The Anonymous Widower

More Trains Watford Junction To London Euston Route Thanks To Class 710s

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

This paragraph sums up the new service.

From Sunday 17 November, Transport for London (TfL) will start to run four trains per hour (approximately every 15 minutes) throughout the day.

Currently, there are only three trains per hour (tph), which until a couple of months ago, were five car trains.

  • So it appears that the service will be increasing from three trains and fifteen cars per hour to four trains and sixteen cars per hour.
  • Checking the on-line timetable, it also appears that service might be a few minutes faster.
  • I can’t be sure of the latter as the on-line timetable or my internet connection seems to be playing up.
  • The Watford DC Line will now have the standard London Overground frequency of four tph.

The big improvement with both the the Watford DC Line and the Gospel Oak and Barking Line using identical trains could be in service recovery.

  • Eight trains are needed to run a full service on both lines.
  • Eighteen trains have been ordered.
  • This would mean one could be in maintenance and one can be kept as a hot spare.

It is not as tight as it looks, because I suspect a five-car Class 378 train can fill in on the Watford DC Line, if required.

 

 

 

November 6, 2019 Posted by | Transport | , , , , | Leave a comment

Minister Quotes Definitive Dates For Final Northern Pacer Withdrawals

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

This is the introductory paragraph.

Class 142 Pacers are expected to be withdrawn by Northern by February 17 2020, with all the ‘144s’ out of service by May 17 2020, according to Rail Minister Chris Heaton-Harris.

This is a mess and a mess, where the main culprits are not those usually blamed by the unfortunate travellers; Northern Rail  and the Government.

  • Network Rail made a terrible hash of installing electrification, mainly it appears to some bad surveying, some bad management decisions and their hiring of Carillion.
  • CAF for the late delivery of Class 195 and Class 331 trains.
  • Porterbrook and their contractor for the late delivery of Class 769 trains.

There was a similar problem on the Gospel Oak to Barking Line as Bombardier were having problems with the computer systems on the Class 710 trains, which came into service several months after the electrification was finally complete.

So Bombardier put their hands up and paid for a free month’s travel on the line.

Surely, those that are responsible for the Pacers still being in service, should follow Bombardier’s  lead.

 

October 31, 2019 Posted by | Transport | , , , , , , , , | 5 Comments

The London Overground Is Still Running Four-Car Class 378 Trains

This picture shows the three spare cars, that were taken from three five-car Class 378 trains to make them short enough to work the Gospel Oak to Barking Line.

I would have thought that the trains would have returned to their full length, but they have been put into service on the Watford DC Line.

Perhaps, London Overground want to keep them at four-cars, as a precaution against a serious bug in the Class 710 train’s computer system.

Only when the Class 710 trains are behaving impeccably will the full length be restored.

Trains On The Watford DC Line

As it is, the services on the Watford DC Line are being changed from three x five-car trains per hour to four x four-car trains per hour.

This is roughly the same number of cars per hour, but at a higher frequency.

According to Wikipedia seven Class 710 trains are needed for the full service.

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

The Coolest Trains In London

It was hot in London today, so I thought I’d investigate how well the New Class 710 trains on the Gospel Oak to Barking Line.

I did the following journeys.

  • A 141 bus from my house to Harringay Green Lanes station.
  • A Class 710 train between Harringay Green Lanes and Gospel Oak stations.
  • A Class 710 train between Gospel Oak and Blackhorse Road stations.
  • A Victoria Line train between Blackhorse Road and Highbury & Islington stations.
  • A Class 707 train between Highbury & Islington and Moorgate stations.
  • After doing some shopping, I took a 141 bus to my home.

I took these pictures on the route.

Some observations.

Passengers Towards Gospel Oak Weren’t Numerous

The train going to Gospel Oak station wasn’t very full, wil only about half the seats taken.

The Train From Gospel Oak Was Packed

It was rather different going back, as every seat on the train was taken and there were passengers standing.

The Seats And Air In The Train Were Comfortable

I would certainly recommend a trip in a Class 710 train on a hot day, as a means to cool off.

Let’s hope that all the other classes of Aventras have the same quality of air-conditioning.

The Victoria Line Wasn’t Busy

The air and temperature ion the Victoria Line wasn’t bad, but it wasn’t of the same quality as the Class 710 train.

But the trip made me think that passengers avoid the deep tube in hot weather.

Class 707 Train To Moorgate

I used the cross-platform interchange at Highbury & Islington station to switch to a Class 707 train, running a Great Northern service to Moorgate station.

The air-conditioning was working well and the two other passengers remarked that it was good in this hot weather.

It’s a pity that these trains have ironing-board seats.

Will These Trains Cut Crime?

When I moved to Dalston in 2010, the service along the North London Line was just being launched and wasn’t fully running until May 2011.

Dalston was the haunt of aimless youth and it wasn’t the best place to live.

Nine years on and it has all changed.

The youths have disappeared and the perceived threat of crime seems down. So where have they all gone?

From stories I have heard, public transport has improved so much, that a large proportion of the youths, have discovered something better to do! It’s called work.

  • New Class 378 trains
  • North London Line trains have gone from four trains per hour (tph) to eight.
  • East London Line trains didn’t exist in 2010 and are now sixteen tph.
  • There are several fleets of new buses.
  • Increases in train frequencies are planned.

Dalston is now a much better place to live.

The new Class 710 trains will soon be running on the following routes.

  • Gospel Oak to Barking Line
  • Liverpool Street to Cheshunt
  • Liverpool Street to Chingford
  • Liverpool Street to Enfield Town

And the new Class 707 trains will soon be running on the following routes.

  • Moorgate to Hertford East
  • Moorgate to Stevenage
  • Moorgate to Welwyn Garden City

Most new trains will be in service by the end of this year.

The following will be delivered.

  • More capacity
  • Increased frequencies
  • Better comfort
  • Wi-fi and power sockets
  • On-train CCTV

A lot of the previous ancient trains will be scrapped.

Will the new trains cut crime and the perception of crime in the areas of North-East London, that they serve.

It is too early to tell, but good public transport has had a remarkable affect on Dalston.

So will the same thing happen in Enfield, Hasringey and Wathamstow?

 

Conclusion

I wonder how many people with a Freedom Pass like me are cooling off in this weather by using these and other trains.

July 25, 2019 Posted by | Transport | , , , , , | 2 Comments

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

I Don’t Think Bombardier And Transport for London Will Be Disappointed

I’ve just been through this week’s performance of the service on the Gospel Oak to Barking Line, using the Real Time Trains web site.

  • This week was the first with a full four trains per hour service with four-car trains.
  • There were a couple of cancellations on Monday and Tuesday.
  • On Monday, a station guy, said there were problems earlier, but I found the service, as it should be.
  • On one day this week BBC London said there was a shortage of drivers around 07:30, but two bulletins later, they stated service was normal.

Not bad for the first week of a full service!

Train Testing And Driver Training?

It should also be noted that most nights, there are a few movements out of Willesden TMD. Are these test runs and/or driver training?

Ridership

I haven’t ridden the trains this week in the Peak, but in the Off Peak, the number of passengers does appear to be down on a few weeks ago.

It could of course be the increase in frequency!

Next week, I’ll have a ride in the Peak!

Conclusion

I suspect that Bombardier and Transport for London are not disappointed.

June 28, 2019 Posted by | Transport | , , , , | 3 Comments

Barking Riverside Extension – 24th June 2019

I took these pictures, where the arking Riverside Extension will turn off to the East of Renwick Road bridge.

It looks like the piles are going in and there is a lot of catenary renewal.

I think that this project could be on time.

June 25, 2019 Posted by | Transport | , | Leave a comment

Three-Year Nightmare Is Over! Full Service Resumes On Gospel Oak To Barking Overground Line

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

There is little more to say!

I went to Barking today and every time, I used a train, the displays were showing the next train was fifteen minutes behind.

I also rode both types of trains, so the Class 378 trains are still being used.

June 24, 2019 Posted by | Transport | , , , , | 2 Comments

A Tale Of Two Trains

This morning, I rode between Essex Toad and Moorgate stations in a very graffitied Class 313 trains. Apparently, there are only a few of the new Class 717 trains in service.

It also appears that there are only two new Class 710 trains running on the Gospel Oak To Barking Line.

Surely, now software and signalling issues have been sorted on these trains, a few more should have entered service.

Or is it problems of mileage accumulation or a lack of trained drivers?

June 17, 2019 Posted by | Transport | , , , , | 4 Comments

What Is The Kinetic Energy Of A Class 710 Train?

I finally got a good look at a Class 710 train at Gospel Oak station this morning.

The picture shows the plate on the end of a DMS car.

  • The weight of the train is 157.8 tonnes. Note that the four-car Class 378 trains weigh 172.1 tonnes.
  • 700 passengers at 90 Kg each with baggage, bikes and buggies would be 63 tonnes.
  • That would be a total weight of 220.8 tonnes.
  • The operating speed is shown as 75 mph., which is the same as the Class 315 train, that many Class 710 trains will replace.

Using the Omni Kinetic Energy Calculator gives a kinetic energy of 34.5 kWh.

For completeness these are the figures for different speeds.

  • 50 mph – 15.3 kWh
  • 60 mph – 22.1 kWh
  • 90 mph – 49.4 kWh – Operating speed of a Crossrail Class 345 train.
  • 100 mph – 61.3 kWh – Operating speed of many electric multiple units.

Note that the amount of energy is proportional to the square of the speed.

What Do The  Kinetic Energy Figures Show?

These are a few of my thoughts.

What Is Regenerative Braking?

A full Class 710 is travelling along at 75 mph, ihas 34.5 kWh of kinetic energy. Whenit needs to stop at a station, this energy has to be dissipated.

With normal friction brakes, the energy will be converted into heat and wasted.

But with regenerative braking, the traction motors are used in reverse to generate electricity.

This electricity is generally handled in one of three ways.

  • It is passed through resistors on the roof of the train and turned into heat and wasted.
  • It is fed back into the electrification and used by nearby trains. This needs special transformers feeding the electrification.
  • It is stored in a battery or other energy storage device on the train.

The last method is the most efficient, as the stored energy can be used to help restart the train and regain line speed.

Can The Lea Valley Lines Electrification Handle Regenerative Braking?

This question must be asked, as if the lines can’t then running trains with batteries could be the best way to handle regenerative braking and improve efficiency and reduce the electricity bill.

It should be noted, that the Chingford and Enfield Town routes are not shared with any other trains, so running Class 710 trains on these routes may have advatages in the maintenance of the electrification, if the trains handle the regenerative braking.

On the Cheshunt route, there are also some Greater Anglia services, but these will generally be run by Class 720 trains, which are also Aventras.

On the other hand, the electrification on the Gospel Oak to Barking Line has probably been installed to handle the reverse currents.

Do Class 710 Trains Have Regenerative Braking?

Search the Internet for “Class 710 train regenerative braking” and you find little in addition to my ramblings.

But other Aventras, like Crossrail’s Class 345 trains have been stated to have regenerative braking.

I also repeated my views in an article in Rail Magazine, which I described in I’ve Been Published In Rail Magazine.

No-one has told me that they disagree with my views and I was talking rubbish!

So I will assume that Class 710 trains do have regenerative braking!

The Aventra’s Electrical Systems

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

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

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

But even in 2011, Bombardier were thinking about energy storage on the train.

How Much Storage Would A Class 710 Train Need?

As I said earlier, I train would need sufficient energy storage to store the kinetic energy of a train.

As my calculations show that a full train travelling at the maximum speed of 75 mph, then the energy storage for this version of a Class 710 train must be able to store at least 34.5 kWh, at all times.

The size of the on board energy storage could be around 40-50 kWh, which is readily available in a lithium ion battery, that has been designed for transport use.

Where Would The Energy Storage Be Placed?

The extract above says that two cars hold the electrical systems.

These pictures show the pantograph car and driver car next to it.

 

Note that underneath the pantograph car is a transformer.

So are these, the pair of cars, the extract describes? They certainly could be!

This is a selection of pictures of the underneath of the driver car.

 

Note.

  1. There are two large boxes with latches under both driver cars.
  2. Next to these boxes is a smaller box. At the pantograph end of the train, it is open and looks like a cooling system for the two boxes
  3. At the other end of the train, the smaller box appears to have a blanking plate, so perhaps the boxes are empty.

The only sensible use I can think of for the boxesis to store the batteries or capacitors.

I

I would estimate that each of the four large boxes.

  • Is about a metre wide.
  • Is about 0.3 metres high.
  • Is sized to fit within the 2.7 metre width of the train. Perhaps 2.5 metres.

These give a column of 0.75 cubic metres.

Bombardier used to manufacture a Primove 50 kWh battery, which was built to power trams and trains, that had the following characteristics.

  • A weight of under a tonne.
  • Dimensions of under two x one x half metres.

Were these boxes under the floor of the driver cabs of the Class 710 train designed to hold a Primove 50 kWh or similar battery?

Four batteries could give the train as much as 200 kWh of energy storage.

But surely for trundling along the Gospel Oak to Barking Line. a smaller battery capacity would be sufficient. I suspect that you fill the boxes with how many batteries you need and the computer does the rest.

Perhaps, just one 50 kWh battery would be enough! This could explain, why the cooling system appears to be blanked off at one end of the train.

Could The Batteries Be Used To Power The Class 710 Train?

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

So a 50 kWh bsttery would give the following ranges with these consumption rates for a four-car Class 710 trains.

  • 3 kWh – 4.2 miles
  • 4 kWh – 3.1 miles
  • 5 kWh – 2.5 miles

It looks to me, that battery power would be possible over the extension to Barking Riverside station, which is about a mile long.

Battery power would also other uses.

  • Moving the train to a safe place for passenger evacuation, when the overhead electrification fails.
  • Moving the train in a depot or sidings, without overhead power.
  • Running innovative on-board services for maintenance and train preparation, when the train is parked overnight.

Reliable battery power has a lot of uses on a train.

West London Orbital Railway

The West London Orbital Railway would have less than ten miles of lines without electrification, with several electrified miles on either side.

I believe that Class 710 trains with the right amount of batteries could bridge the gap and make a massive difference to rail transport in North and West London.

I think that jumping a gap of a few miles on battery power, may well be easier than doing an Out-and-Back service..

A Flexible System

As it appears, each Class 710 train has got four battery boxes, I suspect that batteries can be installed as to the needs of the route.

  • Standard operation on Gospel Oak to Barking, Watford DC Lines and Lea Valley Lines could be one or two batteries to handle regenerative braking.
  • Out-and-Back to Barking Riverside station ,might need two batteries.
  • West London Orbital services might need three or four batteries.

These battery boxes also could be designed to allow an easy and quick change of battery, as batteries on buses have given Transport for London trouble in the past.

Conclusion

Bombardier’s design of the Aventra has been designed with battery operation in mind, which opens up lots of possibilities!

May 25, 2019 Posted by | Transport | , , , , | 5 Comments