The Anonymous Widower

Extending The Elizabeth Line – Connecting Great Eastern Main Line Services To The Central Tunnel

If say it was ever needed to run a train between Ipswich or Southend Victoria stations and the Central Tunnel of the Elizabeth Line, three things must be possible.

Trains Would Have To Be Compatible With The Central Tunnel Of The Elizabeth Line

As any train would have to be compatible with the platform-edge doors in the central tunnel of the Elizabeth Line, the trains would have to be dimensionally identical to the current Class 345 trains.

  • Nine cars
  • Possibility of lengthening to ten cars.
  • 204.73 metres long.
  • 6 sets of doors per carriage
  • Ability to run under full digital signalling.

I covered this in detail in Extending The Elizabeth Line – High Speed Trains On The Elizabeth Line.

Trains Would Need A 100 mph Capability To Travel On The Fast Lines Of The Great Eastern Main Line

They would be designed for a higher speed of at least 100 mph, to enable running on the fast lines.

The faster running would ease scheduling of the trains.

Effectively, the train would be a Class 345 train with more features and considerably more grunt.

Trains Must Be Able To Connect Between The Fast Lines And The Central Tunnel Of The Elizabeth Line At Stratford

This map from cartometro.com shows the track layout at Stratford.

Note.

  1. The Elizabeth Line is shown in black and purple.
  2. The Elizabeth Line to Shenfield goes through Platform 8 at Stratford station and Platform 2 at Maryland station.
  3. The Great Eastern Main Line to Shenfield goes through Platform 10 at Stratford station and Platform 4 at Maryland station.
  4. The Stratford country end crossovers allow a train using the Elizabeth Line Central Tunnel to go through Platform 8 at Stratford station and Platform 4 at Maryland station before continuing on the Great Eastern Main Line.
  5. The Elizabeth Line to Central London goes through Platform 1 at Maryland station and Platform 5 at Stratford station.
  6. The Great Eastern Main Line to Central London goes through Platform 3 at Maryland station and Platform 9 at Stratford station.
  7. The Stratford country end crossovers allow a train using the Great Eastern Main Line to go through Platform 3 at Maryland station and Platform 3 at Stratford station before continuing through the Elizabeth Line Central Tunnel.

I am fairly sure that the track layout at Stratford allows trains to go both ways between Great Eastern Main Line and the Elizabeth Line Central Tunnel.

September 3, 2022 Posted by | Transport/Travel | , , , , | 2 Comments

Extending The Elizabeth Line – High Speed Trains On The Elizabeth Line

This may seem rather fanciful, but could it be the way to maximise the use of the Elizabeth Line?

  • I feel that the Elizabeth Line will eventually serve other destinations like Basingstoke, Beaulieu, Oxford, Southend and Swindon.
  • The capacity of the Elizabeth Line will grow to over thirty trains per hour (tph) under control of digital signalling.

These are a few thoughts.

The Design Of The Trains

As any train would have to be compatible with the platform-edge doors in the central tunnel of the Elizabeth Line, the trains would have to be dimensionally identical to the current Class 345 trains.

  • Nine cars
  • Possibility of lengthening to ten cars.
  • 204.73 metres long.
  • 6 sets of doors per carriage
  • Ability to run under full digital signalling.

They would be designed for a higher speed of at least 110 or 125 mph, to enable running on the fast lines of these routes.

  • East Coast Main Line
  • Great Western Main Line
  • Midland Main Line
  • West Coast Main Line

They would also be able to run at 100 mph on the Chiltern Main Line, the Great Eastern Main Line and the North Kent Line.

The faster running would ease scheduling of the trains.

Extra facilities could include.

  • Toilets
  • Tables
  • A third-rail capability for running in Kent.

Effectively, it would be a Class 345 train with more features and considerably more grunt.

Note that in A High Speed Train With An IPEMU-Capability, I started the post with the following.

Bombardier were reported by Ian Walmsley in the April 2016 Edition of Modern Railways, to be developing Aventra, with a 125 mph capability.

Bombardier have also told me, that all Aventras will be wired so they could be fitted with on-board energy storage.

Could it be that the design of a Class 345 train could be modified to run at higher speeds? I wouldn’t be surprised.

Oxford To Southend Victoria

This could be a typical route.

  • Between Oxford and Paddington, it would follow a route similar to the GWR’s Oxford service with stops at just Reading and Slough.
  • At Paddington the train would take the Central Tunnel of the Elizabeth Line and travel under London, at the same speed as the other trains.
  • It would emerge at Stratford and move to the Great Eastern Main Line.
  • It would probably stop at Stratford, Romford, Shenfield and all stations to Southend Victoria.

Note.

  1. Digital signalling would enforce the precise timekeeping needed.
  2. Much of the Oxford and Paddington section would be up to speeds of at least 125 mph.
  3. Times in the Central Tunnel of the Elizabeth Line would be identical to the current Class 345 trains.
  4. Much of the Stratford and Southend section would be up to speeds of at least 100 mph.

I estimate that total time would be a few minutes under two hours.

Connecting To The Central Tunnel Of The Elizabeth Line At Royal Oak

I discuss this in Extending The Elizabeth Line – Connecting Great Western Main Line Services To The Central Tunnel.

Connecting To The Central Tunnel Of The Elizabeth Line At Stratford

I discuss this in Extending The Elizabeth Line – Connecting Great Eastern Main Line Services To The Central Tunnel.

 

 

Connecting To The Central Tunnel Of The Elizabeth Line At Abbey Wood

This map from cartometro.com shows the track layout at Abbey Wood.

Note.

  1. The Elizabeth Line is shown in purple.
  2. The North Kent Line is shown in black.
  3. The North Kent Line platform to London is the Southernmost platform and is numbered 1.
  4. The North Kent Line platform from London is the other Southern platform and is numbered 2.
  5. The Elizabeth Line platforms are numbered 3 and 4.
  6. Platform 4 is the Northernmost platform.

At present the Elizabeth Line service to Abbey Wood station is twelve tph, with each platform handling six tph.

This picture shows trains in both Platform 3 and 4 looking towards the station buildings.

Note.

  1. Platform 3 is on the right.
  2. Platform 4 is on the left.

In Elizabeth Line To Ebbsfleet Extension Could Cost £3.2 Billion, I talk about this proposal as described in this article on Ian Visits.

One of the key features of Crossrail To Ebbsfleet (C2E) project is that instead of all trains terminating at Abbey Wood, trains will terminate as follows.

  • Abbey Wood – 4 tph
  • Northfleet – 4 tph
  • Gravesend – 4 tph

This will mean that 8 tph would pass through Abbey Wood station.

  • Platform 4 could certainly handle the four that terminated on the Elizabeth Line.
  • Platform 3 would need to handle eight tph in both directions or sixteen tph to fulfil the proposed C2E service.
  • This would be one train every 225 seconds.

I believe that digital signalling could handle this easily and safely.

I am fairly sure that the track layout at Abbey Wood allows eight tph to go both ways between the North Kent Line and the Elizabeth Line Central Tunnel.

The Maximum Capacity At Abbey Wood Station

Because of the current track layout at Abbey Wood, I believe that without track modifications, Abbey Wood station will not be able to handle more than 12 tph.

Thameslink

These proposed trains would also be compatible with Thameslink, as this route has no platform edge doors.

No platform extensions would be needed, as the Class 345 trains are shorter than the 12-car Class 700 trains.

If they were 125 mph trains, then this would ease timetabling on the East Coast Main Line, as the trains could mix it with the expresses on the fast lines.

Could These High Speed Trains For The Elizabeth Line Have A Cruising Speed Of 140 mph?

It is likely, when full authority digital ERTMS signalling is installed on main lines out of London, that 140 mph will be possible on some at least these routes.

  • East Coast Main Line
  • Great Western Main Line
  • Midland Main Line
  • West Coast Main Line

The extra speed would maximise capacity.

August 4, 2022 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 4 Comments

Extending The Elizabeth Line – Rebuilding Shenfield Station

I have a feeling that Shenfield station will become a bottleneck on the Great Eastern Main Line.

  • I feel that both passenger and freight traffic will increase through the station in the next ten years.
  • I also feel that there is a possibility that the Elizabeth Line will be extended to Southend/Airport/Victoria and/or Beaulieu.
  • Yesterday, I changed between a Southend and a Lizzie Line service, which meant down in one lift and up in another.
  • With more and more housing likely to be built in the area, I wouldn’t be surprised to see a lot more parking.

I wouldn’t be surprised to see the station needing to be rebuilt and expanded in the next few years.

July 7, 2022 Posted by | Transport/Travel | , , , , | Leave a comment

Extending The Elizabeth Line – An Extension To Southend Airport

The Wikipedia entry for Crossrail, has a section for an extension to Southend Airport, where this is said.

Stobart Aviation, the company that operates Southend Airport in Essex, has proposed that Crossrail should be extended beyond Shenfield along the Shenfield–Southend line to serve Southend Airport and Southend Victoria. The company has suggested that a direct Heathrow-Southend link could alleviate capacity problems at Heathrow. The extension proposal has been supported by Southend-on-Sea City Council.

I have written about extending Crossrail to Southend before in Council Launches Campaign To Extend Crossrail To Southend-on-Sea.

In that post, I gave these reasons.

  • Extra capacity between London and Southend
  • A more intensive service to Southend Airport
  • A twenty-four hour service to Southend Airport
  • Enabling housing
  • Taking pressure from Liverpool Street

I came to the conclusion, that extending the Elizabeth Line to Southend could have a lot going for it.

Times Change

But that post was written nearly four years ago and times change and they will change more in the next few years.

The Elizabeth Line Trains Are Shorter Than The Liverpool Street And Southend Victoria Trains

This has also happened and the pair of five-car Class 720 trains, that Greater Anglia use for Southend Victoria services are over thirty metres longer than the Elizabeth Line’s nine-car Class 345 trains.

This would mean that there would be no need for platform lengthening along the route to Southend Victoria.

Zero-Carbon Aircraft Are Under Development

Zero-carbon aircraft like the Heart Aerospace ES-19 could be in service by 2027. These aircraft will probably have a limited range of around 400 km and a charge time of 40 minutes.

  • Southend Airport’s position on the East side of London would enable the creation of zero-carbon flights to places like Amsterdam, Brussels, Lille, Paris and Rotterdam.
  • A quick estimate indicates that aircraft like the ES-19 could fly from Southend to Amsterdam and recharge in around two hours.
  • Intensively scheduled, these electric aircraft could make several round trips per day.
  • Would almost silent electric aircraft be able to fly twenty-four hours per day?

These flights could seriously increase the number of passengers to Southend Airport before the end of the decade.

More Housing

I think more housing will be built between Shenfield and Southend, which will increase the need for more services past Shenfield.

The Great Eastern Main Line Will Have Full Digital Signalling

More and more trains will be running on the Great Eastern Main Line and like other main lines in the UK, it will receive full digital signalling, which would probably be applied to the Shenfield and Southend Line.

This would give the extra capacity to Southend Victoria, that running the Elizabeth Line to Southend Airport and Southend Victoria would need.

Possible Services

I think there are two main possible options, but there may be others.

  • A long Elizabeth Line extension all the way to Southend Victoria.
  • A short Elizabeth Line extension only as far as Southend Airport.

My feelings are as follows.

  • The Greater Anglia service should remain as it is with three trains per hour (tph) calling at all stations to Shenfield, Stratford and Liverpool Street.
  • Perhaps three or four Elizabeth Line tph would extend to Southend Victoria, calling at all stations.
  • All Elizabeth Line trains would call at all stations to and from London, as they do now!

Full digital signalling would handle the extra trains.

 

Conclusion

I think it will be unlikely that the Elizabeth Line will be extended to Southend in the next few years, but before the end of the decade, I can certainly see limited  Elizabeth Line services going all the way to Southend Victoria.

June 19, 2022 Posted by | Transport/Travel | , , , , , , , , | 3 Comments

Essex And Network Rail Get Planning For Beaulieu Station

This page on the Network Rail website is entitled Network Rail And Essex County Council Are Working Together To Develop Proposals For The First Railway Station To Be Built On The Great Eastern Main Line For Over 100 Years.

These are the first two paragraphs.

The new station is part of a wider regeneration of the Beaulieu Park estate in Chelmsford with new road infrastructure and up to 14,000 homes.

Essex County Council, in partnership with Chelmsford City Council and the South East Local Enterprise Partnership (LEP), successfully secured £218m of funding from the Government’s Housing and Infrastructure (HIF) fund together with £34m contributions the South East Local Enterprise Partnership and developer Countryside Zest to deliver the wider scheme.

These are some more points from the page.

  • There will be three platforms with a central loop line and new tracks to enable stopping services to call at the station while allowing fast trains to pass through unimpeded.
  • The station will have lifts.
  • There will be a large number of parking spaces and secure cycle storage.
  • There will be taxis and buses.

There is a comprehensive video that describes the new station, the new roads and the housing developments.

Finally, Chelmsford is getting the transport system it needs.

April 3, 2022 Posted by | Transport/Travel | , , , , | 3 Comments

Would A Lumo-Style Service Work Between King’s Cross And Norfolk?

This is a bit of a fantasy and you’ll never know the real reason why I have written it!

With the upgrade of the East Coast Main Line to full digital signalling, there will be a problem South of Hitchin with 140 mph Azumas and Hitachi Class 802 trains and similar from Grand Central , Hull Trains and Lumo hogging the fast lines to and from King’s Cross. I first wrote about it in Call For ETCS On King’s Lynn Route.

One solution would be to replace the current Class 387 trains with a 140 mph train , such as a Hitachi Class 802 variant. This would enable these fast King’s Lynn and Cambridge trains to join the 140 mph trains on a fast run to and from King’s Cross.

The Future Of Cambridge

Cambridge is one of the UK’s four world cities, with its heritage and lately its high position in any technology league table.

The Current Rail Service Between London And Cambridge

Currently, it has a good service into King’s Cross, Liverpool Street and St. Pancras.

  • Great Northern – two tph to King’s Cross – A stopping train using Class 700 or Class 387 trains.
  • Great Northern – one tph between Ely and King’s Cross – A fast train using Class 387 trains.
  • Great Northern – one tph between King’s Lynn and King’s Cross – A fast train using Class 387 trains.
  • Thameslink  – two tph to Brighton – A semi-fast train using Class 700 trains.
  • Greater Anglia – two tph to Liverpool Street – A semi-fast train using Class 720 or Class 379 trains.

Note.

  1. tph means trains per hour.
  2. The similar Class 387 and Class 379 trains are both late-model Bombardier Electrostars with sensible seats and a large number of tables. Both train types can or could be modified to run at 110 mph.
  3. The Class 700 trains are unsuitable for the route, as they have ironing-board seats and no tables. These are only 100 mph trains.
  4. The Queen’s bottom doesn’t like the Class 700 trains.

A large proportion of the passengers and commuters between to and from Cambridge work in high-tech or information-rich businesses and I believe if the trains were more geared to this market they would attract passengers away from the roads.

The Cambridge Employment Problem

Fast-growing Cambridge is taking over the region and it is always looking for towns and villages to develop as places for dormitories and to build premises for the hundreds of high-tech businesses.

This is one of the reasons why Greater Anglia acquired new Stadler Class 755 trains to run services from Cambridge to Bury St. Edmunds, Ipswich, Norwich, Peterborough and Stansted Airport.

If you’re going to lure Cambridge’s well-paid high-tech commuters out of their cars, you must give them an equivalent seat to their car. The Class 379, 387 and 755 trains do this.

Living In Norfolk And Suffolk And Working In Cambridge

This has always been the choice of many who work in Cambridge, but using rail into Cambridge didn’t really take-off seriously until modern three-car Class 170 trains replaced the single-car Class 153 trains.

Greater Anglia have followed the upward trend in passenger numbers, by running hourly  four-car Class 755 trains from Cambridge to both Ipswich and Norwich.

Before the pandemic, it was starting to look like Norwich and Cambridge would soon need a second service, especially with the planned opening of the new Cambridge South station in 2025.

Addenbrooke’s Hospital And The Cambridge Biomedical Campus

Cambridge South station is being built to serve Addenbrooke’s Hospital and Cambridge Biomedical Campus, which intend to be create the foremost medical research cluster in the world.

Staycations And Holiday Homes In East Anglia

Life is changing because of the covids and more people are taking staycations or buying holiday homes.

And many are following the example of the Queen and going to Norfolk for their relaxation.

The Undoubted Need To Improve Rail Services Between London King’s Cross And Norfolk Via Cambridge

These factors convince me that there is a need for a new or repurposed rail service  between London King’s Cross and Norfolk via Cambridge.

  • The need to provide a high-class commuter service between London and Cambridge.
  • The need to bring workers into Cambridge from Norfolk.
  • The need to provide a fast high-class rail link to Cambridge South station with all its medical research.
  • The need to provide a comprehensive working environment on the trains.
  • The need to cater for all those people relaxing in Norfolk after a hard week in London.

It is my view, that a radical design of train is needed for this route.

  • It would need to have a high-class interior.
  • It would need at least a 125 mph capability, so that it can use the fast lines between Hitchin and King’s Cross.
  • The train may need the ability to split and join.
  • It would need an independent power capability for running on the Breckland Line between Ely and Norwich.
  • Because of Cambridge and because East Anglia is easy country for cycling, it would need a sensible capacity for cycles.

I also believe that because of the need to decarbonise, the train should be zero-carbon.

These are my thoughts.

Operating Speed

Because of running on the fast lines between Hitchin and King’s Cross with the 140 mph trains from the North, I suspect that an operating speed of at least 125 mph is needed. But if the Hitachi trains of LNER, Hull Trains, Lumo and in the future possibly other operators like Grand Central, will be capable of 140 mph, this speed could be desirable.

Speed limits once the trains have left the East Coast Main Line at Hitchin North junction are as follows.

  • Hitchin and Cambridge – 90 mph
  • Cambridge and King’s Lynn – 90 mph
  • Ely and Norwich – 75-90 mph

I can see Network Rail using their expertise to raise the speed limit on sections of these lines.

Flighting Of Trains On The East Coast Main Line

To increase capacity on the East Coast Main Line, I believe that at some point in the not too distant future that trains will be flighted. This will involve two or more trains leaving King’s Cross in a sequence and proceeding with all trains at a safe distance from each other.

I can envisage a flight like this from King’s Cross.

  • An Edinburgh train with York as the first stop – Leaves at XX.00
  • A Leeds train with Doncaster as the first stop – Leaves at XX.03
  • A Lincoln train with Peterborough as the first stop – Leaves at XX.06
  • A Cambridge train with Stevenage as the first stop – Leaves at XX.09

Note.

  1. The Edinburgh train would set the speed.
  2. Trains would maintain their time behind the lead train.
  3. Everything could be controlled by the digital signalling.
  4. Gaps between the trains would be sufficient for a safe stop.
  5. No train in the flight would make a station stop unless it was the last train in the flight.
  6. The last train in the flight would drop off and go to their destination.

As there are at least two tph to Edinburgh, Leeds and Cambridge, there would be two main flights per hour leaving King’s Cross, with the second flight perhaps incorporating a service to Hull.

Digital signalling and precise driving would enable the flights to be built in the opposite direction into King’s Cross.

The big advantage would be that instead of needing eight paths per hour on the East Coast Main Line, only two would be needed.

All trains would need to have similar performance, so this is another reason why the Cambridge trains need to be at least 125 mph trains.

Train Interiors

Lumo has broken new ground in train interiors.

  • It is one class.
  • Everybody gets a decent seat.
  • Everybody gets good legroom.
  • Everybody gets some form of table.
  • There are decent-sized overhead racks for hand-baggage and coats.
  • There is space for bicycles and heavy luggage appropriate to the route.

This can be built on to provide a good working and playing environment suited to the passengers who would use a fast King’s Cross and Norfolk service via Cambridge.

  • Lots of tables for four, as in the high-class Electrostars.
  • Better bicycle storage.
  • Better alignment of seats with windows.

Hitachi could obviously produce a train to this specification.

But what about other manufacturers.

Stadler’s Class 755 trains are surely a possibility.

  • A senior driver from Greater Anglia told me that the design speed for a Class 755 train is 200 kph or 125 mph.
  • They have good seats.
  • They have flat floors.
  • They have large windows.
  • They have step-free access between train and platform.
  • Like the Hitachi trains, they are in service.

I believe the closely-related Class 745 trains are probably the best commuter trains in the UK and are the only alternative to the Hitachi trains on a125 mph fully-electrified route.

Bridging The Electrification Gap Between Ely And Norwich

Between Norwich and Ely stations is 53.8 miles and this section is not electrified, although both stations have full electrification.

The line is not heavily used with typically only two passenger trains and the occasional freight trains in each direction in an hour.

This Hitachi infographic describes the Hitachi Regional Battery Train.

A 90 km. range could be sufficient to cover the gap between Norwich and Ely.

Could Hitachi build a Class 802 train or similar with a battery range of 90 km or 56 miles?

Certainly, a speed of 100 mph would probably be sufficient to bridge the gap in a decent time.

Improving The Breckland Line

The Breckland Line is the route between Cambridge and Norwich.

  • Cambridge and Norwich is 68.5 miles
  • Only the sixteen miles between Cambridge and Ely North junction is electrified.
  • There are thirteen stops between the two cities.
  • A typical time is 79 minutes
  • This is an average speed of just 52 mph.
  • The operating speed is 75-90 mph.

I am sure that Network Rail can squeeze a few minutes here and there to get the operating speed up to the 100 mph of the Great Eastern Main Line.

But the big problem at Norwich is the Trowse swing bridge.

It is only single track and it is likely that this bridge will be replaced soon.

This Google Map shows Trowse junction, a short distance South of the swing bridge.

Note.

  1. The electrified double-track of the Great Eastern Main Line goes across the map from North East to South West.
  2. The double-track railway to the East of the main line is the unelectrified Breckland Line to Cambridge, which turns West and goes under the main line.
  3. On the West of the main lines are the Victoria sidings that I wrote about in Greater Anglia Completes Directly-Managed Norwich Victoria Sidings Project.

As the replacement of the swing bridge will require some work to be done to the electrification, I wonder if at the same time Network Rail would electrify the Norwich end of the Breckland Line.

There must be a balance point adding electrification or batteries to the trains.

As the Breckland Line has few freight trains, electrification is not needed for freight.

Ticketing

A high-speed high-capacity service as I’m proposing must be easy to use.

It is a classic route, where nothing short of London-style contactless ticketing will do, as I’m certain this encourages people to use the trains.

As East Anglia is self-contained and has few services that don’t terminate in the area or in London, I am certain that this could be achieved.

If you remove First Class as Greater Anglia has done on many services, you actually simplify the ticketing, so a Lumo-style mid-class is ideal.

High Speed Train Services

Currently Great Northern run two tph from King’s Cross to Ely via Cambridge.

  • One service is extended to King’s Lynn.
  • I could see the second service extended to Norwich.

Both services would need to be run by 125 mph trains because of the speed of other trains on the East Coast Main Line.

Conclusion

I think duch a system would be possible.

November 21, 2021 Posted by | Health, Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 1 Comment

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

Iron Ore Miner Orders Heavy-Haul Battery Locomotive

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

This is the first two paragraphs.

Mining company Roy Hill has ordered a Wabtec FLXdrive battery-electric heavy-haul freight locomotive. This will replace one the four ES44ACi diesel-electric locos used to haul its 2 700 m long iron ore trains, and is expected to reduce fuel costs and emissions by ‘double digit’ percentages while also cutting maintenance costs.

The locomotive is scheduled to be delivered in 2023. It will have a capacity of 7 MWh, an upgrade from the 2·4 MWh prototype which Wabtec and BNSF tested in revenue service in California earlier this year.

Note.

  1. It will have a 7 MWh battery.
  2. 2700 metres is 1.6 miles.

It looks to me, that the three diesel locomotives and one battery locomotive are arranged as a massive hybrid locomotive and I suspect that with sophisticated control systems, those double digit cuts in fuel costs and emissions would be possible.

A couple of years ago, I took this picture near Shenfield.

This double-headed train has a Class 90 electric locomotive and a Class 66 diesel locomotive at the front of a long freight train.

  • The Class 90 locomotive has an TDM system for multiple working.
  • The Class 66 locomotive has an AAR system for multiple working.

So does this mean that the two locomotives can’t work together, which if it does begs the question of what is happening.

  • Had the Class 66 locomotive failed and Class 90 was acting as a Thunderbird?
  • Was the Class 66 locomotive being moved from one depot to another for maintenance or repair?
  • Was it an experiment to see if the two locomotives could work together?

I sometimes think that I didn’t see this unusual formation, but then the camera doesn’t lie.

But could we learn from what Wabtec are doing for Roy Hill in Australia?

The Class 93 Locomotive

Rail Operations Group have already ordered thirty Class 93 tri-mode locomotives from Stadler, which have following power ratings.

  • Electric – 4000 kW
  • Diesel – 900 kW
  • Hybrid – 1300 kW

If this locomotive is capable of hauling the heaviest intermodal freight trains out of Felixstowe, Southampton and other ports and freight terminals, it could contribute to substantial  reductions in the diesel fuel used and emissions.

As an example, I will use a freight train between Felixstowe North Terminal and Trafford Park Euro Terminal.

  • It is a route of 280 miles.
  • I will ignore that it goes along the North London Line through North London and along the Castlefield Corridor through Manchester Piccadilly station.
  • There is fifteen miles without electrification at the  Felixstowe end.
  • There is under three miles without electrification at the  Manchester end.

On this service , it could be as much as 94 % of diesel and emissions are saved, if the Class 93 locomotive can haul a heavy freight train out of Felixstowe. A few miles of strategically-placed electrification at the Ipswich end would help, if required.

It must also be born in mind, that the Class 93 locomotive is a 110 mph locomotive on electric power and could probably do the following.

  • Run at 100 mph on the busy Great Eastern Main Line.
  • Run at faster speeds on the West Coast Main Line.
  • Fit in well with the 100 mph passenger trains, that run on both routes.

So not only does it save diesel and carbon emissions, but it will save time and make the freight train easier to timetable on a route with lots of 100 mph passenger trains.

The Class 93 locomotive looks like it could be a game-changer for long-distance intermodal freight, especially, if there were short sections of strategically-placed electrification, added to the electrified network.

Emissions could also be reduced further by using some for of sustainable fuel.

The picture shows a Class 66 locomotive, which is powered by Hydrotreated Vegetable Oil  or HVO.

I can see that all diesel-powered trains and locomotives will be powered by sustainable fuels by the end of this decade.

A Wabtec Battery-Electric Locomotive

Wabtec is building a battery-electric locomotive for Roy Hill in Australia.

This article on Railway Age talks about Wabtec’s FLXdrive battery locomotives and describes some features of the locomotive for Roy Hill in Australia.

It mentions pantographs and overhead wires to charge the batteries.

  • Wabtec’s prototype battery locomotive has a power output of 3.24 MW and a battery size of 2.4 MWh
  • The Roy Hill battery locomotive has a power output of 3.24 MW and a battery size of 7 MWh

I could envisage Wabtec designing a UK-sized battery-electric locomotive with these characteristics.

  • 2.5 MW power output, which is similar to a Class 66 locomotive.
  • A battery size of perhaps 1.8 MWh based on Wabtec’s  FLXdrive technology.
  • A pantograph to charge the batteries and also power the locomotive where electrification exists.
  • 75 mph operating speed.
  • Ability to work in tandem with a Class 66 locomotive.

All technology is under Wabtec’s control.

This locomotive could have a range of at least fifty miles on battery power.

I think this locomotive could handle these routes.

  • Peterborough and Doncaster via the Great Northern and Great Eastern Joint Line via Lincoln, with some form of charging at halfway.
  • Felixstowe and Nuneaton, with some extra electrification at some point between Peterborough and Leicester.
  • Oxford and Birmingham, with possibly some extra electrification in the middle.

One option for charging electrification, would surely be to electrify passing loops.

I think a battery-electric locomtive based on Wabtec’s  FLXdrive technology could be a very useful locomotive.

Could Wabtec’s Battery-Electric Locomotive Pair-Up With A Class 66 Locomotive?

Roy Hill will use their locomotive to form a consist of three diesel locomotives and one battery locomotive to obtain double-digit savings of fuel and emissions, when hauling iron-ore trains that are 1.6 miles long on a route of 214 miles.

We don’t have massive iron-ore trains like this, but we do move huge quantities of segregates and stone around the country in trains generally hauled by Class 66 locomotives.

So could a Class 66 or another suitable locomotive be paired-up with a battery-electric locomotive to make savings of fuel and emissions?

I would suggest that if it works in Australia, the technology will probably work in the UK.

The biggest problem for Wabtec is that the heavy end of the market may well be a good one for hydrogen-powered locomotives. But Wabtec are going down that route too!

Conclusion

I am convinced that the two decarbonisation routes I have outlined here are viable for the UK.

But I also feel that locomotive manufacturers will produce hydrogen-powered locomotives.

Other companies like Alstom, Siemens and Talgo will also offer innovative solutions.

 

 

 

 

 

September 16, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | 5 Comments

New £157m Chelmsford Railway Station Makes Progress

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

This is the introductory paragraph.

The submission of an environmental impact assessment application to Chelmsford City Council for the proposed £157m Beaulieu railway station marks the next step in the ambitious project.

It may not be a large step, but it moves things forward to creation of this new Beaulieu station, North of the City of Chelmsford, which should be open around 2025.

Beaulieu Station Will Have Three Platforms

Intriguingly, Wikipedia says that the station will have three platforms.

The stations on the Great Eastern Main Line between Shenfield and Colchester will have the following numbers of platforms.

  • Ingatestone – 2
  •  Chelmsford – 2
  • Beaulieu – 3
  • Hatfield Peverel – 2
  • Witham – 4
  • Kelvedon – 2
  • Marks Tey – 3

As Witham and Marks Tey have branch lines, Beaulieu will be very much the outsider.

I suspect the extra platform is very much for reasons, similar to those that result in Cambridge North station being built as a three-platform station with two through and one bay platform.

I don’t think we’ll see Crossrail extended to Beaulieu.

  • The route between Shenfield and Beaulieu is only double-track.
  • All passenger trains currently on the route are 100 mph electric trains.
  • Crossrail’s Class 345 trains are only 90 mph trains.

The speed mismatch would slow services to and from stations to the North.

But will we see a new service between London Liverpool Street and Beaulieu, which stops at perhaps, Stratford, Romford, Shenfield, Ingatestone and Chelmsford?

I suspect we will certainly see a new service terminating at Beaulieu, even if it is only in the Peak.

How Will Current Services Call At Beaulieu?

Currently, one fast and four stopping services stop in Chelmsford station every hour.

There are actually two trains per hour (tph) between London Liverpool Street and Norwich, but only one stops at Chelmsford.

So will the second hourly fast service stop at Beaulieu?

I would certainly be logical.

The four stopping services, that stop at Chelmsford every hour are.

  • London Liverpool Street and Braintree
  • London Liverpool Street and Clacton-on-Sea
  • London Liverpool Street and Colchester Town
  • London Liverpool Street and Ipswich

As all services stop at most stations, I would expect they would stop at Beaulieu.

  • This would give Beaulieu a four tph Turn-Up-And-Go service to and from Chelmsford station, which uniquely for East Anglia is in the centre of the City.
  • If the third platform were to be used for a fifth service to London Liverpool Street, this would be a train every twelve minutes between Chelmsford and Beaulieu stations.
  • I can see that for some journeys, the fastest and most convenient route may include a change of train at Beaulieu.

I also seem to remember, that Greater Anglia had plans to extend the Ipswich service to Norwich and this will surely be useful to travellers from Beaulieu, who would then have a fast and a stopping service to Norwich.

A Park-And-Ride For Football And Events At Ipswich And Norwich Football Grounds

Both football grounds at Ipswich and Norwich are close to the stations and I can see many attendees driving to Beaulieu  to catch a train, as parking in both Ipswich and Norwich can be difficult.

If in the future, there are two tph between Beaulieu and both destinations, it could be the quickest way to the grounds.

 

 

 

 

 

 

 

August 20, 2021 Posted by | Sport, Transport/Travel | , , , , , , , | 6 Comments

A Class 93 Locomotive Hauling A Train Between The Port Of Felixstowe And Wentloog

I am looking at this trip in detail, to see how a Class 93 locomotive could change this journey.

Where Is Wentloog?

Wentloog is a Rail Freight Interchange, run by Freightliner, a few miles to the East of Cardiff.

This Google Map shows the interchange.

Note the electrified Great Western Main Line between London and Cardiff giving rail access to freight trains.

Sections Of The Route

The route can be divided into these sections.

  • Port of Felixstowe and Trimley – 2.3 miles – 7 minutes – 19.7 mph –  Not Electrified
  • Trimley and Ipswich – 14 miles – 60 minutes -14 mph – Not Electrified
  • Ipswich and Stratford – 64.6 miles – 77 minutes – 50.3 mph – Electrified
  • Stratford and Acton Wells Junction – 12.5 miles – 72 minutes – 10.4 mph – Electrified
  • Acton Wells Junction and Acton Main Line – 0.7 miles – 3 minutes -14 mph – Possibly Electrified
  • Acton Main Line and Wentloog – 134.3 miles – 249 minutes -32.4 mph – Electrified

Note.

  1. Nearly, all the route is electrified.
  2. I am not sure if between Acton Wells Junction and Acton Main Line is electrified.

The journey takes nearly eight hours.

These are my thoughts on how the various sections would be handled.

Port of Felixstowe And Trimley

As I stated in Rail Access To The Port Of Felixstowe, I would electrify the short section between the Port of Felixstowe And Trimley. This would do the following.

  • Charge the batteries on trains entering the Port, so they could operate in the Port without using diesel.
  • Charge batteries on trains leaving the Port, so that they could have a power boost to Ipswich.
  • The trains could be accelerated to operating speed using the electrification.

There would also be no use of diesel to the East of Trimley, which I’m sure the residents of Felixstowe would like.

Trimley and Ipswich

This section would be on diesel, with any energy left in the battery used to cut diesel running through Ipswich.

Ipswich And Stratford

Consider

  • Ipswich and Stratford is a 100 mph fully-electrified line.
  • A passenger train can do the route in an hour.

There must be savings to be made! Especially, if all trains between Ipswich and Liverpool Street are 100 mph electrically-hauled trains.

Stratford and Acton Wells Junction

The North London Line is getting increasingly busy and as it goes through the middle of residential areas, there will be increasing pressure for all trains to be electric, to cut noise and pollution.

In A North London Line With Digital Signalling, I wrote about the benefits of adding digital signalling on the North London Line.

I suspect in a few years time all freight trains using the North London Line will be electrically-hauled and will use digital ERTMS signalling, so that more trains can be squeezed onto the North London Line, so that increasing numbers of freight trains can travel between Felixstowe, London Gateway and Tilbury in the East and Birmingham, Cardiff, Liverpool, Manchester, Scotland and other destinations in the North and West.

Locomotives like the Class 93 locomotive will become an increasingly common sight on the line.

Acton Wells Junction and Acton Main Line

This connection between the North London Line and the Great Western Main Line will surely, be electrified, if it has not been done already, so that electric freight trains can go between the two routes.

Acton Main Line and Wentloog

Consider

  • Acton Main Line and Wentloog is a fully-electrified line.
  • The operating speed is up to 125 mph
  • A passenger train can do the route in just under 100 minutes.

There must be savings to be made! Especially, if all trains between London and Cardiff are electrically-hauled trains, capable of upwards of 100 mph.

Conclusion

There would be very worthwhile time and diesel savings, by running the Felixstowe and Wentloog service using a Class 93 locomotive.

How many other services to and from Felixstowe, London Gateway and Tilbury would be improved by being hauled by a Class 93 locomotive?

I suspect, it’s not a small number, that can be counted on your fingers and toes.

January 19, 2021 Posted by | Transport/Travel | , , , , , , | 2 Comments