – 20.81 metres

Adding these up gives a train length of 78.75 metres.

This is very convenient as it fits within British Rail’s traditional limit for a four-car multiple unit like a Class 319 train.

Train Width

The previous pictures give the width of each  car is as follows.

  • PowerPack – PP – 2.82 metres
  • Intermediate Car – PTSW – 2.72 metres
  • Driving Car – DMS2 – 2.72 metres

The PowerPack is wider than the other cars and it is actually wider than the 2.69 metres of the Class 170 train, that the Class 755 train will replace. However, Greater Anglia’s electric Class 321 trains also have a width of 2.82 metres.

It looks to me, that Stadler have designed the PowerPack to the largest size that the UK rail network can accept.

The other cars are narrower by ten centimetres, which is probably a compromise between fitting platforms, aerodynamics and the needs of articulation.

Seats

The previous pictures give the number of seats in each  car as follows.

  • PowerPack – PP – 0
  • Intermediate Car – PTSW – 32
  • Driving Car – DMS2 – 52

This gives a total of 168 seats. Wikipedia gives 229.

Perhaps the car without the toilet has more or Wikipedia’s figure includes standees.

Kinetic Energy Of The Train

I will use my standard calculation.

The basic train weight is 114.3 tonnes.

If each of the 229 passengers weighs 90 kg with Baggage, bikes and buggies, this gives a passenger weight of 20.34 tonnes.

This gives a total weight of 134.64 tonnes.

Using Omni’s Kinetic Energy Calculator gives these figures for the Kinetic energy.

  • 60 mph – 13.5 kWh
  • 100 mph – 37.4 kWh
  • 125 mph – 58.4 kWh

If we are talking about the Greater Anglia C;lass 755 train, which will be limited to 100 mph, this leads me to believe, that by replacing one diesel engine with a plug compatible battery of sufficient size, the following is possible.

  • On all routes, regenerative braking will be available under both diesel and electric power.
  • Some shorter routes could be run on battery power, with charging using existing electrification.
  • Depot and other short movements could be performed under battery power.

The South Wales Metro has already ordered tri-mode Flirts, that look like Class 755 trains.

InterCity Quality For Rural Routes

The title of this section is a quote from the Managing Director of Greater Anglia; Jamie Burles about the Class 755 trains in this article on Rail Magazine.

This is the complete paragraph.

Burles said of the Class 755s: “These will be the most reliable regional train in the UK by a country mile – they had better be. They will be InterCity quality for rural routes, and will exceed expectations.”

I shall bear that quote in mind in the next few sections.

Seats And Tables

The seats are better than some I could name.

The seats are actually on two levels, as some are over the bogies. However |Stadler seem to managed to keep the floor flat and you step-up into the seats, as you do in some seats on a London New Routemaster bus.

Seat-Back Tables

I particular liked the seat-back tables, which weren’t the usual flimsy plastic, but something a lot more solid.

They are possibly made out of aluminium or a high class engineering plastic. You’d certainly be able to put a coffee on them, without getting it dumped in your lap.

It is the sort of quality you might get on an airliner, flown by an airline with a reputation for good customer service.

Step-Free Access

Stadler are the experts, when it comes to getting between the train and the platform, without a step. As I travel around Europe, you see little gap fillers emerge from trains built by Stadler, which have now arrived in East Anglia.

There was a slight problem at Great Yarmouth with a wheelchair, but it was probably something that can be easily sorted.

Some platforms may need to be adjusted.

Big Windows

The train has been designed with large windows, that are generally aligned with the seats.

There is no excuse for windows not aligning with most of the seats, as you find on some fleets of trains.

Low Flat Floor

The train has been designed around a low, flat floor.

The floor also improves the step-free access and gives more usable height inside the train.

Litter Bins

The train has well-engineered litter bins in  between the seats and in the lobbies.

This bin is in the lobby, next to a comfortable tip-up seat.

Too many trains seem to be built without bins these days and the litter just gets thrown on the floor.

Conclusion

It is certainly a better class of rural train and I think it fulfils Jamie Burles’ ambition of InterCity Quality For Rural Routes.

But then services between Cambridge, Ipswich and Norwich are as important to East Anglia, as services between Hull, Leeds and Sheffield are to Yorkshire.

They are all services that can take a substantial part of an hour, so treating passengers well, might lure them out of their cars and off crowded roads.

In My First Ride In A Class 331 Train, I wrote about Northern’s new Class 331 trains.

If I was going to give the Greater Anglia train a score of eight out of ten, I’d give the Class 331 train, no more than two out of ten.

 

 

 

 

 

August 6, 2019 Posted by | Transport | , , , , , , | 5 Comments

West Hampstead Station – 29th July 2019

West Hampstead station opened almost fully to the public yesterday.

The only things, that need finishing are the lifts and some small works.

The new station building has an almost 1930s feel about it as if it is inspired by some of the classic stations like Oakwood.

I do like the ziggurat-style steps to the overbridge. This has allowed a wide staircase, that is frilly-shielded from heavy weather, at a busy interchange station

July 30, 2019 Posted by | Transport | , , | Leave a comment

West Hampstead Station Is A Wide Station

I took these pictures at the rebuilt West Hampstead station today.

Everything seems to have been built as wide as possible, which must be good for passenger safety.

July 26, 2019 Posted by | Transport | , | Leave a comment

Now We Are Six!

I just had a ride on the Gospel Oak to Barking Line.

I think I saw six different Class 710 trains and I certainly didn’t see a Class 378 rains.

I’m fairly sure there is now enough of the new trains to provide the full four trains per hour service.

At last!!

A Note On Longitudinal Seating

Longitudinal seating, which is fitted to the Class 710 train, is not to everyone’s taste and in the UK, it is only used at present on the following services.

  • London Underground
  • London Overground
  • Docklands Light Railway
  • Glasgow Subway
  • Island Line, Isle of Wight
  • Marston Vale Line, partially on the Class 230 train.

With some services, it is the only one that will fit!

Longitudinal seating is also proposed for the Tyne and Wear Metro’s new rolling stock.

As a regular traveller on the only full-size service, with longitudinal seating; the London Overground, I find the following.

  • In the Peak, those who need a seat get one and there is masses of standing space.
  • In less busy times, they are spacious and good for baggage, buggies and dogs.

Go through Dalston Kingsland station in the Peak and see how East Enders play sardines!

A Footnote On The Class 710 Train

In my view, these are the best urban electric multiple units in the UK.

  • Ride is smooth and Class 378 and Class 331 trains don’t come close.
  • They are very quiet.
  • The trains are light and airy.
  • The longitudinal layout  with comfortable seats works.

And on a sunny day like today, the colours were absolutely right!

July 22, 2019 Posted by | Transport | , , , | 2 Comments

Exclusive Interview: Eviation’s Co-Founder And CEO Omer Bar-Yohay

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

As the title says, it is an interview about the Eviation Alice, with the CEO of the company behind the project.

It contains some interesting answers.

The Market

Omer Bar-Yohay made these points.

  • The US, where 70 percent of General Aviation happens.
  • Some interest from regional operators struggling with low margins. Have Eviation got the performance, range and capacity, in line with what regional operators can afford?
  • They were surprised to see the size of interest from freight operators.

Later he says that the current version can handle 2,400 pounds of freight, which is just over a tonne.

What is the value of a tonne of small packets, specialist seafood, agricultural product or medical supplies?

Autonomous Flight

The regulators or the market are not ready for it.

VTOL

There are a lot of other players , ideas and money looking at this.

Focused

Eviation Air seem to be very much focused on getting their plane in the air and to market.

Conclusion

If nothing else, Eviation Air seem to be a professional company and they have carefully researched what their unusual plane can and will do.

Transport is liberally sprinkled with odd ball ideas, that took advantage of radical thinking to create world beating products.

Consider the De Havilland Mosquito, Douglas Skyhawk, Hawker-Siddeley Harrier and Issigonis’s Mini.

There are also several absolute duds around, because companies got the technology wrong.

July 4, 2019 Posted by | Transport | , , , | Leave a comment

Are Class 378 Trains Better For Canoodling?

A couple, who were probably married or in a long term relationship, judging by their body language were at it yesterday.

She was sitting on the perch seat by the door.

He was standing in front, facing her, whispering sweet nothings or his supper preferences in her ear, as the train with standing room only trundled towards Whitechapel.

You see this type of behaviour regularly.

Was encouraging it a design objective?

May 2, 2019 Posted by | Transport | , , | 1 Comment

A Neat Cup-Holder On Chiltern Railways

The picture shows a  cup-holder on a Chiltern Railways’ train.

It is neat and well-designed.

It probably didn’t cost a fortune too!

 

 

April 24, 2019 Posted by | Food, Transport | , | Leave a comment