The Anonymous Widower

A Spaniard In The Works!

Whilst it was pantomime season at Westminster today, with the usual fights over, who would be best at ruining this country, something more important was happening close by.

This article on Rail Magazine is entitled Talgo Names Longannet As Site Of New Train Factory.

This is the first two paragraphs.

Spanish train manufacturer Talgo plans to build trains in Longannet, in Scotland, after confirming that its preferred location for its UK factory will be at the site of the closed power station.

The company made the announcement at Westminster today (November 14), following an 18-month search for a UK site. It also confirmed that a Research and Development site would be built at Chesterfield, although it would not be drawn on the relationship between the two sites.

The article also says.

  • Up to a thousand will be employed at the Scottish site.
  • Construction starts in 2020.
  • Work on trains starts eighteen months later.
  • The factory will cost £40million.
  • The branch line to the power station could be developed and used by passenger trains.
  • The site was chosen because of good access by road, rail and sea.

The article is very much worth reading.

These are a few of my thoughts.

Did Or Does Brexit Affect The Investment?

Talgo are on the short-list for the trains for High Speed Two and have always said, that they would build the trains in the UK.

I suspect that if they were to be dropped from the short-list for High Speed Two or High Speed Two were to be cancelled, these would have a bigger effect. than Brexit.

What Are Talgo’s Strengths?

The company is strong on innovation and their trains are a bit different.

The picture of two of Talgo’s high-speed trains was taken in Seville.

I think it could be an AVE Class 102 train. They are nicknames pato in Spanish, which means duck!

I wonder why?

Talgo also makes trains, that can run on both Spanish and standard gauge, which enables trains to go direct between Madrid and Paris. The company is also targeting export orders in Russia and India.

They are very much an international company.

Why Choose Longannet?

If Talgo should get the order for the classic-compatible trains for High Speed Two, they have said the trains will be manufactured in the UK.

This article on Railway Gazette is entitled Joint Venture To Bid For HS2 Rolling Stock Contract.

This is an extract.

In November 2017 project promoter HS2 Ltd shortlisted Alstom, Bombardier Transportation UK, Hitachi Rail Europe, Patentes Talgo and Siemens for the rolling stock design, manufacturing and maintenance contract worth an estimated £2·75bn.

This would cover the supply of at least 54 trainsets with a maximum speed of 360 km/h for Phase 1 of HS2 between London and the West Midlands. The ‘classic compatible’ units would be able to run through from the new line onto existing infrastructure to serve destinations including York, Newcastle, Liverpool, Glasgow and Edinburgh.

The formal tendering process is due to start later this year, with the contract expected to be awarded in late 2019 and entry into service planned for 2026.

54 trains for a total of £2.75billion is not a small order.

And that is only this first order, as dedicated trains will be needed as well.

Talgo’s AVE Class 102 train already runs at 330 kph and trains can automatically join and split to make four hundred metre long trains, so they can probably demonstrate a train that would be suitable for High Speed Two.

Having a factory in Scotland would surely be a plus point in the bidding process.

Longannet also will have good access to the ports at Rosyth and Grangemouth, which could be a great help in importing anything from components or complete trains and perhaps exporting carriages and trains to places like Russia, which are easier by sea from Scotland, than from Spain.

Will Talgo Bid For Other Train Contracts?

Talgo have built 125 mph bi-mode trains in the past and there are other franchises that might need such a train.

  • Southeastern to add extra capacity to domestic services on High Speed One and serve Hastings.
  • Cross Country to replace their HSTs.
  • West Coast Main Line to replace Voyagers.
  • Midland Main Line to replace HSTs and Voyagers.

There could be other franchises and routes that could use their trains.

Conclusion

There’s a lot more to this announcement than meets the eye!

 

 

 

 

 

November 14, 2018 Posted by | Travel | , , , , | Leave a comment

Worried Council Prepares Official Response To ‘Crackpot’ HS2 Plans

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

This is the first paragraph.

HS2 has been slammed as a “crackpot idea” which won’t benefit local residents by councillors in Northwich as they prepare to submit an official response to the project’s consultation.

This map from HS2 shows how the route will go past Northwich.

On the map purple is the route of HS2 and the dotted line is the West Coast Main Line, which will take HS2 trains to Liverpool and further North. If the quality of the map is anything like the quality of their route planning, then heaven help Northwich.

The Stop HS2 campaign has a page about Northwich,

The area with all the salt lying below the surface is probably a difficult one for building railways, roads or even a brick outhouse.

Improving Services At Northwich

Could the disquiet at Northwich be partly due to the fact that for the good burghers of the town to get any benefit from HS2 to perhaps go to London or Birmingham, they will have to go to Crewe or Manchester first, as they do now.

  • Take the one train per hour service (tph) to Manchester and then the three tph service to London is fine, but coming North, you might hang around in Piccadilly for an hour.
  • Drive to Crewe and get one of three tph to London.

After 2027, when HS2 reaches Crewe, the railway junction will be just fifty-eight minutes from London.

What is needed is a quick and reliable way to travel the fourteen miles between the two towns.

Under Proposed Future Developments in the Wikipedia entry for Northwich station, there are several suggestions for an improved service at the station.

  • The Northern Hub proposes an additional hourly service to run between Greenbank and Stockport.
  • Re-instating the passenger service between Northwich and Sandbach has been proposed. This would allow direct trains to Crewe from Knutsford,
  • Proposals for a direct link to Manchester Airport from Northwich were first put forward in the 1990s, not much had seemed to materialise from this.
  • The running of tram-trains directly in to Manchester.

If Northwich were on the outskirts of Birmingham, Glasgow, Liverpool or London, it would be likely to have at least two tph and possibly four tph to the major city.

One tph is a disgrace!

 

November 8, 2018 Posted by | Travel | , | 2 Comments

What Would Tram-Trains With A Battery Capability Do For The Sheffield Supertram?

I asked this question in a slightly different form in Is The Sheffield Rotherham Tram-Train Showing Signs Of London Overground Syndrome?, where I said this.

Sheffield could do a lot worse, than replace the Siemens-Duewag trams with Class 399 tram-trains. Especially, as the South Wales Metro, will be buying thirty-six similar vehicles with batteries.

What would tram-trains with a battery capability do for Sheffield, Rotherham and the neighbouring towns?

We don’t know much about Stadler’s proposed tram-trains for the South Wales Metro.

  • They look to be very similar externally to the Class 399 tram-trains.
  • They will be able to work using 25 KVAC electrification on the South Wales Main Line.
  • They will be able to work the two-mile long Butetown Branch Line on battery power.
  • Whether they will have a 750 VDC capability has not been said.

A tram-train with batteries would certainly offer other possibilities.

On my trip to Rotherham, I met a guy of about my age, who was a resident of Sheffield. He  was proud of the city’s trams and was trying out the tram-train for the first time.

He also suggested two possible extensions.

  • Royal Hallamshire Hospital
  • A tram-train to Doncaster.

There have also been plans at times to run tram-trains to Dore & Totley and Penistone stations.

So how would tram-trains with batteries help for these routes?

Royal Hallamshire Hospital

On this page of the Sheffield Teaching Hospitals web site, this is said about getting to the hospital by tram.

Supertram does not serve the Northern General Hospital. It can be used to reach the Royal Hallamshire, Jessop Wing, Charles Clifford and Weston Park Hospitals, although please be aware that there is still a 10-15 minute uphill walk from the nearest stop (University). We would recommend that anyone who experiences difficulty walking long distances choose some alternative means of travelling to hospital.

This Google Map shows the area.

Note.

  1. The University tram stop is in the North-East corner of the map and is marked by a blue dot, marked with University of Sheffield.
  2. The Royal Hallamshire Hospital is in the South-West corner of the map.

This Google Map shows the University of Sheffield tram stop and how the tram route turns East to go to and from the city centre.

If the terrain allows it, a short extension might be possible to be built to the West along Glossop Road.

  • As in Birmingham City Centre, the tram-trains could run on batteries, without any overhead wires.
  • Charging could be provided at the terminal station which could be a few minutes walk to the hospital.
  • The hospital and the university could be a good terminus for tram-trains from Rotherham and the East.

This is a typical extension, that is made easier and more affordable by the use of trams with a battery capability.

Connecting The Supertram To Heavy Rail

The Sheffield Supertram was designed before tram-trains existed, but even so there would seem to be several places, where the two systems could be connected.

The design of the Class 399 train-trams also makes the connections easier to design and build.

  • The tram-trains can take tight turns.
  • There are various innovative solutions, that allow the pantograph to ride from one electrification system to the other.
  • If the tram-trains have batteries, this helps the electrification system changeover.

As more tram-train systems are installed, the library of solutions will get larger.

Tram-Train To Doncaster

There is a two trains per hour (tph) Northern service that goes between Sheffield and Doncaster, stopping at Meadowhall, Rotherham Central, Swinton, Mexborough and Conisbrough.

  • One train continues to Hull and the other to Adwick.
  • The service takes forty minutes from Doncaster to Sheffield.
  • The service goes past the Rotherham Parkgate tram-train stop.
  • The service takes about twenty minutes to go from Rotherham Parkgate to Doncaster, which is a distance of around 11.5 miles.

There is surely scope to extend the tram-train service to Doncaster to improve links between Sheffield, Rotherham and Doncaster.

This Google Map shows the Rotherham Parkgate tram-train stop.

Note how the tram-train stop is effectively a siding alongside the double-track Dearne Valley Line, that links Rotherham Central with Leeds and York. It also has a link to Doncaster via the short Swinton-Doncaster Line.

Space would appear to have been left to convert the line through the tram-train stop to a loop. With an additional cross-over at the Eastern end of the stop, it would be possible to extend the tram-train service beyond its current terminal.

I have a map, which shows that the routes to Doncaster and along the Dearne Valley Line to where it crosses the Leeds-Doncaster Line could be electrified in the early 2020s.

If this electrification is carried out, then the tram-train service could easily be extended to Doncaster.

On the other hand, as Rochester Parkgate to Doncaster is around 11.5 miles and the route will have 25 KVAC overhead electrification at both ends, would it be possible for a tram-train with batteries to bridge the gap in the electrification?

Comparing a three-section Class 399 tram-train with a two-car battery/electric Class 230 train shows that the two vehicles have similar lengths, weight and passenger capacities.

As Vivarail have managed to fit 400 kWh of batteries under a Class 230 train, I wouldn’t be surprised to see at least 200 kWh of batteries squeezed under a Class 399 tram-train.

So would 200 kWh of battery power be sufficient to take a Class 399 tram-train between Rotherham Parkgate and Doncaster?

It should be noted that the total power of a Class 399 tram-train is 870 kW, so it wouldn’t be possible if the tram-train was on full power all the time.

But.

  • The route is along the River Don and appears to be not very challenging.
  • Regenerative braking can be used at the three stops and any other stops due to red signals.
  • The initial acceleration at both ends could be accomplished under a short length of electrification.
  • The tram-trains will probably have been designed to use the lowest level of energy possible.
  • The tram-train could run in a low energy mode, when under battery power.

Stadler also know that handling a route like this on battery power would be an important sales feature all round the world.

Tram-Train To Dore & Totley

Running a tram-train service to Dore & Totley station in the South West of Sheffield seems to keep being mentioned.

When it was planned that HS2 was going to Meadowhall, this document was published. This was said about connecting Dore & Totley station to HS2.

Improved rail access to Meadowhall from south-west Sheffield could also be considered – for
example, a frequent service between Dore & Totley and Meadowhall could be included.

Proposed future transport schemes include the tram-train project; if successful, this could be extended to allow further interchange possibilities at the HS2 station.

But HS2 is now going to the main Sheffield station.

This will probably mean.

  • The route between Sheffield and Chesterfield will be upgraded and electrified, with I suspect extra tracks.
  • The electrified lines will pass through Dore & Totley station.
  • HS2 will need frequent connecting services from all over South Yorkshire into Sheffield station.

Dore & Totley and the stations on the Hope Valley service have a truly inadequate erratic hourly service to both Sheffield and Manchester.

There are two compatible solutions.

  • A four tph regional solution of a train between perhaps Hull and Manchester stopping at Doncaster, Rotherham Central, Sheffield and a few stations on the Hope Valley Line.
  • A higher frequency Sheffield solution of a train between perhaps Doncaster and the stations near to Sheffield on the Hope Valley Line.

The first service would be an advanced bi-mode train, whilst a tram-train with batteries could be ideal for the second

.Consider using a tram-train with batteries  on the second service.

  • It could use batteries on the Hope Valley Line to avoid electrification.
  • It would serve Sheffield and Meadowhall stations.
  • It could use heavy rail or tram routes in between the two major stations.
  • It could provide a high frequency service between the two major stations.

There are a lot of possibilities and the transport planners will know the best things to do, with respect to traffic.

Tram-Train To Penistone

In Riding The Penistone Line, I described a trip on the Penistone Line.

This was my conclusion.

Tram-trains like the Class 399 tram-train could easily climb the hill to Penistone to provide a perhaps two trains per hour service to Sheffield.

But the line would need to be electrified or hybrid diesel tram-trains, as in Chemnitz will need to be used.

So perhaps Northern‘s plan for the Northern Connect service, which would use more powerful Class 195 diesel multiple units, might be better suited to the Penistone Line.

I think the heavy rail solution will be used.

Conclusion

I think that tram-trains with batteries will find a few worthwhile uses in the wider Sheffield area.

 

October 31, 2018 Posted by | Travel | , , , , , , , | Leave a comment

Could Rail Access To Heathrow Be Formed Of The Best Bits Of Various Schemes?

Various schemes have been proposed to improve rail access to Heathrow.

There are also two schemes in progress, that will improve rail access to Heathrow.

  • Crossrail, which will open in 2019.
  • Piccadilly Line Upgrade, which will be complete in 2025.

I also believe that if the West London Orbital Railway is created, then this could have a positive affect on travelling to and from Heathrow.

Heathrow In The Future

Heathrow are disclosing a master plan, for rebuilding a lot of the airport to make it more efficient and up with the best.

  • There will be two main terminals; Heathrow West and Heathrow East with satellites in between handling the actual planes.
  • These two terminals and the satellites will be between the two existing runways, with a passenger and baggage transport system beneath.
  • Terminal Five will become Heathrow West.
  • An extended Terminal Two will become Heathrow East.
  • Crossrail, Heathrow Express and the Underground will serve both main terminals.

I believe that this rebuilding will happen, whether or not a third runway is built and it could start in the next few years.

Heathrow’s Pollution Footprint

Heathrow is a big polluter, but it is not so much the planes, as the diesel cars, buses and trucks serving the airport.

Uses For Improved Rail Access

There are several uses for improved rail access to Heathrow.

Passengers

Many passengers feel they must drive to and from Heathrow.

Next year, Crossrail will connect Heathrow directly to the City of London, Canary Wharf, the West End and to the heart of London’s Underground, Overground and National Rail system.

An example journey will be Bond Street to Heathrow Central in twenty-six minutes.

New trains on the Piccadilly Line are planned to enter service in 2023 and will offer more capacity and more pleasant journeys.

Currently, Piccadlly Circus to Heathrow Central takes fifty-two minutes and I would hope that this time is reduced to perhaps 40-45 minutes.

I think, these two upgrades will change the way many in Central, North East, East and South East London access the airport.

  • Trains will be more comfortable.
  • Trains will be frequent.
  • Crossrail will be completely step-free.
  • The Piccadilly Line will have more step-free stations.
  • The Crossrail trains will have masses of space.
  • Trains will take passengers to all the terminals

But Crossrail and the Piccxadilly Line upgrade, will do little for those in North West and South West London and those living to the West of the airport.

Workers

Workers at Heathrow, range from highly-paid pilots down to  lowly-paid cleaners, with a full spectrum in between.

Many though have a problem, in that they need to get to and from the airport at times, that are inconvenient for public transport.

A station guy at Staines said that getting between there and Heathrow for an early start or after a late finish is difficult.

The lower-paid workers also need good links to areas of lower-cost housing.

In an ideal world, Crossrail and Piccadilly Line services, should run on a twenty-four hour basis, with appropriate frequencies.

Supplies For The Airport And The Aircraft

I wonder what percentage of the supplies for Heathrow is brought in by diesel truck.

In the Heathrow of the Future, surely many supplies could be loaded onto smart trolleys and taken on electric freight trains to delivery points under the airport.

Air Cargo

Heathrow is an important air cargo terminal, but as with supplies, surely the cargo can be collected outside of the airport and delivered by electric shuttle trains.

The Best Bits Of The Various Actual And Proposed Rail Routes Into Heathrow

Crossrail

  • Connectivity to large parts of London and the East.
  • Connectivity to lower-cost housing areas in East and West London.
  • High capacity.
  • Frequent trains
  • Modern trains
  • All terminals served
  • Extra trains could be added.

The capability for 24 hour operation has hopefully been built in.

Heathrow Southern Railway

  • Connectivity to Waterloo, Clapham Junction, South and South West London
  • Extends Heathrow Express to Woking and Basingstoke
  • Adds a new route for commuters into Paddington.
  • Extends Crossrail from Heathrow to Staines.
  • It will be built alongside the M25 with a tunnel to Terminal Five.
  • All terminals served
  • Provides a freight route into the airport from the South West.
  • Privately funded.

HS4Air

  • Connectivity to HS2, the Midlands, North and West of England and Wales
  • Possible connection to Gatwick and Ashford for the Continent.
  • North-South station in a tunnel deep under Heathrow.
  • The Heathrow station will be able to handle full-length high speed trains from Birmingham, Cardiff and Manchester.
  • Heathrow could become a High Speed Rail hub serving Greater Western London.
  • Sneaks along the M25.
  • All terminals could probably be served, by escalators and lifts from the deep station.
  • Provides a freight route into the airport from the North and West.
  • Privately funded

I’m keener on the section North of Heathrow, than that to the South.

Piccadilly Line Upgrade

  • Connectivity to West and North London
  • Connectivity to lower-cost housing areas in West London
  • Frequent trains
  • All terminals served.
  • No new infrastructure

Probably needs 24 hour operation.

Western Rail Approach To Heathrow

  • Connectivity to Slough and Reading and further West with a change.
  • All terminals served.
  • Provides a freight route into the airport from the West.

West London Orbital Railway

  • Connectivity to North West London with a change at Old Oak Common.
  • Connectivity to low-cost hosting areas in West London.
  • Created as part of the Overground.
  • Eight trains per hour (tph) through Old Oak Common.
  • Connectivity for high-value passengers in affluent parts of North London.
  • Connectivity for important workers in less-affluent parts of North West London.
  • Probably, Transport for London funded.
  • No difficult construction.

The West London Orbital Railway should go ahead, because it connects so much of West London to Crossrail, Old Oak Common and High Speed Two.

Windsor Link Railway

  • Connectivity to Slough and Reading and further West with a change.
  • All terminals served.
  • Provides a freight route into the airport from the West.
  • Privately funded

This scheme also unlocks development of upmarket housing in Windsor.

Conclusions

I have seen railway stations and airports all over Europe.

Many airport stations are cramped, as they have been built as an afterthought.

But some like Schipol and Frankfurt have a comprehensive station, where you can get trains to a very long list of places without a change.

Heathrow Connectivity

Heathrow needs a very high level of connectivity, for passengers, workers and freight.

Two schemes provide that.

  • Heathrow Southern Railway, which extends Heathrow Express to the South West and provides links to Waterloo and Greater South London.
  • HS4Air, which has an elegant expandable station deep under the airport and connects to High Speed Two and the Great Western Railway in the North. Extending to Gatwick and Ashford for the Continent could also be possible, if required.

Western Rail Approach To Heathrow only does what it says in the name and HS4Air does that without bagging valuable platforms at Terminal Five.

What About The Workers!

Heathrow’s other big need is rail access for the increasing numbers of people, who work at the airport and live locally.

  • Heathrow Southern Railway links the airport to South West London  and also allows an extension of Crossrail to Staines.
  • Windsor Link Railway links the airport to Windsor, Slough and Reading.
  • Crossrail links the airport to Old Oak Common with its housing developments and rail connections with High Speed 2 and the London Overground.
  • West London Orbital Railway will bring more workers and passengers to Old Oak Common from all over North West and South West London.

Old Oak Common will be important for many working at the airport.

Old Oak Common station

Old Oak Common station will become an important interchange for workers and passengers travelling to and from Heathrow.

  • It must be totally step-free.
  • Some of the long interchange walks on current plans should be augmented by travelators.
  • Crossrail is planning six tph between Old Oak Common and Heathrow. Is that enough?

Get Old Oak Common right and all those needing to go to and from Heathrow will benefit.

Heathrow And Gatwick

The connection between Heathrow and Gatwick airports is tortuous at present, but will get better as the years progress, as Crossrail and Thameslink improve.

As the airports grow, with a third runway at Heathrow and a second one at Gatwick, how many people will want to travel quickly between the two airports, as increasingly, both airports will offer services to more destinations?

As a Londoner, I also believe that we will see more split flights, where passengers stopover in London for a night or two, when they are going halfway around the world. Terminal London will be the best airport transfer terminal in the world.

Predicting the number of travellers between the two airports will be extremely difficult and only a direct measurement will be a worthwhile figure.

If a direct rail link is needed, HS4Air should be extended to Gatwick to provide a frequent fifteen minute connection.

Heathrow And High Speed One

I will be very surprised if many travellers need to go quickly between Heathrow and High Speed One.

Why would anybody between say St. louis and Paris not fly direct? Perhaps only, if you were spending time in London between the two legs of your journey.

For those that need to do it, using an extended Crossrail between Heathrow and Ebbsfleet will probably be good enough.

But when passenger numbers say it would be viable, extending HS4Air to Ashford would be a distinct possibility.

Heathrow And High Speed Two

For all sorts of reasons Heathrow needs good connectivity to High Speed Two.

If I was the CEO of Heathrow, I would want to have a station at my airport, where passengers could travel to and from the major cities of Birmingham, Leeds, Liverpool, Manchester, Newcastle and Nottingham in as direct a manner as possible.

Using Crossrail to Old Oak Common will give access to all High Speed Two trains, but the ability to get a train to the North within thirty minutes of clearing immigration and customs, would be a major selling point for my airport.

Suppose HS4Air was providing four tph to Birmingham of which two tph, went to each of Crewe/Manchester and Nottingham/Leeds.

Or the four tph could be double trains, with one half serving each Northern route.

This would make Heathrow a viable alternative to regional airports.

Heathrow will strongly support HS4Air, as it would be like having a whole series of regional flights, with a thirty minute transfer to and from long-haul routes.

Western Rail Approach To Heathrow

The Western Rail Approach To Heathrow is far inferior to the HS4Air proposal.

Consider.

  • The Western Rail Approach To Heathrow only connects the Great Western Railway to Heathrow.
  • HS4Air connects High Speed Two as well.
  • HS4Air creates a new expandable station under the airport, which would be capable of handling the longest trains.
  • HS4Air can be expanded to Gatwick and Ashford.
  • HS4Air is privately funded.

Direct access between Slough and Heathrow can be provided by the Windsor Link Railway.

A Final Conclusion

All these schemes have their good points and I think that the best way to get the rail access that Heathrow and Gatwick need, is to let the private section build what the airports need, subject to the correct planning permissions.

 

 

 

 

August 13, 2018 Posted by | Travel | , , , , , , | 10 Comments

HS2 To Kick Off Sheffield Wiring

The title of this post is the same as that of a small article in the August 2018 Edition of Modern Railways.

This is the first paragraph.

HS2 Ltd is to begin preparatory works for electrification of the Midland Main Line between Clay Cross and Sheffield

This will mean that the current Midland Main Line will be electrified at both ends, which will surely make it easier to design new trains for the line.

August 5, 2018 Posted by | Travel | , , | 1 Comment

Liverpool Lime Street Station Has Been Remodelled

I went to Liverpool Lime Street station today and it has been extensively remodelled, as these pictures show.

There are several changes.

Virgins Were Using Platform 9

The most obvious difference on arrival was that the Virgin services from London were using Platform 9, which is on the Southern side of the station, close to the taxi rank.

Taxi Access

So elderly Aunt Esmeralda coming from London to see her Liverpudlian family doesn’t have to go far for a cab.

I also noticed that Norwich services were using Platform 10 and there was a Birmingham New Street service in Platform 7.

So it would appear that longer distance services use the higher numbered platforms.

Not that it matters, as there’s a cab rank on the other side of the station.

Two Stations In One

I have read somewhere, that Liverpool Lime Street station with its pair of Victorian roofs, has been arranged so that the two sides can work independently.

The main reason, is that if engineering work is needed on one side, the other can remain open.

Each half-station utilises.

  • A Victorian roof.
  • A set of approach tracks.
  • Five platforms
  • A large clock
  • A taxi rank.

They also have easy access to the shops and the Underground platform of Merseyrail’s Wirral Line.

Long Platforms

Virgin’s Pendelinos or Class 390 trains come in two lengths; nine and eleven cars.

It looks like some platforms can accommodate, the eleven-car trains, which are over two hundred and sixty metres long.

Note in the pictures how long platforms have been threaded through the bridge at the station throat.

Wide Platforms

The platforms would appear to be wider to allow better circulation of passengers.

Platform 1

The pictures show a wide space to the North of the new Platform 2.

It looks like Platform 2 will share an island with a still to be completed Platform 1.

Platform 0

Is there a space on the far side of Platform 1 for a new Platform 0?

Extra Capacity

Although there is at least one extra platform, the better track layout and signalling will allow more trains to use the station.

Already planned extra services include.

  • TransPennine Express services to Scotland.
  • Transport for Wales services to Cardiff, Chester, Llandudno and Shrewsbury.
  • London Northwestern Railway services to Crewe and London Euston

In addition High Speed Two will add services and some reports say CrossCountry will add more.

Typically, one of Virgin’s Class 390 trains takes about thirty minutes to turn back, whereas East Midlands Trains turn a smaller train in ten minutes less.

Both these trains would need to take on supplies of food and drink, but others probably don’t.

I would expect each platform could handle two long-distance trains per hour (tph).

So could we be looking at ten tph in the five long distance platforms?

I suspect in a few years time, this will be possible, as everybody works out how to use the new station layout.

Long distance trains in a few years time could be.

  • 1 tph – East Midlands Trains to Nottingham/Norwich via Liverpool South Parkway, Warrington and Manchester Piccadilly.
  • 1 tph -London NorthWestern Railway  to London via Runcorn and Crewe
  • 2 tph -London NorthWestern Railway  to Birmingham via Liverpool South Parkway, Runcorn and Crewe
  • 1 tph – TransPennine Express to Newcastle and Edinburgh via Newton-le-Willows and Manchester Victoria
  • 1 tph – TransPennine Express to Scarborough via Newton-le-Willows and Manchester Victoria
  • 1 tph – TransPennine Express to Scotland via Wigan and Preston.
  • 1 tph – Transport for Wales to Chester and Llandudno via Liverpool South Parkway andRuncorn
  • 1 tph – Transport for Wales to Chester and Shrewsbury via Liverpool South Parkway and Runcorn, which could be extended to Cardiff
  • 1 tph – West Coast (currently Virgin) to London via Runcorn

Note.

  1. This totals up to seven tph via Runcorn or Liverpool South Parkway, which will probably have to terminate in platforms 6-10.
  2. East Midlands Trains, London NorthWestern Railway and Virgin appear to use Platforms 6-10.
  3. TransPennine Express appears to be using Platform 3 or 4 at the present time.
  4. At present, Northern services via Liverpool South Parkway and Warrington, seem to be using Platform 6.

It would appear that there could be enough space for High Speed Two services in a dedicated platform in the Platform 6-10 section.

Signalling Issues

The only problem seemed to be a few small signalling issues as platform allocation and information seemed to be suffering a few bugs.

There’s Still Work To Do

Obviously, there is still more work to do to finish off the station.

  • Platform 1 hasn’t been finished.
  • Retail units need to be updated.
  • Bessie Braddock needs to be positioned close to Ken Dodd.

I also think that the station needs a quality hotel and restaurant complex.

Liverpool Lime Street Station Is High Speed Two-Ready

Wikipedia has a section on High Speed Two Rolling Stock, where this is said.

Trains would have a maximum speed of at least 350 km/h (220 mph) and length of 200 metres (660 ft). Two units could be joined together for a 400-metre (1,300 ft) train.

Trains will be of two types.

  • Standard European-sized trains, that will run between new High Speed Two stations like Euston, Old Oak Common and Birmingham Curzon Street.
  • Classic-Compatible trains, built to a British loading gauge, that can use existing tracks and platforms.

It should be noted that an individual High Speed Two train will be shorter than the eleven-car Class 390 trains.

This means that Liverpool Lime Street and Birmingham New Street, Carlisle, Crewe, Glasgow Central, Manchester Piccadilly, Preston and others will be able to accommodate the new Classic-Compatible trains.

According to the section called Proposed Service Pattern in the Wikipedia entry for High Speed Two, Liverpool Lime Street station will get two tph, when Phase One of High Speed Two opens

  • I would expect that High Speed Two will have the luxury of a dedicated platform.
  • On the other hand, Manchester Piccadilly station is getting four high speed platforms and three tph
  • When Phase Two opens most services will probably call at Birmingham Interchange.

So is Liverpool getting a worse deal compared to its arch-rival?

  • For a start a single platform could probably handle three tph, which is one train every twenty minutes.
  • An eleven-car Class 390 train has 589 seats.
  • Wikipedia says that a full-length High Speed Two train has 1,100 seats, so each Classic-Compatible train will have 550 seats.
  • Manchester Piccadilly has space to expand the station, whereas Liverpool Lime Street is hemmed in.
  • Liverpool Lime Street is solely a terminal station, whereas Manchester Piccadilly has both through and terminal platforms.
  • A large number of Liverpool’s local services are handled on a platform, that is deep below the station.

I would say that Liverpool Lime Street station’s handling of High Speed Two, will be a classic case of Liverpool doing what the City does best – making the most of limited resources.

After all Liverpool’s national dish is scouse, which is a stew often made from leftovers.

To summarise platform use after High Speed Two arrives in Liverpool, it could be something like this.

Platforms 1 to 5 – Northern with one or two platforms for TransPennine Express.

Platforms 6 to 10 – One each for High Speed Two and West Coast, with the others shared by the other operators.

Liverpool is lucky in that it has three routes out of the City to the East and now Lime Street station has been remodelled, they can be used efficiently.

More Use Of Merseyrail

Merseyrail could be key to getting even more capacity out of Lime Street station.

Some Northern services via Warrington have to leave from Platform 6 at present to go via Liverpool South Parkway.

But Merseyrail have ambitions to use their new Class 777 trains to extend from Hunts Cross station to Warrington Central station.

The one problem with accessing Merseyrail at Liverpool Lime Street, is that there is no direct connection to the Northern Line, which goes between Hunts Cross and Liverpool South Parkway in the South and Kirkby, Omskirk and Southport in the North. I usually walk two hundred metres to Liverpool Central, but a better connection needs to be provided. Perhaps a subway with a travelator is needed.

Alternatively, as all High Speed Two and West Coast services will stop at Runcorn, would it be sensible to add another stop at Liverpool South Parkway to change for the Northern Line and Warrington?

Conclusion

I have come to some conclusions.

Architecture And Design

This is said in the Wikipedia entry for Liverpool Lime Street station.

Opened in August 1836, it is the oldest grand terminus mainline station still in use in the world.

Manchester Piccadilly opened in 1842 and Euston opened in 1837, but both have been extensively rebuilt, whereas the architect of Lime Street would probably recognise his creation.

The design of Liverpool Lime Street station seems to have enabled this sympathetic remodelling, that will allow more services to the City.

Didn’t the Victorian architect do well!

Liverpool Connectivity

Liverpool is getting a station with increased capacity, that will enable new routes to the city from Wales and the Welsh Borders, Scotland and more places in England.

The only minor problem is the poor connection between Liverpool Lime Street station and Merseyrail’s Northern Line, which I think could be improved by stopping more trains at Liverpool South Parkway station.

Liverpool And Manchester To Scotland

In the 1960s, these services were organised in the following way.

  • Separate trains ran from Liverpool and Manchester to Preston.
  • At Preston, the two trains joined and ran to Carstairs.
  • At Carstairs, the trains split and one went to Edinburgh and the other to Glasgow.

It wasw an efficient way to provide the service.

With modern trains, that can couple and uncouple automatically and where passengers can walk through the train, there may be scope for doing similar in the future.

Liverpool As A Major Tourist Hub

The new services will improve Liverpool’s profile as a major tourist hub.

The new services will put Liverpool in the middle of an area with lots of attractions, that can be reached by train.

  • North Wales
  • The Lakes
  • The Pennines
  • The Golf Coast, with three Open Championship courses.
  • Blackpool

And then there’s Liverpool itself!

I was talking to a station guy in Liverpool yesterday and we both felt with connections to Scotland, more tourists would use Liverpool for a stopover on the trip between London and Scotland.

The new services will certainly increase the number of visitors to Liverpool

Merseyside’s Prosperity

I believe that the improved services will increase the prosperity of the whole region and in a few years time, the pain of this summer’s closure of the station will be well and truly forgotten.

Tailpiece

Ever since, I first came to Liverpool in 1965, the train services and Lime Street station in particular has needed improvement.

The creation of the Wirral Line loop and the Northern Line were a good start, but only now after my visit, is it apparent that there was more improvement to come.

Why wasn’t the track and platform layout at Liverpool Lime Street station sorted out decades ago?

 

August 1, 2018 Posted by | Travel | , , , , | 3 Comments

HS4Air’s Connections To HS2, The Great Western Main Line And Heathrow

This map clipped from the Expedition Engineering web site, shows the route of HS4Air to the West of London.

Note the M25 running North-South through the area.

The HS4Air And HS2 Junction

This Google Map shows the area, where HS4Air will join HS2.

Note.

  1. The M25 running North-South.
  2. The Chiltern Main Line running East-West.
  3. The two stations shown are Denham Golf Club and Denham.
  4. At the top of the map, just to the East of the M25 is a large quarry, which shows up in a beige colour.

The route of HS2 as it passes through the area from North-West to South-East is as follows.

  • HS2 crosses the M25 in a tunnel, at the point where the lane crosses just below the M25 label, at the top of the map.
  • HS2 then goes South East towards Denham on a mixture of cuttings, embankments and viaducts.
  • HS2 then follows the Chiltern Main Line in a cutting towards London.
  • HS2 goes into a tunnel just to the West of West Ruislip station.

It looks to me, that HS4Air will branch off HS2, just to the East of the M25, in the area of the quarry, which is shown in this Google Map.

HS4Air would continue along the M25 motorway towards the South, whilst HS2 will continue in to the South East.

The HS4Air And Great Western Main Line Junction

This Google Map shows the area, where HS4Air crosses the Great Western Main Line.

Note.

  1. The M25 running North-South
  2. The M4 running East-West
  3. The Great Western Main Line running East-West.
  4. The two stations are Langley and Iver.
  5. Iver North Water Treatment Works sitting to the North East of where the M25 and the Great Western Railway cross.

This Google Map shows the area, where the M25 and the Great Western Main Line cross in more detail.

Consider.

  • HS4Air would be following the M25 North-South.
  • Two links to allow trains to go both ways from the Great Western to the Southbound HS4Air, would be needed.
  • These links could loop over the Water Treatment Works.
  • As the M25 will probably need widening, combining both projects would probably benefit both.

I think we could see a spectacular junction.

HS4Air North Of Heathrow

|As the first map shows HS4Air goes underneath Heathrow Airport in a tunnel, where there will be a station in the tunnel.

This map shows the M25 to the North of the Airport.

Terminal 5 at Heathrow is picked out with a station symbol.

I suspect that HS4Air will cross the massive M25/M4 junction on a viaduct and then descend into a tunnel for the Airport.

Or if the third runway at Heathrow is built, the railway could go into tunnel to the North of the motorway junction.

I suspect, the rail tunnels will be very deep under the airport, which will mean the following.

  1. They won’t disturb the existing airport.
  2. All the existing Crossrail design and construction expertise will be useful.
  3. The station could be as large as needed, with through and terminal platforms.

With its connections to Crossrail, it would also be West London’s high speed railway station.

HS4Air South Of Heathrow

South of Heathrow, the first map, shows that the Heathrow tunnel will emerge close to the M25, South of the major junction between the M25 and the M3.

This Google Map shows the area.

I will investigate where the Heathrow Tunnel emerges in HS4Air Between Heathrow And Gatwick Airports.

Conclusion

This section of HS4Air looks to be a railway that can be slotted through alongside the M25 with very little disturbance to existing traffic routes.

I doubt that few houses or other buildings will need to be demolished.

The two major junctions with HS2 and the Great Western Railway will cause little disruption during construction, as the former will be over a quarry and the second is by a sewage works, which could be moved if necessary.

This first section is so obvious, I am surprised it hasn’t been included with the building of HS2.

 

 

July 26, 2018 Posted by | Travel | , , , | 1 Comment

Is It Back To The Future In Manchester?

In the 1970s British Rail, proposed three tunnel projects in the North

  • A Loop and Link  in Liverpool that linked railways from North, South and the Wirral underneath the City Centre.
  • A tunnel under Newcastle.
  • The Picc-Vic Tunnel,  under Manchester.

All three tunnels were designed to connect the railways on both sides of the cities.

  • Liverpool got the much-loved and successful Northern and Wirral Lines of Merseyrail in 1977.
  • Newcastle got the much-loved and successful Tyne and Wear Metro in 1980.
  • Manchester got nothing, as Harold Wilson cancelled it, like Maplin Airport and the Channel Tunnel.

Am I right in thinking that the Channel Tunnel was resurrected later and opened in 1994? It is now much-loved and successful!

Finally, the Government and a lot of opposition MPs and unions have decided that Maplin be replaced by a third runway at Heathrow.

Will that be cancelled by Boris, David, Jeremy, Ruth or Vince?

Today, this article has been published on Rail Magazine, which is entitled Option For Underground Station At Manchester Piccadilly.

Apparently, to integrate Northern Powerhouse Rail into the HS2 station at Manchester Piccadiily station, one option is to go underground.

So are those ideas and surveys of the 1970s being looked at for a solution?

 

July 9, 2018 Posted by | Travel | , , , , , | 2 Comments

Thoughts On A Classic-Compatible Train For High Speed Two

Trains on High Speed Two will start at Euston and some will then lever the high speed line and continue to their destination on the classic  lines.

Trains for Liverpool, Preston and Glasgow will leave High Speed Two at Crewe and the continue to their destinations using the electrified West Coast Main Line. These destinations will be reached in 96, 84 and 218 minutes respectively.

A train is needed with these abilities.

In Will The Trains On High Speed Two Have Batteries For Regenerative Braking?, I showed that the kinetic energy in each car of a train for High Speed Two will be about 100 kWh, when running at a full speed of 400 kph.

Imagine a train going from London to Glasgow using High Speed Two and the West Coast Main Line.

At Crewe station, the only change that will be needed to be made is move from a line with a 400 kph speed limit to one with a lower limit of 200 kph, as both lines will use the same 25 KVAC overhead electrification and complimentary signalling systems.

It would be a bit like a car leaving a motorway and then continuing on ordinary roads.

Could The Classic-Compatible Trains Be Bi-Mode Trains?

I don’t see why not!

But probably instead of using diesel engines, advances in battery technology would probably mean that to reach places like Barrow or Burnley from the West Coast Main Line could be done using battery power.

 

July 6, 2018 Posted by | Travel | | Leave a comment

Will The Trains On High Speed Two Have Batteries For Regenerative Braking?

Regenerative braking is being fitted to most modern trains with an electric transmission.

So the proposed trains on High Speed Two will definitely use the technique.

But what will be done by the energy generated, when a train brakes?

It won’t be turned into heat, by passing the electricity through resistors.

Could it be returned through the electrification system to power nearby trains?

  • I think this is unlikely as you can’t always be sure there is a nearby train.
  • It also makes electrification more expensive.

So I’m pretty certain, that if possible, the energy created by braking will be stored on the train in batteries.

Modern high speed trains like Siemens Velaro have lots of powered axles, as this distributes the power and braking forces along the train.

The AVE Class 103 is a member of the Velaro family and has these characteristics, which are given by Wikipedia.

  • Eight cars, of which six are powered.
  • Cab car length – 25.7 metres
  • Intermediate car length – 24.2 metres
  • Service speed – 310 kph
  • Capacity – 404 passengers
  • Train weight – 425 tonnes

Can this data be used to calculate the energy of a train on High Speed Two?

I will calculate the energy for an individual car.

  • I know the cab cars will be heavier, but dividing the train weight by eight should give an estimate.
  • So the car weight is 53.125 tonnes.
  • Each car will have fifty passengers.
  • So assuming each passenger weighs 90 Kg with bags etc, this gives a passenger weight of 4.5 tonnes.
  • The line speed is 400 kph.

This gives a kinetic energy for a single car of 98.8 kWh.

Bombardier Primove 50 kWh battery, which is built to power trams and trains, has the following characteristics.

  • A weight of under a tonne.
  • Dimensions of under two x one x half metres.
  • The height is the smallest dimension, which must help installation under the train floor or on the roof.

I conclude that the train designer won’t have any problems sourcing a battery with sufficient capacity to handle the regenerative braking, that can be fitted into the train.

 

July 6, 2018 Posted by | Travel | , | 1 Comment