The Anonymous Widower

London Overground’s Barking Riverside Station To Open This Summer

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

This is the first paragraph.

Transport for London (TfL) says that it is bringing forward the launch of London Overground services on the extension to Barking Riverside, following good progress being made in the completion of the station commissioning and testing stages.

Are railway lines like buses? You wait years for one to come along and then several turn up in a rush.

This railway line has been built mainly to serve the new housing at Barking Riverside, but as I showed in A Cruise To Barking – 13th May 2022, the route will have leisure possibilities as well.

I also feel, that if this 4.5 km extension of the Gospel Oak and Barking Line is a success, I can see other extensions of Metros and local trams and railways being created or restored, as this extension will show the economics.

I have some further thoughts.

Rethinking Of c2c Services In South Essex

It could even result in a rethinking of c2c services in South Essex.

Platforms 7 and 8 at Barking station will host the following services.

  • 2 tph (trains per hour)  – Fenchurch Street and Grays
  • 4 tph – Barking Riverside and Gospel Oak

There will certainly be scope for ducking and diving at this station.

A same-platform interchange will give an easy route between Fenchurch Street and Barking Riverside.

The next station on the Gospel Oak and Barking Line is Woodgrange Park, which has an out-of-station interchange with the Elizabeth Line at Manor Park station.

The Gospel Oak and Barking Line offers connections all across North London.

Grays station can probably turn four tph.

There could be a new Beam Park station to serve more housing.

I can certainly see the Fenchurch Street and Grays service increased to four tph, if lots of housing is built in South Essex. Provided that the trains can be squeezed in to the timetable.

A Ferry Across The Thames At Barking

There have been proposals to extend the line from Barking Riverside station across the Thames to Thamesmead and Abbey Wood station.

But a tunnel or a bridge, as I prefer, would be massively expensive and take years to plan, finance and build.

This Google Map shows the Thames at Barking.

Note.

  1. Barking Riverside station under construction in the North-West corner of the map, with the Thames Clipper terminal on the North bank of the river.
  2. The sprawling Thamesmead Estate on the South bank of the river.
  3.  In the South-East corner of the map there is the Grade 1 Listed Crossness pumping station, which I wrote about in Open House – Crossness.

An hourly ferry across the river between Barking and Crossness with an intermediate stop at Thamesmead might be the most affordable solution to crossing the river.

 

June 14, 2022 Posted by | Transport/Travel | , , , , , , , , | 3 Comments

Council ‘Talking’ To Government On Improving Train Provision, Leader Says

The title of this post, is the same as that of this article on the Barking and Dagenham Post.

These are the introductory paragraphs.

Barking and Dagenham Council leader Darren Rodwell said the authority is “talking” to the government about improving train provision through the borough.

Last week saw the opening of the Elizabeth line, which stretches more than 100km from Reading and Heathrow in the west to Shenfield and Abbey Wood in the east.

But none of its stations are in Barking and Dagenham – with the nearest being Chadwell Heath – and Cllr Rodwell does not believe the borough stands to benefit from the line at the moment.

He has a point and is asking for extra stations in the borough.

Dagenham East on c2c is mentioned.

This paragraph also talks about HS1 domestic.

Cllr Rodwell, who is beginning a third term as council leader, also said HS1 domestic should stop in the borough.

At the moment, the domestic services that run on the line are operated by Southeastern and travel between London and Kent.

The sole stops in the capital are St Pancras and Stratford International.

“It should be Ebbsfleet, Purfleet, Barking, Stratford International” before terminating at St Pancras, Cllr Rodwell said.

“That would be massive for the ability of our young people to get jobs.

I feel he’s right about the jobs, but would the extra stations be possible.

Dagenham East

This map from cartometro.com shows the location of Dagenham East station.

Note.

  1. The Elizabeth Line passing through Romford at the North of the map.
  2. The District Line and c2c passing through Upminster across towards the bottom of the map.
  3. Upminster is in the London Borough of Havering, as are all stations after Dagenham East.
  4. Dagenham East station is the second station on the line and used to be a c2c station until 1962.

This Google Map shows Dagenham East station.

These pictures show the station.

Note.

  • The c2c platforms appear to be still in place. Although, some work needs to be done.
  • A new bridge will be required to access the far platform.
  • six c2c trains per hour (tph) pass through the station.

I feel that perhaps a two tph service between Dagenham East and Fenchurch Street could be possible.

A Thought About High Speed One

High Speed One links London and the Channel Tunnel.

  • Every time a train stops, it increases the total journey time by a couple of minutes.
  • So two extra stops on Southeastern Highspeed services at Purfleet and Barking, would slow the service and take up capacity on High Speed One.
  • If you read the Wikipedia entry for the link, there are several operators, who seem to be hoping to run extra services on the route.
  • In addition Thalys and Eurostar have merged and surely, they will bring London more into their routes.

I feel that what spare capacity, there is on High Speed One will more likely be allocated to European services than domestic services in East London. It’s probably more profitable for the operator of High Speed One for a start.

Purfleet

This Google Map shows Purfleet station and its location in relation to High Speed One.

Note.

  1. Purfleet station is in the South-West corner of the map.
  2. High Speed One runs across the North-East corner of the map.
  3. Purfleet station is served by two tph between Fenchurch Street and Grays.
  4. In Purfleet Station – 19th August 2021, there is a gallery of pictures of Purfleet station.
  5. In that post, I also describe planned developments at Purfleet station.

Given the distance between the current Purfleet station and High Speed One, and the planned developments, I think that an interchange between c2c and High Speed One at the current Purfleet station, would not be a very practical one.

But there may be possibilities to the East, where c2c and High Speed One cross.

This Google Map shows the location of their crossing by the QE2 bridge.

Note.

  1. High Speed One going diagonally NW-SE across the map
  2. The A 282 crossing over the QE2 bridge going North-South.
  3. The c2c line going East-West across the map.

Could the proposed station be built, where the two rail lines cross?

Probably, but!

  • High Speed One would only connect to the Fenchurch Street and Grays service running at two tph.
  • Passengers for the City of Southend would have to change at Grays.
  • There would probably need to be separate lines for expresses to pass stopping trains.
  • Stations on viaducts are expensive to build.

I don’t think a station at Purfleet would be the most practical or affordable of projects.

Barking

This OpenRailwayMap shows the routes of High Speed One and c2c through Barking.

Note.

  1. The red line is High Speed One.
  2. High Speed Two is shown in pink, when it is in tunnel.
  3. The orange line is the c2c line between Fenchurch Street and Grays.
  4. Dagenham Dock station is in the London Borough of Barking and Dagenham.
  5. Rainham station is in the London Borough of Havering.

It looks like Dagenham Dock station would be the only station, where an interchange could be built.

This Google Map shows Dagenham Dock station.

Note.

  1. The top pair of lines are the c2c lines.
  2. The next pair of lines are High Speed One.
  3. The lines below High Speed One are a freight link between High Speed One and the Barking freight hub.

There certainly would appear to be space for two platforms on High Speed One.

But then we still have the problem of an extra station using up valuable space on High Speed One.

The only solution, that I can think of, is that Southeastern HighSpeed services would perhaps stop only at Dagenham Dock or Stratford, but not both.

Conclusion

In this simple analysis, it looks like an extra stop on c2c at Dagenham East is possible, but extra stations on High Speed One might be difficult to fit in.

May 31, 2022 Posted by | Transport/Travel | , , , , , , , , , , | 5 Comments

Following The Barking Riverside Extension – 20th January 2022

I took this route at Barking Riverside.

  • Took a train from from Barking station to Dagenham Dock station.
  • Took an EL3 bus to Stern Close.
  • Walked to Barking Riverside station.
  • Took an EL1 bus to Ilford station.

These are the pictures I took.

It seems to be substantially finished and an Autumn 2022 opening should be possible.

January 21, 2022 Posted by | Transport/Travel | , , , , | Leave a comment

Is A High Capacity Freight Route Being Created On The Midland Main Line?

In the January 2022 Edition of Modern Railways, there is a section, which is entitled Mixed Fortunes For Freight In IRP, where IRP is short for Integrated Rail Plan For The North And Midlands.

In the section, this is said about freight on the Midland Main Line.

Whilst HS2 does relieve the MML, electrification of the route north from Kettering via Derby to Sheffield is of relatively limited use to freight, which is generally routed via Corby and Toton to Chesterfield and Rotherham. That said, assuming electrification of the passenger route includes the slow lines from Leicester to Trent and through Chesterfield, it does provide a base on which freight electrification can be built.

This would involve wiring Corby to Syston Junction (north of Leicester), Trent Junction to Clay Cross (south of Chesterfield) and Tapton Junction (north of Chesterfield) to Rotherham Masborough and Doncaster.

As with the ECML, this ‘freight’ electrification would provide a diversionary route and thus greater resilience for East Midlands Railway services.

In addition, gauge clearance throughout from Corby as part of this package would also be highly beneficial in creating a direct route from the ‘Golden Triangle of Logistics’ in the East Midlands to the North East and Scotland for consumer goods supply chains, boosting modal shift to rail and decarbonisation.

It does seem to be a cunning plan worthy of Baldrick at his best.

So is it feasible?

Which Routes Do Freight Trains Use Now?

Christmas in a pandemic, is not a particularly good time to look at the routes freight trains take.

But by looking at Real Time Trains, I can say this.

  • Many trains take the route via Corby and Syston Junction, rather than the direct route via Market Harborough and Leicester.
  • Leicester is quite busy with freight as trains between Felixstowe and places on the West Coast Main Line, go through the station.
  • Very few freight trains seem to take the route via Derby and the Derwent Valley Mills.
  • Most freight trains between East Midlands Parkway and Chesterfield seem to take the Erewash Valley Line via Toton and Ilkeston.

I don’t think the pattern will change much, if I look at the trains around the end of January.

What Do I Mean By European-Size Freight Trains?

The Wikipedia entry for loading gauge says this about about the route through the Channel Tunnel and up the Midland Main Line.

UIC GC: Channel Tunnel and Channel Tunnel Rail Link to London; with proposals to enable GB+ northwards from London via an upgraded Midland Main Line.

Note.

  1. . GC is 3.15 metres wide by 4.65 metres high.
  2. GB+ is 3.15 metres wide by 4.32 metres high.
  3. GB+ is intended to be a pan-European standard, that allows piggy-back services.
  4. British gauging is so complicated, it isn’t specified in standard units. It must be a nightmare for rolling stock designers.

I’ll take an easy way out and assume that by European-Size Freight Trains, I mean that the route must be cleared for GB+ gauge.

Could Kettering and Syston Junction Via Corby Be Cleared For European-Size Freight Trains?

According to a Network Rail Map from February 2010, the current clearance is as follows.

  • Kettering and Oakham – W7
  • Oakham and Syston Junction – W8

Note.

  1. Oakham and Peterborough is also W8
  2. The main problem seems to be that between Corby and Oakham, there are five tunnels; Corby, Glaston, Manton, Seaton and Wing.
  3. There are also a few overbridges and several level crossings, but they don’t look too challenging.
  4. Between Corby and Oakham, there is the magnificent Welland viaduct, which has eighty-two arches and is Grade II Listed.
  5. Ideally, freight operators would like to run European gauge piggy-back services, with road trailers travelling on flat wagons, as they do in CargoBeamer services.

It would be a tough call to satisfy my last point, but if it can be done it would allow all Midland Main Line freight trains to take the Corby diversion and this would remove the problems of running European gauge trains through Leicester station.

This Google Map shows a section of the Welland viaduct.

It could be key, as it is fully double-track.

But could it support two heavy freight trains at the same time?

But it would be some sight to see, long European-sized freight trains running over the viaduct.

Could The Midland Main Line Between Syston And Trent Junctions Be Cleared For European-Size Freight Trains?

The route is cleared to W7 or W8 between the two junctions and on inspection with my virtual helicopter, I suspect it wouldn’t be that challenging to upgrade.

It would also be sensible to clear the Castle Donnington Line for European-size freight trains, so that they could reach the East Midlands Gateway freight terminal.

This Google Map shows the location of the East Midlands Gateway.

Note.

  1. East Midlands Parkway station is marked by the red arrow in the North-East corner of the map.
  2. Castle Donnington circuit is in the South West corner of the map.
  3. The long East-West runway of East Midlands Airport is clearly visible.
  4. East Midlands Gateway is to the North of the airport.

This second Google Map shows East Midlands Gateway in more detail.

Note.

  1. In the North-East corner is Maritime Transport’s rail freight terminal.
  2. The M1 runs North-South at the Eastern edge of the map.
  3. East Midlands Gateway Logistics Park with two Amazon sheds is in the middle.
  4. The runway at East Midlands Airport is clearly visible.

The Integrated Rail Plan for the North And Midlands has already announced that High Speed Two will join the Midland Main Line to the South of East Midlands Parkway station to serve Derby, Nottingham and Sheffield.

  • This new line will have to go past the airport, either to the North of the Logistics Park or South of the Airport.
  • Could there be a station here, both for passengers and the workers at a very busy freight airport and Logistics Park?
  • Currently, trains between the rail terminal and London, London Gateway and the Port of Felixstowe have to reverse North of the rail terminal to access the terminal.
  • All the rail links between the Midland Main Line and East Midlands Gateway would need to be built to accept European-size freight trains, to ensure maximum flexibility.

It strikes me, that there are a lot of extra features that could be added to the rail network between the Midland Main Line and East Midlands Gateway.

Could The Erewash Valley Line Via Ilkeston Be Cleared For European-Size Freight Trains?

Consider.

  • According to a Network Rail Map from February 2010, the Erewash Valley Line is cleared to W8.
  • According to Wikipedia, it is the second busiest freight route in the East Midlands.
  • Network Rail have spent £250 million on the line in recent years to improve junctions and improve signalling.
  • The route doesn’t have a large number of passenger services.

These pictures show Ilkeston station on the Erewash Valley Line.

Note.

  1. The recently rebuilt bridge and the separate avoiding line.
  2. The Class 158 train under the bridge is 3.81 metres high.

As the European gauge; GB+ is 4.32 metres high, I would feel that Ilkeston station can handle European-size freight trains.

I have flown my virtual helicopter all the way over the Erewash Valley Line from Toton to Clay Cross North junction.

  • It looks as if most of the not many bridges are either recent or could be updated to handle the large European-sized freight trains.
  • It should also be noted that in many places there is a third track or space for them.
  • There are three stations and the Alfreton tunnel.

After this quick look, I feel that the Erewash Valley Line will be able to handle European-size freight trains.

Could Tapton Junction to Rotherham Masborough and Doncaster Be Cleared For European-Size Freight Trains?

This route has very few bridges and I doubt updating wouldn’t cause too many problems.

CargoBeamer

Would it be possible for one of CargoBeamer’s piggy-back trains carrying trailers to run between the Channel Tunnel and the rail terminal at East Midlands Gateway Logistics Park or perhaps another terminal further up the Midland Main Line?

If they could use the Gospel Oak and Barking Line to access the Midland Main Line, I don’t see why not!

Conclusion

It appears that it should be possible to allow European-size freight trains to run between the North of England and the Channel Tunnel.

 

 

January 9, 2022 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | 4 Comments

Barking Riverside Extension On Track For Autumn 2022 Opening

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

The project is about nine months late mainly due to the Covids.

The on-line version of the doesn’t mention anything about the extra trains that will need to be delivered, so let’s hope they are on time.

November 15, 2021 Posted by | Health, Transport/Travel | , , , | 2 Comments

Freight On The East West Main Line

This page on the East West Main Line Partnership web site, describes their ambitions towards freight.

This is said.

The freight and logistics sector is one of the largest contributors to carbon emissions. Greater use of rail for freight and logistics provides additional resilience for the business community, while also acting on the need to achieve net zero.

Whilst not part of East West Rail, removing the bottlenecks on the Felixstowe to Midlands
corridor remains an immediate strategic priority for three sub-national transport bodies (England’s Economic Heartland, Transport East and Midlands Connect wrote to the Chancellor in this regard in July 2020).

However, the design and operation of the East West Main Line should take into account and contribute to the delivery of the requirements of the national rail freight strategy. In due course Great British Railways will have a statutory duty to consider the needs of rail freight and to take those needs into account in planning the future of the rail network.

It is therefore important that the East West Main Line is designed and delivered with the capability of supporting rail freight services without the need for additional works. In this regard due consideration must be given to ensuring that the impact on local communities of rail freight movements is minimised.

I have my thoughts.

Cutting Carbon Emissions In The Freight Sector

The obvious way to do this, would be to electrify every line in the country and purchase a new fleet of electric freight locomotives.

But the problems with this are the expense, disruption and timescale, it would take to replace all the locomotives and put up electrification on every line that might possibly be used by freight trains and  locomotives.

A solution is needed now, not in ten years.

But there are already solutions being demonstrated or developed that will cut carbon emissions from locomotives.

  • Stadler bi-mode Class 88 locomotives are already hauling freight trains and cutting emissions by using electric power where possible. But there are only ten of these locomotives.
  • The thirty Stadler tri-mode Class 93 locomotives on order for Rail Operations Group could or well be a game-changer. It is already known, that they will be able to cruise at 100 mph using electrification, so they will be able to mix it with the expresses on the Great Eastern Main Line. I suspect that these locomotives have been designed to be able to haul freight trains out of the Port of Felixstowe, by juggling the power sources.
  • In Freightliner Secures Government Funding For Dual-Fuel Project, I describe how Clean Air Power are converting a Class 66 locomotive to run on both diesel and hydrogen. This could be a very fruitful route, especially, if the diesel-electric Class 66 locomotives could be fitted with a pantograph to use electrification where it exists.
  • I have been very impressed with the work Wabtec have done to convert a large American diesel-electric locomotive into a battery electric locomotive. I wrote about it in FLXdrive ‘Electrifies’ Pittsburgh. In Could Class 66 Locomotives Be Converted Into Battery-Electric Locomotives?, I concluded that it might be possible to convert Class 66 locomotives into battery-electric locomotives using Wabtec’s technology.
  • In Powered By HVO, I talk about DB Cargo’s use of HVO to cut carbon emissions.

I am also sure that there are probably other solutions to decarbonise freight locomotives under development.

I would hope that over the next few years the amount of diesel fuel used in the freight sector will decrease significantly.

Improved Freight Routes

Currently, freight trains to and from Felixstowe take one of these routes.

  1. Via London – Using the Great Eastern Main Line, North London Line or Gospel Oak and Barking Line, and the West Coast Main Line.
  2. Via Nuneaton – Going via Bury St. Edmunds, Ely, Peterborough and Leicester before joining the West Coast Main Line at Nuneaton.
  3. Via Peterborough – Going via Bury St. Edmunds, Ely and Peterborough before taking the East Coast Main Line or the Great Northern and Great Eastern Joint Line via Lincoln.

The first two routes routes have capacity problems, whereas the third route has been improved by the use of the Great Northern and Great Eastern Joint Line.

Problems on the first two routes include

  • The Great Eastern Main Line is only dual-track.
  • The Great Eastern Main Line and the routes through London are at full capacity.
  • The route via Nuneaton does not have much electrification.

The East West Main Line will open up a new route directly across the country for some services, that currently go via the London or Nuneaton routes.

  • Felixstowe and Birmingham
  • Felixstowe and Glasgow
  • Felixstowe and Liverpool
  • Felixstowe and Manchester

These services could use the East West Main Line to connect with the West Coast Main Line at Bletchley, if the track were to be modified.

In addition services between Felixstowe and South Wales and the West Country could use the East West Main Line to Oxford and then join the Great Western Main Line at Didcot.

The East West Main Line could reduce the number of freight trains on these routes.

  • Great Eastern Main Line
  • North London Line
  • Gospel Oak and Barking Line
  • Peterborough and Leicester Line

The first three lines are certainly at capacity.

The Newmarket Problem

In Roaming Around East Anglia – Coldhams Common, I talked about previous plans of the East West Rail Consortium, who were the predecessor of the East West Main Line Partnership for the rail line between Chippenham Junction and Cambridge through Newmarket.

In this document on their web site, this is said.

Note that doubling of Warren Hill Tunnel at Newmarket and
redoubling between Coldham Lane Junction and Chippenham Junction is included
in the infrastructure requirements. It is assumed that most freight would operate
via Newmarket, with a new north chord at Coldham Lane Junction, rather than
pursuing further doubling of the route via Soham.

I have a feeling that if this plan were to be pursued, the Racing Industry in Newmarket wouldn’t be too keen on all the freight trains passing through the town.

Knowing the town and the racing industry and horses, as I do, I suspect that there will need to be serious noise mitigation measures through the town.

One would probably be a noise limit on the trains passing through, which might be very difficult for long freight trains, even if hauled by a much quieter battery-electric or hydrogen-powered locomotive.

Were the East West Main Line Partnership thinking of Newmarket, when they wrote the last sentence of the web page for freight.

In this regard due consideration must be given to ensuring that the impact on local communities of rail freight movements is minimised.

Newmarket is a unique town with a strong character and you shouldn’t take the town on lightly.

Related Posts

Birth Of The East West Main Line

Freight On The East West Main Line

Route Map Of The East West Main Line

 

 

 

October 8, 2021 Posted by | Hydrogen, Sport, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

Getlink And CargoBeamer Team Up To Launch The First Unaccompanied Cross-Channel Service By Rail

The title of this post, is the same as that of this Press Release from Getlink.

This is the first paragraph and a half.

Eurotunnel and CargoBeamer have signed a partnership which will see the launch of a new, 100% unaccompanied rail freight transport service across the Short Straits, from Calais to Ashford.

The extension of the rolling motorway from Perpignan to Ashford is a logical step in developing a future international intermodal network between the Channel and the Mediterranean. A second route from Domodossola, in the Alps region, to Calais will also be extended to Ashford after its launch in early October.

These are other points from the press release.

  • Both new railway services will prevent 8,000 tonnes of CO2 emissions.
  • They will help to partially resolve the shortage of truck drivers in the UK and Europe.
  • They will relieve traffic congestion on motorways.

It sounds like it could be a worthwhile service with more than the obvious winners.

Who Is CargoBeamer?

This is their web site and it displays an introductory video and this mission statement.

The Road to Rail Sustainable Transport Solutions

CargoBeamer use specially designed rail wagons and this page, which is entitled The Unique CargoBeamer Technology, explains how it works.

This is a claim from the web site.

As soon as the train has arrived, all semi-trailers are transferred automatically and with the simple push of a button. It takes CargoBeamer just 20 minutes to unload 36 semi-trailers from an intermodal train and load the same number at the same time. Both steps simply happen simultaneously. By comparison, a conventional crane terminal needs around three to four hours to handle such a train.

That is certainly not slow.

This video gives a full explanation about how CargoBeamer works.

Note.

  1. They can carry all types of trailers.
  2. The video shows the terminal built on a straight single-track line, where freight trains enter, load and unload and leave.

I must admit I like the design of the terminals, which they describe as Compact2 and Compact3, which gives a clue as to their design.

Their first terminal has opened in Calais and is described in this Press Release, which is entitled CargoBeamer Opens Terminal In Calais.

What Routes Are CargoBeamer Planning?

According to their web site, CargoBeamer have opened or are planning terminals at the following places.

  • Ashford – UK
  • Calais – France
  • Domodossola – Italy
  • Duisburg – Germany
  • KaldenKirchen – Germany
  • Perpignan – France
  • Poznan – Poland

Routes opened or planned include.

  • Domodossola – Calais – Ashford
  • KaldenKirchen – Domodossola
  • Perpignan – Calais – Ashford
  • Poznan – Duisburg

You can certainly understand, why Calais is their first terminal.

Serving The UK 

 

This article on Railway Gazette is entitled CargoBeamer Network Extended To The UK.

This is a paragraph.

Eurotunnnel told Railway Gazette International the aim was to build up to operating whole trains through the tunnel as the market develops, and ultimately to run trains to destinations further inland.

That seems a clear statement of intent.

Ashford could be an easy terminal to develop and I suspect it could be between Ashford and Folkestone, where the Channel Tunnel Rail Link and the M20 run close together. The compact size of the terminal would surely help.

The other sensible place for a terminal would be Barking, which can accept trains to the larger European gauge.

But it would be convenient, if trains could be run through the Channel Tunnel to places like Birmingham, Cardiff, Leeds, Liverpool, Manchester and Scotland.

Gauge clearance of routes to the European size would be a challenging, expensive and disruptive process.

But in Gauge Improvements Across London, I indicated that an enhanced gauge of W12 could be possible through London on the Gospel Oak to Barking and North London Lines.

But seeing that CargoBeamer appear to be targeting the UK, perhaps they have an innovative wagon design for services to the UK, which could have a height limit for trucks.

September 21, 2021 Posted by | Transport/Travel | , , , , , , , , | 5 Comments

Through Barking To Barking Riverside

The excellent maps from carto metro now show full details of the route of the Barking Riverside Extension of the Gospel Oak to Barking Line.

This map shows the tracks going through Barking station.

Note.

  1. The District Line is shown in green.
  2. The Hammersmith & City Line is shown in mauve.
  3. The London Overground is shown in orange.
  4. Where lines are shared, they are shown dotted in both colours.
  5. The two tracks going North West are the Gospel Oak to Barking Line to the West.
  6. There is a flyover linking these two tracks to Platforms 7 and 8 on the South side of the station.

All Overground trains currently terminate in Platform 1, which is the Northernmost of the seven platforms.

After services to Barking Riverside start, some or all of the services will use the flyover and share Platforms 7 and 8 with c2c’s half-hourly service between Fenchurch Street and Grays.

  • Platform 7 will handle c2c services to Grays and Overground services to Barking Riverside.
  • Platform 8 will handle c2c services to Fenchurch Street and Overground services to Gospel Oak.

Passengers who need to reverse direction to perhaps go from Barking Riverside to Purfleet would just walk across the island platform shared by Platforms 7 and 8.

This second map shows the tracks to the East of Barking station.

Note.

  1. The Overground tracks sit between the existing lines.
  2. If Renwick Road station is added to the extension, will it have an island platform between the tracks?

This third map shows the route to Barking Riverside station.

Note.

  1. Barking Riverside station is a two-platform station.
  2. There is a crossover outside the station to allow both platforms to be used to terminate trains.

Strictly speaking to handle the four trains per hour (tph) that are likely to use the station, one platform could be enough, but it looks like the station has been designed for extension across the river to Abbey Wood and Thamesmead.

September 2, 2021 Posted by | Design, Transport/Travel | , , , | 3 Comments

Decarbonisation Of London’s Freight Routes

London has a rail capacity problem, for both freight and passenger trains.

This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).

Surprisingly, the report only mentions decarbonisation once and that is when it is talking about moving the AC/DC switchover point on the West London Line to Kensington Olympia station.

This section from the report describes how dual-voltage electrically-hauled freight trains would handle the electrification on the West London Line.

Although moving the changeover to Shepherd’s Bush would eliminate the need for passenger trains to slow down or stop at North Pole Junction, electrically hauled freight trains will still need to switch power supply modes whilst moving, wherever the AC/DC interface is located.

Due to the substantial incline facing trains running northward on the WLL, which increases in severity towards the Willesden end of the route, it would be preferable for the changeover to be made as far south as possible. This would enable freight trains to slow down to switch traction before reaching the worst of the gradient, giving them a much better chance of regaining line speed once drawing power from the OLE.

Although Kensington Olympia is less than a mile to the south of Shepherd’s Bush, the intervening route section is almost entirely level, with the incline commencing just before Shepherd’s Bush station and continuing to rise sharply along the rest of the WLL. The capacity and performance benefits of relocating the changeover are therefore likely to be greater if the overhead wires are extended to Kensington Olympia, removing the risk to traffic flow that would remain if freight trains were forced to switch whilst running uphill.

This would prepare the West London Line for the transition to electric freight that will be necessary as part of the decarbonisation of the railway over the next thirty years.

Resolving the current traction changeover issues for freight as well as passenger trains would support this transition by encouraging freight operators to invest in electric locomotives to run on the orbital routes, in the confidence that this constraint has been addressed.

Where is Network Rail’s guidance?

These are a few thoughts.

How Many Of The Freight Trains Through London Could Be Electrically-Hauled?

Most freight trains are hauled by diesel Class 66 locomotives.

But that doesn’t mean that these freight trains between say Ipswich and Cardiff are electrically-hauled on what is a fully-electrified route.

There are various reasons, why they aren’t.

  • There are large fleets of cheap, nasty and polluting Class 66 locomotives.
  • There isn’t many suitable electric locomotives.
  • The routes to major ports like Felixstowe, Immingham, London Gateway and Southampton are not electrified.
  • Many busy cross-country freight routes like Ipswich and Peterborough are not fully-electrified.

But powerful bi-mode electric-locomotives, like the Class 88 locomotives, that can do many tricky trips in the UK are available. Although there are only ten of them.

I have done a quick analysis and found the following.

  • There are a good proportion of lighter weight freight trains, that are not long and heavy.
  • There are a good proportion of freight trains running over routes that are electrified with 750 VDC third-rail equipment.
  • There are also some freight services, where a dual-voltage locomotive would be needed.
  • If a locomotive had a Last-Mile capability of perhaps forty miles, a lot of services could be electric-hauled.

Network Rail should do an analysis of all freight working in the various regions of the UK, to find out what are the needs of the electrically-hauled market in the various regions of the UK.

Could There Be A London Locomotive?

I wouldn’t want to get too regional, but looking at the figures, I think the following locomotive could be developed to handle freight trains in and through London.

I’m very much of the opinion, that the UK needs a battery-electric locomotive with the following capabilities.

  • The physical size and axle loading of a Class 68 or 88 locomotive.
  • Up to 4 MW when running on 25 KVAC overhead electrification.
  • Up to 2.5 MW when running on 750 VDC third-rail electrification.
  • Up to 2 MW for 30 minutes when running on battery power.
  • Regenerative braking to batteries.

Note.

  1. The axle load of a Co-Co Class 66 locomotive is 21.6 tonnes.
  2. The axle load of a Bo-Bo Class 88 locomotive is 21.5 tonnes.

But the overall weight of the Class 66 locomotive is fifty percent higher.

I believe, that a locomotive with this specification could replace the ubiquitous, cheap, smelly, polluting and carbon-emitting Class 66 locomotive on a lot of duties. Especially, in London and the South East, where there is a lot of running on tracks with 750 VDC third-rail electrification.

I believe that this locomotive would be able to haul some of the heaviest trains on these routes.

  • Ipswich and the Port of Liverpool via London.
  • Ipswich and Wentloog (Cardiff) via London.
  • Ipswich and Coatbridge via London.
  • Ipswich and Birmingham via London.
  • Ipswich and Crewe via London.

These routes cry out for the ability to be able to do the last miles into Felixstowe.

Ipswich And Felixstowe On Battery Power

If the diesel engine and all the associated gubbins are removed from a Class 88 locomotive, a battery with the same weight could be fitted into the locomotive, without unduly affecting handling or axle load.

Doing rough calculations, this battery would have a capacity of at least 1 MWh.

  • This battery would be able to supply 2.5 MW for twenty-four minutes, which would be a very valuable Last-Mile capability.
  • The battery would also enable regenerative braking to the battery, which would increase the energy efficiency of the locomotive.

These capabilities may open up the possibility of battery-electric haulage of some trains into and out of the Port of Felixstowe.

  • Freight trains take around 32 minutes to travel from the Great Eastern Main Line to the port.
  • Freight trains take around 36 minutes to travel from the port to the Great Eastern Main Line.
  • The route is fairly level although there is the climb over Spring Road viaduct.

If necessary, the route could be electrified, between the Great Eastern Main Line and Derby Road station.

  • The climb over the viaduct would be electrified.
  • Only 21 minutes of the route would not be electrified.

I believe that, it would be possible for Stadler to design a dual-mode battery-electric locomotive that could haul most of the heaviest trains into and out of the Port of Felixstowe.

This would effectively decarbonise a large proportion of freight traffic on the North London and Gospel Oak to Barking Lines.

Third-Rail Freight

In addition, a locomotive of this class, with a third-rail capability would be able to handle the numerous freight trains on the third-rail network.

With third-rail electrification, there are always worries that it can supply enough power.

  • A Class 66 locomotive has a diesel engine generating 2.5 MW.
  • An eight-car Class 700 train is rated at 3.3 MW. These trains are seen all over South London.
  • A Class 377 train is rated between 0.8 and 1.2 MW. Pairs of these trains are seen all over South London.

It would appear that an electric Class 66-sized locomotive would only draw the same power as typical trains on the third-rail network.

So perhaps a dual-voltage electric locomotive suitable for freight through much of South London, wouldn’t leave all of South London in the dark?

Junctions Which Need Upgrading

The London Rail Freight Strategy, identifies these junctions as needing an upgrade.

Would these junctions be easier to upgrade, if the designers of the junctions, knew that many more trains using the junction were to be hauled by powerful and spritely electric-haulage?

West London Line Issues

Two of the posts covering the London Rail Freight Strategy concern the AC/DC  switchover on the West London Line.

The proposed locomotive wouldn’t care where the switchover happened, as it would use batteries to achieve a smooth switchover.

Conclusion

The UK rail network needs a go-anywhere battery-electric locomotive.

Related Posts

These are related posts about the London Rail Freight Strategy (LRFS).

Doubling Harlesden Junction

East Coast Main Line South Bi-Directional Capability

Gauge Improvements Across London

Gospel Oak Speed Increases

Headway Reductions On The Gospel Oak To Barking, North London and West London Lines

Heavy Axle Weight Restrictions

Kensal Green Junction Improvement

Longhedge Junction Speed Increases

Moving The West London Line AC/DC Switchover To Kensington Olympia

Moving The West London Line AC/DC Switchover To Shepherd’s Bush

Nunhead Junction Improvement

Stratford Regulating Point Extension

Will Camden Road Station Get A Third Platform?

Will Clapham Junction Station Get A Platform 0?

June 28, 2021 Posted by | Design, Transport/Travel | , , , , , , | 14 Comments

Heavy Axle Weight Restrictions

London has a rail capacity problem, for both freight and passenger trains.

This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).

One of the secondary recommendations of the report is to improve the capacity to handle trains with heavy axle weight restrictions.

The report explains it like this.

In consultation with train drivers for the Freight Operating Companies and Network Rail structural engineers, this study has identified a list of Heavy Axle Weight restrictions on routes used by freight in London, which are known to negatively impact the movement of heavier trains around the
network.

The resulting proposal, as part of the LRFS, is for packages of works to enable the removal of these restrictions to be progressed.

A general package of cross-London interventions, targeting structures across a variety of routes, has been outlined for development. In addition, a large stretch of the Gospel Oak-Barking Line, where Heavy Axle Weight traffic is subject to a blanket 20mph speed restriction, should be the focus of a dedicated package of works to facilitate the removal of that restriction and to strengthen the route so that it is capable of accommodating future
rail freight growth.

Although these proposed packages of works should address the structures currently known to cause speed restrictions that negatively impact freight operations in London, maintaining the infrastructure to a level that can safely accommodate Heavy Axle Weight loads is an ongoing challenge for
Network Rail.

There are no permanent fixes when dealing with structures that have been bearing railway traffic since the nineteenth century. Ongoing maintenance funding to prevent the need for HAW speed restrictions to be imposed in the first place is just as critical as interventions to remove existing ones.

It sounds to me that, as with Gauge Improvements Across London, there needs to be a full survey to identify all the places, where heavy axle weight is a problem.

It does sound from the report, that some of the remedial works will not be trivial.

Conclusion

I don’t think Network Rail will be keen to rebuild all the freight routes through London.

Related Posts

These are related posts about the London Rail Freight Strategy (LRFS).

Decarbonisation Of London’s Freight Routes

Doubling Harlesden Junction

East Coast Main Line South Bi-Directional Capability

Gauge Improvements Across London

Gospel Oak Speed Increases

Headway Reductions On The Gospel Oak To Barking, North London and West London Lines

Kensal Green Junction Improvement

Longhedge Junction Speed Increases

Moving The West London Line AC/DC Switchover To Kensington Olympia

Moving The West London Line AC/DC Switchover To Shepherd’s Bush

Nunhead Junction Improvement

Stratford Regulating Point Extension

Will Camden Road Station Get A Third Platform?

Will Clapham Junction Station Get A Platform 0?

 

June 27, 2021 Posted by | Transport/Travel | , , , , | 17 Comments