The Anonymous Widower

Battery-Powered Train Breaks Distance Record

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

This is the sub-heading.

A battery-powered train has broken the world record for the longest railway journey on a single charge.

These three introductory paragraphs add more details.

The Great Western Railway (GWR) train – a specially adapted former District Line train – travelled overnight along a 200-mile (322km) route from Reading and back again, via London Paddington and Oxford.

It reached 140 miles (225km), breaking the record on Brunel’s Maidenhead Bridge at about 04:00 BST.

The previous record of 139 miles (224km) was set by German train company Stadler Deutschland in Berlin on 10 December 2021.

This was an impressive demonstration of the capabilities of battery-electric trains.

Will This Record Be Beaten?

200 miles is impressive, but there was also this paragraph in the article.

At the end of the journey GWR said there was a remaining battery charge of 22% which it estimated would have allowed the train to travel about a further 58 miles (93km).

So it looks like 258 miles should be possible.

Four other companies are also developing battery-electric trains.

  • Alstom at Derby
  • CAF at Newport
  • Hitachi at Newton Aycliffe
  • Siemens at Goole
  • Stadler in Switzerland.

Note.

  1. All except Stadler have UK factories.
  2. Siemens and Stadler have delivered trains in Germany.
  3. This page on the Hitachi Rail web site is entitled Intercity Battery Trains.
  4. This page on the Hitachi Rail web site is entitled Hitachi Wins New UK Contract To Build Intercity Battery Trains. The customer is Grand Central Trains.
  5. Hitachi have been running a prototype for some months, in the UK.

The competition is hotting up and the record will certainly be soundly beaten.

 

August 20, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , | 9 Comments

Darlington And Bishop Auckland – 26th June 2025

My second trip out from Darlington was to Bishop Auckland station and I took these pictures on the way up and down.

Note.

  1. Bishop Auckland station is a one-platform station, but all the other stations seem to be two-platform stations.
  2. The railway museum; Locomotion seems to be within walking distance of Shildon station.
  3. There is a short section of electrified track, that Hitachi use to test trains and get them to the East Coast Main Line.

The stations seemed tidy and clean, but more step-free access is needed.

I have some further thoughts.

The Location Of Hitachi Rail

This Google Map shows the location of Hitachi Rail.

 

Note.

  1. Heighington station on the Tees Valley Line is marked by the red arrow.
  2. Hitachi Rail is the large building in the South-West corner of the map.
  3. There appear to be electrified sidings to the North of the factory, which have a connection to the Tees Valley Line.

From the map it looks efficient and well-designed.

Could The Services On The Branch Be Run By Battery-Electric Trains?

I don’t think there would be too many problems.

  • Bishop Auckland and Darlington is only twelve miles.
  • Both platforms at Darlington used by Tees Valley Line services are electrified.
  • The single platform at Bishop Auckland station could be fitted with one of Siemens’s Rail Charging Convertors.
  • Hitachi at Newton Aycliffe might like some more formal electrification between Newton Aycliffe and Darlington stations.
  • An electrified Tees Valley Line would surely be useful to Hitachi for showing the capabilities of battery-electric trains.

This would be a very easy line to run using battery-electric trains.

June 27, 2025 Posted by | Transport/Travel | , , , , , , , , , , | 1 Comment

Train Lengths Between King’s Cross and Edinburgh

If you ask Google, what is the platform length at King’s Cross station, you get the following answers.

  • Platform 0 – 305 metres
  • Platform 1 – 304 metres
  • Platform 2 – 285 metres
  • Platform 3 – 289 metres
  • Platform 4 – 290 metres
  • Platform 5 – 270 metres
  • Platform 6 – 288 metres
  • Platform 7 – 288 metres
  • Platform 8 – 289 metres
  • Platform 9 – 276 metres
  • Platform 10 – 276 metres

This OpenRailwayMap shows the tracks linking to the eleven platforms at King’s Cross.

Note.

  1. The red tracks are the electrified platforms in King’s Cross.
  2. The two pink tracks are the Piccadilly Line underneath the station.
  3. Platform 0 is on the right and Platform 10 is on the left.
  4. The platform number is shown alongside the track.

Platform 0 is the newest platform, which opened in 2010 and also the longest at 305 metres.

Many of the trains using the station are Hitachi Class 800, 801, 802 and 803 trains, which have cars of the following lengths.

  • Driving car – 25.85 metres
  • Intermediate car – 26 metres

These lengths mean that individual trains have the following lengths.

  • Five-car – 129.7 metres
  • Nine-car – 233.7 metres
  • Ten-car – Pair of five-cars – 259.4 metres

Note.

  1. It would appear that nine- and ten-car trains can use all platforms 0-8 in the main station.
  2. Platform 5 may be short at 270 metres, but Real Time Trains shows it can handle nine- and ten-car trains.

Real Time Trains doesn’t seem to show any nine- and ten-car trains using Platforms 9 and 10. Is the approach just a bit tight?

These are some further thoughts.

LNER’s New Class 897 Trains

I asked Google how long will be LNER’s new ten-car Class 897 trains. This is the answer I received.

The Class 897 train will be 218.7 meters (717 ft 6 in) long, according to Wikipedia. These trains will be ten-car units.

Have these trains been designed, so they can fit in Platforms 9 and 10 at King’s Cross and other shorter platforms, that LNER serve?

Other train classes, that could use Platforms 9 and 10 at King’s Cross include.

  • Five-car Class 800, 801, 802 and 803 trains – 129.7 metres
  • Five-car Class 180 trains – 116.52 metres
  • Five-car Class 222 trains – 116.16 metres
  • Six-car Class 717 trains – 121.7 metres
  • Eight-car Class 379/387 trains – 163.12 metres
  • Eight-car Class 700/0 trains – 162 metres
  • Twelve-car Class 700/1 trains – 242.6 metres

Real Time Trains or my eyes have observed all these trains, except for the twelve-car Class 700 trains in Platforms 9 and 10 at King’s Cross.

It does appear that the shorter ten-car Class 897 trains improve utilisation of the platforms at King’s Cross station.

Could Twelve-Car Class 800, 801, 802 and 803 Trains Run Into King’s Cross?

Consider.

  • LNER and Lumo have both said, they want to win passengers from the airlines on Anglo-Scottish routes.
  • Extra paths on the East Coast Main Line are at a premium and hard to come by.

In Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?, I found this extract in a Hitachi document on their web site.

To simplify the rearrangement and management of train configurations, functions are provided for identifying the train (Class 800/801), for automatically determining the cars in the trainset and its total length, and for coupling and uncoupling up to 12 cars in
normal and 24 cars in rescue or emergency mode.

So if say LNER or Lumo wanted a twelve-car train, it would be possible. It also looks like one twelve-car train can rescue another.

Train lengths would be as follows.

  • Five-car Class 800, 801, 802 and 803 trains – 129.7 metres
  • Six-car Class 800, 801, 802 and 803 trains – 155.7 metres
  • Nine-car Class 800, 801, 802 and 803 trains – 233.7 metres
  • Twelve-car  Class 800, 801, 802 and 803 trains – 311.7 metres
  • Twelve-car – Pair of six-car Class 800, 801, 802 and 803 trains – 311.4 metres

As Platform 0 is 305 metres and Platform 1 is 304 metres, I suspect that King’s Cross  station could accept twelve-car formations of Hitachi Class 800, 801, 802 or 803 trains, with fairly minor modifications.

But what about other stations?

Berwick-on-Tweed

Both platforms are around 233/234 metres, so twelve-car trains couldn’t call, unless the platforms were lengthened.

Bradford Forster Square

From the pictures, that I took in Bradford Forster Square Station – 20th May 2025, of a pair of LNER five-car trains, I suspect that the new Platform 0 and the extended Platform 1 will accept twelve-car trains, or could easily be modified.

Darlington

Both platforms, where LNER call are over 350 metres long, so Darlington can handle twelve-car trains.

Doncaster

Doncaster has four long platforms and I am fairly sure, the station could be easily modified to handle twelve-car trains.

Durham

Both platforms are over 260 metres, so twelve-car trains couldn’t call, unless the platforms were substantially lengthened.

Edinburgh Waverley

Platform 5 and 6 at Edinburgh Waverley station were both lengthened to 275 metres to accept ten-car LNER trains in 2016. I suspect more lengthening will be needed.

Leeds

Platforms 8 and 11 at Leeds station are both over 320 metres, so should be long enough to accept twelve car LNER trains.

Newark Northgate

Platforms 1 and 2 at Newark Northgate station are only 133 metres. Some platform lengthening would be needed for twelve-car trains to be able to call.

Newcastle

Platforms 2, 3 and 4 at Newcastle station are 362, 304 and 268 metres respectively. I believe with small improvements, that the station could be easily modified to handle twelve-car trains.

Northallerton

Both platforms are around 261/270 metres, so twelve-car trains couldn’t call, unless the platforms were lengthened.

Peterborough

Platforms 3, 4 and 5 at Peterborough station are only 265 metres. Some platform lengthening would be needed for twelve-car trains to be able to stop.

Wakefield Westgate

Both platforms at Wakefield Westgate station are only 255 metres. Some platform lengthening would be needed for twelve-car trains to be able to stop.

York

Four platforms at York station are over 315 metres.

Could A Twelve-Car Class 800, 801, 802 and 803 Trains Run Between King’s Cross And Edinburgh?

This would surely be the ultimate competition for the airlines.

Consider.

  • It would use a single twelve-car Hitachi train or a pair of six-car trains.
  • It could be fitted with batteries, so it could use the Great Northern and Great Eastern Joint Line diversion, through Lincoln, when there is engineering works or overhead wiring troubles.
  • It would use either Platform 0 or Platform 1 at King’s Cross.
  • It would use a lengthened platform at Edinburgh.
  • Peterborough, Doncaster, York, Darlington and Newcastle could be possible stops.
  • I estimate an LNER layout would carry 696 Standard Class and 86 First Class passengers.
  • I estimate that a Lumo layout would carry 965 Standard Class passengers.

Note that an Airbus A321neo single-aislr airliner can carry 244 passengers.

 

June 4, 2025 Posted by | Transport/Travel | , , , , , , , , , , | 1 Comment

Cameron Bridge Station – 15th May 2025

I took these pictures yesterday at the new Cameron Bridge station yesterday on the Levenmouth Rail Link.

Note.

  1. The station has a car-park on the coming-home-from Edinburgh platform.
  2. There is a bridge over the River Leven, that appears to lead to new housing.
  3. The step-free bridge appears to be used by local residents to cross the railway.
  4. There appears to be a walking route for the nearby factory, which distills Scotland’s national spirit.

But as the pictures show the station has some unusual features for a small station with one train per hour (tph).

Parking

This extract from the Internet describes the parking.

A car park is available for customers with 125 spaces, including Electric Vehicle (EV) charging and blue badge spaces, as well as a drop off/pick up area and motorcycle parking.

They certainly seem to be expecting lots of commuters to Edinburgh, which is 34.5 miles away over the river.

Long Platforms

As the pictures with the three-car Class 170 train show the platforms are long.

I estimate that the platforms could take a pair of four-car Class 385 trains and almost take a nine-car Class 800 or 802 train.

Is this wishful thinking or prudent future-proofing as extending platforms can be a much more difficult exercise, than building them in the first place.

Perhaps, plans include a lot of housing, a major educational establishment, a sports stadium or some large factories to add to the distillery and long trains will be needed to serve the station.

Electrification Foundations

What surprised me, is that the station has been fitted out with the foundations for electrification gantries. There are five pairs all with four strong bolts to support the gantries over the track. This gallery shows some of the foundations.

 

But what also surprised me was that at no other place on the route between Edinburgh and Leven, were any electrification works visible, except where the electrification is completed between Edinburgh and Edinburgh Gateway.

I estimate that the distance between Cameron Bridge and Edinburgh Gateway is about thirty-seven miles as the train travels, which should be in range of one of ScotRail’s Hitachi Class 385 trains, that had been fitted with batteries.

  • The trains would charge their batteries on the run between Edinburgh Waverley and Edinburgh Gateway stations.
  • The trains would run between Edinburgh Gateway and Cameron Bridge stations on battery power. The eight intermediate stations would not have to suffer diesel trains.
  • The trains would put up the pantograph at Cameron Bridge station and charge the batteries on a short length of overhead wires that will be erected there on both platforms.
  • The train would run to Leven station on battery power, where it would reverse, as it does now and then return to Cameron Bridge station.
  • At Cameron Bridge station, it could even pick up more charge if needed.

Note.

  1. The only new electrification needed would be to electrify both lines in Cameron Bridge station.
  2. Supposedly, Hitachi do a nice line in short lengths of electrification and all the electrical gubbins that support them.
  3. Because of the large distillery, Cameron Bridge is not short of electricity, with a large grid connection visible at the Edinburgh end of the station.
  4. No electrification will be needed over the Forth Rail Bridge, to the delight of the Heritage Taliban.

Whoever gets the contract to supply the battery-electric trains and the partial electrification, will be supplying trains that will cross one of most famous railway bridges in the world.

I also predict, that this short rail link between Edinburgh Waverley and Leven will become a tourist attraction and bring prosperity to the area.

Electrifying The Fife Circle

This OpenRailwayMap shows the whole Fife Circle Line.

Note.

  1. Lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
  2. Cameron Bridge is marked by the blue arrow, with Leven to its East on the coast.
  3. The Forth Rail Bridge over the Forth of Forth is at the bottom of the map.
  4. To the North of the bridge, the line splits and connects to the large circular railway, which is the Fife Circle Line.
  5. Some trains after crossing the Forth Rail Bridge,come up the East coast via Kirkcaldy to terminate at Leven or Glenrothes with Thornton.
  6. Other trains from Edinburgh take the Western side of the Fife Circle  via Rosyth and Cowdenbeath to Glenrothes with Thornton.

This second Open RailwayMap shows the Fife Circle Line between Cameron Bridge and Glenrothes with Thornton.

Note.

  1. As before, lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
  2. Cameron Bridge is marked by the blue arrow, with Leven to its East on the coast.
  3. Glenrothes with Thornton station is in the South-Western corner of the map.
  4. It might even be possible for all trains to terminate on the Levenmouth Rail Link as Leven station has two platforms.
  5. If that is the case, the four tph would make full use of the two long platforms at Leven and Cameron Bridge stations, with the only electrification on the Fife Circle Line at Cameron Bridge station.

This is partial electrification with none of the complexity of full electrication, but with all the power it needs from the electrical connection of a large distillery.

The Wikipedia entry for the Fife Circle Line says this about the electrification.

The £55 million first phase, to electrify 65 miles (104 km) of Fife Circle track, between Haymarket and Dalmeny, for use by battery electric multiple units, was begun by Scottish Powerlines in June 2022 and is due to be completed by December 2024, although this project has been delayed and is expected to completed by December 2025. Further phases will electrify the lines between Kinghorn, Thornton, Ladybank and Lochgelly. This will allow the Fife Circle services to be operated by battery electric multiple units whilst minimising capital expenditure on infrastructure, in particular avoiding the major expense of electrifying the Forth Bridge. Complete electrification would be possible at some future date. The partial electrification was due to be completed by December 2025 but there has been some slippage in these target dates.

This OpenRailwayMap shows Kinghorn, Thornton, Ladybank and Lochgelly.

Note.

  1. Lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
  2. Ladybank is at the top of the map indicated by a blue arrow.
  3. Kinghorn is at the bottom of the map on the coast.
  4. Ladybank and Kinghorn are connected by a section of the Aberdeen and Edinburgh Line.
  5. Glenrothes and Thornton are to the West of this line.
  6. The Levenmouth Rail Link runs to the East.
  7. Lochgelly and Cowdenbeath are on the West side of the map.

From what I saw yesterday, I wouldn’t be surprised if the amount of electrification to be performed has been cut back and more reliance is to be placed on on-board batteries.

Class 385 Battery-Electric Trains

The Wikipedia entry for Class 385 trains, says this about battery-electric versions.

During early 2019, Hitachi held a series of discussions with the Scottish Government on the development of a variant of the Class 385, a battery electric multiple unit (BEMU) that would be capable of running on unelectrified sections of line along a route. The installation of batteries was reportedly described as being a relatively straightforward alteration to make; an underfloor battery unit, dependent upon size, would be able to power a trainset over distances of 20 to 60 miles (30 to 100 km). The proposal drew upon Hitachi’s existing experience with battery trains operated in Japan, and had been motivated by a recommendation from the rail decarbonisation task force which advocated that such measures be implemented.

A range on batteries of sixty miles would cover the less than forty miles between Edinburgh Gateway and Ladybank.

I suspect that a range of sixty miles would bridge the gap between Edinburgh Gateway and Perth or Dundee.

Does this mean, that I think it could?

If Hitachi’s testing of their battery-electric Class 802 trains have shown phenomenal distances, then this would fit with the distances shown by Stadler’s Class 777 trains in New Merseyrail Train Runs 135km On Battery.

This leads me to believe that battery-equipped ScotRail Class 385 trains and LNER Class 800 trains are able to electrify the North of Scotland, with a few strategic charging stations like the one at Cameron Bridge station.

 

 

 

May 16, 2025 Posted by | Energy, Transport/Travel | , , , , , , , , , , | 1 Comment

Could High Speed Two Serve Chester And North Wales?

This diagram shows High Speed Two services, as they were originally envisaged before Phase 2 was discontinued.

Note.

  1. Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
  2. Full-Size trains are shown in blue.
  3. Classic-Compatible trains are shown in yellow.
  4. Blue circles are shown, where trains stop.
  5. The dotted circles are where trains split and join.
  6. In the red boxes routes alternate every hour.

Click on the diagram to enlarge it.

If I look at the trains counting from the left of the diagram, I see the following.

  1. Train 4 is a pair of Classic-Compatible trains, that split and join at Crewe, with one train going to Lancaster and the other to Liverpool Lime Street.
  2. Train 5 is a single Classic-Compatible train going to Liverpool Lime Street.

This gives Liverpool Lime Street two trains per hour (tph) and Lancaster one tph

Could train 5 be a a pair of Classic-Compatible trains, that split and join at Crewe, with one train going to Holyhead via Chester and the other to Liverpool Lime Street?

Consider.

  • Yesterday, a pair of Class 805 trains, ran between Euston and Holyhead. Each Class 805 train is 130 metres long, so a pair of Class 805 trains is sixty metres longer than a High Speed Two Classic-Compatible train.
  • I am certain, that a single High Speed Two Classic-Compatible train will fit the platforms between Crewe and Holyhead.
  • Crewe and Holyhead is 105.5 miles and the route is not electrified.
  • Crewe and Holyhead is double-track all the way except for the Britannia Bridge over the Menai Strait.
  • With the exception of perhaps 2 to 3 miles, half the route between Crewe and Holyhead has a line speed of 90 mph. with the other half being 75 mph.
  • Given the countryside and the number of important historic sites, electrification might be difficult, as the heritage Taliban will say no!
  • It was promised by the last government that Crewe and Holyhead would be electrified, but I will assume it won’t be!
  • Hitachi, who are part of the consortium building the High Speed Two Classic-Compatible trains have developed battery-electric high speed train technology, which is likely to be applied to the Current Class 805 trains, that work the route.
  • Hitachi’s battery-electric high speed train technology can propel the trains at up to 125 mph, provided the track allows it.

I feel that Crewe and Holyhead can be developed into one of the most iconic high speed railways in the world, by using battery-electric high-speed trains. Tourists would come from all over the world, to experience mouse-quiet battery-electric trains.

High Speed Two should go for it!

These are some thoughts.

It Would Be A Green Route To Ireland

Consider.

The fastest direct Avanti service to Holyhead is scheduled to take  three hours and forty-two minutes, with one hour and 46 minutes between Euston and Crewe, and one hour and fifty-seven minutes between Crewe and Holyhead.

  • High Speed Two will knock thirty-four minutes off the time between Euston and Crewe, when the core route between Euston and Crewe is complete, which will reduce the time to three hours eight minutes, with with one hour and 12 minutes between Euston and Crewe, and one hour and fifty-seven minutes between Crewe and Holyhead.
  • The Crewe and Holyhead section of the route would still take one hours and fifty-seven minutes, which is an average speed of just 54 mph, along the North Wales Coast.
  • An overall time of three hours between Euston and Holyhead, would require an average speed along the North Wales coast, which would be an average speed of just 62 mph.
  • The operating speed is an average of around 80 mph between Crewe and Holyhead, and would run the section of the route in 79 minutes, which would mean a Euston and Holyhead time of two hours and 31 minutes.
  • A 100 mph average between Crewe and Holyhead, would run the section of the route in 63 minutes, which would mean a Euston and Holyhead time of of two hours and 15 minutes.

I believe that with track improvements, a more efficient stopping pattern and using Hitachi’s battery technology, that battery-electric High Speed Two Classic-Compatible trains could run between Euston and Holyhead in under two hours.

A fast ferry would complete the route between Holyhead and Dun Laoghaire.

Could More Than One Train Per Hour Be Sent To Chester And North Wales?

Consider.

  • Because of the cancellation of Phase 2 of High Speed 2, there are spare paths on High Speed Two between London and the West Midlands.
  • If the core section of High Speed Two is extended Northwards to Crewe, as advocated by Dyan Perry of the High Speed Rail Group, that I wrote about in The Future Of HS2 Could Lie In Its Original Vision, this would create extra paths to Crewe.
  • If the West Midlands and Crewe section of the High Speed Two route has the same capacity as London Euston and the West Midlands it could handle seventeen tph.
  • At present it looks like with the cancellation of Phase 2, the West Midlands and Crewe section will handle just ten tph.

, So there will be seven spare paths between Euston and Crewe!

In fact it will be better than that, as each train could be a pair of Classic-Compatible trains, that split and joined to serve two destinations.

Could A North Wales Service Call At Hawarden Airport?

Hawarden Airport is where Airbus build wings for their aircraft in the UK.This Google Map shows Hawarden Airport.

Note.

  1. The large runway.
  2. The various factory buildings.
  3. The North Wales Coast Line between Chester and Holyhead, runs along the North side of the Airport.

I doubt if Airbus wanted a station, it would be difficult to arrange.

Conclusion

Because of the vacant paths, it would appear that extra services to North Wales and North West England can be fitted in.

 

May 16, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , | Leave a comment

Fast Battery-Electric Hitachi Trains Between Paddington And Bristol Temple Mead Stations

It was when I was writing Thoughts On Lumo’s Proposed Paddington And Paignton Service, that I realised how significant Hitachi’s battery-electric high speed trains will be.

This page on the Hitachi web site gives this overview of their Intercity Battery Trains.

A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.

Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.

For the purpose of this exercise, I will assume the following.

  • All trains are five-car trains.
  • They were all originally manufactured as Class 800, 802 or 805 trains.
  • They were all originally manufactured with three  750 kW Rolls-Royce mtu diesel generators.
  • One diesel generator in each train has been replaced by a 750 kW battery-pack of the same size, weight and performance.

According to Hitachi’s web page, that I quote above, this gives intercity speeds at the same or increased performance, for 70 km. on non-electrified routes.

I will now look at how a Hitachi battery-electric high speed train would handle the line between London Paddington and Bristol Temple Mead stations.

This OpenRailwayMap shows the electrification between Chippenham and Bath Spa stations.

Note.

  1. London Paddington and Bristol Temple Mead stations are 118.3 miles apart.
  2. The blue arrow indicates Bath Spa station.
  3. Bristol Temple Meads station is 11.5 miles to the West of Bath Spa station.
  4. Chippenham station is in the North East corner of the map.
  5. Black lines are not electrified.
  6. Red lines are electrified with 25 KVAC overhead wires.
  7. The 93.9 miles betweeen London Paddington and Chippenham is fully-electrified.
  8. Red and black dotted lines are being electrified.
  9. The 24.4 miles between Chippenham and Bristol Temple Mead stations is not electrified.
  10. The residents of Bath Spa are not keen for the railway through Bath to be electrified.

The single battery-pack in the train, will have to propel the train between Chippenham and Bristol Temple Mead stations.

  • On arrival at Chippenham, the battery will have been fully charged on the 93.9 miles from London Paddington.
  • The train will be switched to battery power and proceed through Bath Spa station to Bristol Temple Meads station.
  • The 24.4 miles between Chippenham and Bristol Temple Mead stations is only 39.26 km. so it is well within range of a single battery pack.
  • The trains will be able to reach Bath, as fast as the track allows, so they could have come much of the way from London Paddington at speeds approaching 125 mph.

Hence my belief that Bath Spa could be reached in around an hour without any stops from London  Paddington and Bristol Temple Meads in a very fast time.

There may be a need to top up the battery at Bristol Temple Meads station for London trains to return to the electrification at Chippenham or for other trains to continue their journey through Bristol.

This could be handled by some lengths of electrification in platforms in Bristol Temple Meads station,  where the Hitachi trains terminate.

However, I feel Network Rail will be able to avoid the sensitive and possibly very challenging electrification through Bath.

Conclusion

London Paddington and Bristol Temple Meads via Bath Spa trains would be substantially speeded up. Especially, if the first stop out of London Paddington were to be Bath Spa station.

Great Western Railway would only cut out the stops if they wanted to speed up services.

Who’d have thought, that powering services by batteries, would speed up services?

 

January 8, 2025 Posted by | Transport/Travel | , , , , , , , | 4 Comments

Thoughts On Lumo’s Proposed Paddington And Paignton Service

Modern Railways says this about Lumo’s proposed new service between Paddington and Paignton.

Under the plans for Paignton, announced on 5 December, there would be five return Lumo trains running between Paddington and Paignton, serving Bath Spa, Bristol Temple Meads, Taunton, Exeter St David’s and Torquay. These could start in May 2028. A sixth path is planned between Highbridge & Burnham and London Paddington.

Modern Railways says that currently there are only three direct trains between Torbay and London and that rail has a 29% modal share on that route compared to 71% for road.

Modern Railways tell us that GWR current run three trains per day to Paignton and these call at Reading, Newbury, Hungerford, Pewsey, Westbury, Castle Cary, Taunton, Tiverton Parkway and Exeter St. David’s and Torquay.

Note.

  1. Lumo will be taking five stops using a longer route.
  2. GWR currently take ten stops using a shorter route via Westbury.
  3. GWR currently take ten stops between London Paddington and Bristol Temple Meads.
  4. The fastest GWR service I can find takes three hours and four minutes between London Paddington and Paignton.
  5. The fastest GWR service I can find takes one hour and thirty-five minutes between London Paddington and Bristol Temple Meads.
  6. The fastest service I can find takes one hour and thirty-nine minutes with five stops between Bristol Temple Meads and Paignton.
  7. Lumo’s trains will probably be fitted with traction batteries rather than diesel engines, so it is likely, that the fewer stops they execute will be done quieter and faster.

I would not be at all surprised to find that Lumo’s journey times would be of this order.

  • London Paddington and Bath Spa – One hour
  • London Paddington and Bristol Temple Meads – One hour and thirty minutes
  • London Paddington and Taunton – Two hours
  • London Paddington and Exeter St. David’s – Two hours and thirty minutes
  • London Paddington and Torquay – Two hours and fifty minutes
  • Paddington and Paignton – Three hours

These sections would not be electrified.

  • Chippenham and Bristol Temple Meads – 24.4 miles
  • Bristol Temple Meads and Paignton – 103.8 miles

In Fast Battery-Electric Hitachi Trains Between Paddington And Bristol Temple Mead Stations, I discuss how Lumo and Great Western Railway will speed trains to Bristol Temple Meads via Bath Spa and Chippenham.

If 128.2 miles on batteries sounds a tough ask, remember that a similar-sized Stadler Addu ran 139 miles on one charge in 2021. Lumo, Hitachi and their battery makers from Sunderland didn’t enter this contest to come a distant second.

Paignton has a big advantage, as this OpenRailwayMap shows.

Note.

  1. Paignton station is marked by the blue arrow and writing at the top of the map.
  2. There are two platforms, one of which normally handles arrivals and the other departures.
  3. There are the Goodrington Carriage sidings to the South of the station.

I’m sure Hitachi will electrify some of the sidings, so that Lumo’s trains can leave Paignton with full batteries. But they only need enough charge to cover the 128.2 miles to Chippenham!

I have a few extra thoughts.

The Train’s Batteries Will Get Bigger

Hitachi must have access to the best battery chemistry, that the world and especially Japan can offer.

I feel very strongly, that the performance of Hitachi’s trains will get better, as the years progress.

Pairs Of Trains Could Be Used

I suspect all the stations that will be used by the service ; Paddington, Bath Spa, Bristol Temple Meads, Taunton, Exeter St David’s, Torquay and Paignton can handle a pair of five-car Hitachi trains on a busy day.

The Goodrington Carriage sidings at Paignton station would certainly appear to be long enough.

This could be useful.

An Early Bath

Consider.

  • Currently, the fastest trains to Bath Spa take one hour and fourteen minutes from London Paddington.
  • But the trains do make as many as three stops at Reading, Swindon and Chippenham, before they stop at Bath Spa.
  • London Paddington and Bath Spa are 106.8 miles apart.
  • The route is fully electrified between London Paddington and Chippenham.

This is an average speed of 86.6 mph.

Lumo will have two advantages

  • They will be making Bath Spa the first stop.
  • They will be able to maintain at least 100 mph for a large part of the route between London Paddington and Bath Spa, by the use of traction batteries, where there are no wires.
  • To go between London Paddington and Bath Spa in an hour, requires an average speed of 106.8 mph

If they could average 100 mph, the time would be 66 minutes.

Bath Spa may not be an hour from Paddington, but it will be very close to it.

I would expect that a fast service to Bath could fill up with day-trippers.

How Long Will A Round Trip Take?

If I’m right that Lumo’s battery-electric high speed trains will be able to do one-way in three hours, then adding in half-an-hour to turn and charge  the train at Paignton would suggest a six-an-a-half hour round trip.

How Many Trains Will Be Needed For A Full Service?

Lumo are talking of five round trips per day to Paignton and one to Highbridge & Burnham, so this would probably need two trains to run the service.

The Wikipedia entry for Highbridge & Burnham station says this.

A loop on the west side of the line south of the station can be used by goods trains in either direction, southbound trains crossing over to run wrong line through the northbound No.2 platform to do so. This crossing also allows terminating passenger trains from the north to reverse here if required.

Perhaps this loop will be used to allow one train to start from here in the morning and at the end of the day stable here overnight.

The loop could be electrified to make sure that the first train of the day gets to Chippenham.

Trains could follow a schedule like this.

  • Train 1 – Leaves Highbridge & Burnham – 06:00
  • Train 1 – Arrives London Paddington – 08:00
  • Train 1 – Leaves London Paddington – 08:30
  • Train 1 – Arrives Paignton – 11:30
  • Train 1 – Leaves Paignton – 12:00
  • Train 1 – Arrives London Paddington – 15:00
  • Train 1 – Leaves London Paddington – 15:30
  • Train 1 – Arrives Paignton – 18:30
  • Train 1 – Leaves Paignton – 19:00
  • Train 1 – Arrives London Paddington – 22:00
  • Train 2 – Leaves London Paddington – 06:30
  • Train 2 – Arrives Paignton – 09:30
  • Train 2 – Leaves Paignton – 10:00
  • Train 2 – Arrives London Paddington – 13:00
  • Train 2 – Leaves London Paddington – 13:30
  • Train 2 – Arrives Paignton – 16:30
  • Train 2 – Leaves Paignton – 17:00
  • Train 2 – Arrives London Paddington – 20:00
  • Train 2 – Leaves London Paddington – 20:30
  • Train 2 – Arrives Highbridge & Burnham – 22:30

Someone with more experience of writing timetables could make this work.

But it does appear to me, that using Highbridge & Burnham station for an early start and an overnight charge of one of the trains could mae the whole service work.

January 8, 2025 Posted by | Transport/Travel | , , , , , , , , | 6 Comments

Fourteen New Trains To Drive First Rail Open Access Growth

The title of this post, is the same as that of this press release from First Group.

These four bullet points are sub-headings.

  • The Group has signed an agreement with Angel Trains and Hitachi to lease 14 new five-car class 80X Hitachi electric, battery electric or bi-mode trains (70 cars in total) at a cost of c.£500m including maintenance, over a ten year lease period
  • The trains will be manufactured by Hitachi in County Durham, securing the skills base and jobs in the local area
  • The new trains will enable FirstGroup to significantly expand its open access portfolio and will be used on the newly announced London-Carmarthen route and to increase the number of cars on the existing Lumo and Hull Trains services
  • The agreement also contains an option for FirstGroup to lease up to an additional 13 trains on the same terms if the Group’s open access applications are granted by the Office of Rail and Road (‘ORR’)

These first three paragraphs add a bit more detail.

Prime Minister Sir Keir Starmer is visiting Newton Aycliffe, County Durham, today to celebrate a significant agreement for the Hitachi factory which has secured an order to manufacture 70 new rail cars for FirstGroup’s growing open access business, creating certainty for the manufacturing skills base, and the factory’s future.

The Lease Agreement will deliver 14 new trains, which will not only give the Group a homogenous fleet across its open access operations, ensuring flexibility and reliability for customers, but also facilitates the Group’s strategic objective of materially increasing its open access capacity. Delivery of the new trains is expected to commence in late 2027. The lease will be financed by Angel Trains, adding to their portfolio of Hitachi assets. The trains will be maintained by Hitachi at their facilities around the country.

The trains will be used on the Group’s open access rail services, including the Carmarthen-London route announced on 5 December, and the existing Hull Trains and Lumo services on the East Coast Mainline.

Note.

  1. Does the presence of Keir Starmer indicate any approval for open access?
  2. Trains could be electric, battery electric or bi-mode.
  3. Bi-mode trains should only be purchased these days, if they are convertible to battery-electric trains. Hitachi’s can.
  4. Delivery is expected to commence in late 2027.
  5. The first fourteen trains will be deployed on the London to Carmarthen, Edinburgh and Hull routes.

This table shows the trains needed initially  for each route.

  • Carmarthen – Class 802 trains – 5 tpd – 5 trains – 75.3 miles unelectrified
  • Edinburgh – Class 803 trains – 5 tpd – 5 trains – electrified
  • Hull – Class 802 trains – 5 tpd – 5 trains – 44.3 miles unelectrified

Note.

  1. tpd is trains per day.
  2. I’m assuming that as unelectrified distances to Carmarthen and Hull are not that far apart, the number of trains needed is the same.
  3. Class 802 trains are bi-mode.
  4. Class 803 trains are electric.

After the fourteen new trains are delivered, there will be a combined fleet of 29 trains.

Consider.

  • Hull Trains have started running some services as pairs of trains. I wrote about this in Ten-Car Hull Trains.
  • Lumo has been a success and perhaps needs more capacity.

The Wikipedia entry for Grand Union says this.

Grand Union proposed to operate with ex-LNER Class 91s and Rail Operations Group Class 93s hauling nine-car Mark 4s and a Driving Van Trailer.

So perhaps the Carmarthen service needs ten-car trains.

That would mean that the number of routes needed for the three routes would be as follows.

  • Carmarthen – Class 802 trains – 5 tpd -10 trains
  • Edinburgh – Class 803 trains – 5 tpd -10 trains
  • Hull – Class 802 trains – 7 tpd – 10 trains

It would appear that we’re a train short with 29 in the combined fleet against a need of 30 trains.

But then it would also appear that Hull Trains can provide the required five/ten car service with only four trains.

I would assume that the extra train, goes to make up the numbers for  Lumo’s Carmarthen service.

 

December 6, 2024 Posted by | Transport/Travel | , , , , , , , , , , , | 2 Comments

‘UK-First’ Intercity Battery Trial Exceeds Expectations

The title of this post, is the same as that of this press release from Hitachi.

These three bullet points, act as sub-headings.

  • Intercity battery train completes testing in the north of England, demonstrating superior performance and cost-effectiveness compared to diesel engines.
  • Trial confirms single battery technology can reduce fuels costs between 35%-50% and enter and leave stations in zero-emission mode.
  • Ahead of Railway 200 celebration, this new UK rail innovation is ready to reduce cost and emissions on the railways.

These are the first two paragraphs.

Today, Angel Trains, Hitachi Rail and TransPennine Express are celebrating the successful completion of the UK’s first intercity battery trial in the North of England.

The powerful 700kw battery technology met, and in some cases even surpassed, the key objectives of the trial, including:

  • Fuel costs savings between 35%-50%, surpassing previous predictions of up to 30%.
  • Just one battery has managed to power the train to speeds greater than 75mph, clearly demonstrating this technology can enter, alight and exit stations solely in zero-emission battery-mode to improve air quality and reduce noise pollution.
  • Able to achieve all journey times and performance requirements so can meet operators timetable requirements.
  • The battery matches the weight of a diesel engine and is installed in the same undercarriage space, ensuring no risk of track degradation and no impact on the passenger environment.

Note.

  1. I would expect, that most of the fuel cost savings are due to the use of regenerative braking to the battery.
  2. 75 mph might seem slow, but Hull Trains average slower speeds than this on their diesel sections.
  3. Running in a non-polluting mode in stations and sensitive areas, is not going to be disliked by anyone.
  4. The most powerful diesel engines in Class 800 and Class 802 trains are rated at 700 kW. So with the same weight and power, it is not surprising that the performance is the same.

It looks to me, that Hitachi have designed an efficient battery-electric electric train, that can extend services from electrified main lines onto branch lines without electrification.

The One Battery Test Train And Hull Trains

Hull Trains currently run one service to Hull and Beverley and have applied for another service to serve Worksop, Woodhouse and Sheffield, where the trains would leave the East Coast Main Line at Retford.

Hitachi’s current test train has two diesel engines and one battery pack.

An Electric Service Between London and Hull/Beverley

Distances for the Hull and Beverley service are.

  • ECML  and Hull – 58.1 km. – 3 stops
  • Hull and Beverley – 13.2 km or 26.4 km both ways. – 1 stop

Note.

  1. Trains will be fully-charged, when they leave the ECML.
  2. Trains could be fully-charged, when they leave Hull station, if the platform they use has a charging system.
  3. All Hull Trains call in Platform 7 at Hull station.
  4. The Hitachi press release said “During a trial run, the battery’s impressive power enabled the train to operate solely in battery mode for 70km.” A speed of 75 mph is indicated.
  5. I would assume the Hitachi train used regenerative braking to help recharge the batteries, at the intermediate stops.
  6. Trains average around 57 mph between the ECML and Hull and 38 mph between Hull and Beverley.
  7. Much of the track between the ECML and Hull has a speed limit of 75 mph.
  8. Much of the track between Beverley and Hull has a speed limit of 70 mph or less.

Because of these figures and what Hitachi have said of the train’s performance on batteries, I am convinced that Hull Trains will use an electrified Platform 7 at Hull station to charge the trains.

These pictures show a Hull Trains’s Class 802 train in Platform 7 at Hull station.

Note.

  1. The blue Hull Train is in Platform 7 in the pictures.
  2. Hull station has a classic Victorian cast-iron roof.
  3. Many other similar platforms have been electrified in the UK.

I believe that this platform can be electrified relatively easily with 25 KVAC overhead wires.

An Electric Service Between London and Worksop/Sheffield

Distances for the Worksop and Sheffield service are.

  • ECML  and Worksop – 12.2 km. – 1 stop
  • Worksop and Sheffield- 25.3 km or 50.6 km both ways. – 1 stop

Note.

1. A train from London will leave Retford with a full battery.
2. Retford and Sheffield is only 37.5 km. So the round trip is only 75 km.
3. A full battery will power the train at 75 mph for 70 km – According to Hitachi.
4. Much of the track between Retford and Sheffield is only 60 mph. So going slower will give an energy saving.
5. Slowing at Worksop, Woodhouse and Sheffield will give the batteries a small charge.
6. There are no bridges in the Workshop station area, so a mile or so of electrification could be easy.
7. It’s an easy level route.
8. I’ve read somewhere that Hitachi have a full route simulator.

I calculate, that a two minute charge at Worksop would probably be all the train would need to travel the 75 km. on batteries.

We don’t know if Hitachi have licenced some of Vivarail’s FastCharge technology from FirstGroup. This could enable them to extract the maximum value from each stop at Worksop.

The One Battery Test Train And Lumo

Hitachi’s current test train has two diesel engines and one battery pack.

It is likely that a train with this configuration could be used on Lumo’s new service to Rochdale.

As London Euston and Manchester Victoria is fully electrified, the only unelectrified section is the 16.7 km. between Manchester Victoria and Rochdale. This would mean, that to complete the trip, Lumo’s train would need the ability to do 33.4 km on battery power.

As Hitachi’s test train can do 70 km on a full charge, Lumo could use trains with the standard two diesel engine and one battery pack configuration. The battery would be charged on the electrified sections of the route, between London Euston and Manchester Victoria stations.

It looks to me, to be a superb demonstration of the capabilities of a battery-electric InterCity train with two diesel engines and one battery pack.

The One Battery Test Train And LNER

Hitachi’s current test train has two diesel engines and one battery pack.

It is likely that a train with this configuration could be used on  several LNER services from King’s Cross.

  • Bradford Forster Square – 21.9 km. from Leeds
  • Cleethorpes – 102.5 km. from Newark
  • Grimsby Town – 97.9 km. from Newark
  • Harrogate – 29.4 km from Leeds
  • Lincoln – 26.9 km. from Newark
  • Middlesbrough – 35.2 km. from ECML
  • Cleethorpes – 102.5 km. from ECML
  • Scarborough – 67.8 km. from York

Note.

  1. Some services like those to Bradford Forster Square, Harrogate and Lincoln could be run by only charging on the East Coast Main Line.
  2. Some services like those to Middlesbrough  and Scarborough could be run by charging at the destination.
  3. Other services would need more batteries and/or charging at the destination.

I haven’t put in the Scottish services as running them may be more complicated.

Running Longer Distances On Battery Power

This paragraph is from the original Hitachi press release.

This success demonstrates that Hitachi Rail is ready to deliver the next stage of a full intercity battery-electric train. Based on real-world data, such a train would have a range between 100-150km. These ranges can cover significant sections of non-electrified routes, eliminating the need for wires in tunnels or stations, and potentially saving hundreds of millions of pounds on electrification projects.

Note.

  1. I would assume that as many diesel engines as possible would be replaced with battery packs.
  2. On a typical three-battery Class 800 train, 802 train or Class 805 train, this could be up to three batteries.
  3. But on a four-battery Class 810 train, this could be up to four batteries.

A strategy would need to be developed for all routes and trains would be configured and allocated to the routes accordingly.

November 10, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , | 7 Comments

Potential Tram Builders Announced For New London Trams

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

These three paragraphs outline the design of the new trams.

Transport for London has issued an Invitation to Tender for four manufacturers to design and build a new fleet of trams.

Alstom UK, CAF, Hitachi and Stadler are the four manufacturers who can now proceed to the next stage of the procurement process with Transport for London to design and build the new trams.

The new trams are expected to feature air-conditioning, real time travel info and charging points, along with areas designed for wheelchair users and those with pushchairs and luggage.

It sounds that the new trams will be to a higher standard with more comfort and interior space.

These are my observations and thoughts.

Will There Be The Same Number of Trams?

These two paragraphs indicate the number of trams.

The initial contract will be for 24 new trams to replace the oldest trams on the network – which are now nearly 25 years old.

There is an option in the contract to replace the trams that were introduced from 2012.

Could this mean, that each tram would be replaced on a one-to-one basis?

It would surely make it easy to introduce the new fleet.

Will The New Trams Be Longer?

To me, the most significant words in the article are “areas designed for wheelchair users and those with pushchairs and luggage”.

As passengers seem to want to carry more and more with them on buses, trains and probably trams in London, I believe the new trams will probably need more interior space.

Increasing the width of the tram, would probably mean gauging difficulties, but with the lengthening of some platforms longer trams might be possible.

The current trams are as follows.

  • 24 x Bombardier CR4000 – 30.1 metres – 70+138=208 = 6.9 pass/metre
  • 12 x Stadler Variobahn – 32 metres – 72+134 = 206 = 6.4 pass/metre

Note.

  1. The total number of each tram type is at the left.
  2. Seats+Standing=Total Passengers.
  3. The Bombardier trams only have a single articulation, but it looks like the Stadler ones have four.

The longer Stadler trams seem less crowded, despite carrying two fewer passengers.

I have looked at the terminal platforms on maps and it appears, that 35 metre and possibly 40 metre trams would be possible.

At least in London, passengers are used to being told not to use the end door.

A 40 metre tram could probably handle over 250 passengers based on the Stadler passenger density.

Longer Trams Could Increase Capacity By Up To 25 %

I believe my figures show this could be possible.

More Articulations Should Mean A Tighter Turning Circle

This could help operation on some existing or new sections of London Tramlink.

Would Battery Tram-Train Operation Be Useful?

CAF’s trams in the West Midlands already have batteries and Stadler’s tram-trains in Cardiff will have batteries to extend routes on rail tracks, that don’t have electrification.

In Could Beckenham Junction To Birkbeck Be Run Using Third-Rail Tram-Trains?, I detailed how third-rail tram-trains could be used between Harrington Lane tram stop and Beckenham Junction station to create more capacity.

I believe that third-rail tram-trains would work, but that Health and Safety would outlaw the concept.

On the other hand, battery-electric tram trains could probably handle the link between train and tram routes.

If I was bidding for the TramLink contract, I’d make sure the trams could be updated with a battery-electric tram-train capability.

Increasing Capacity At Elmers End Tram Stop

Elmers End tram stop, is the only terminal on the London Tramlink with a single platform.

This map from OpenRailwayMap shows the platform layout at Elmers End station.

Note.

  1. The orange lines are the Hayes Line.
  2. The mauve line is the London Tramlink.
  3. The London Tramlink has a single platform on the North-West side of the Hayes Line.

These pictures show Elmers End station and a tram in the London Tramlink platform.

Note.

  1. The bridge in the station is not step-free.
  2. The tram is a five-section Stadler Variobahn.
  3. The tram platform would appear to be able to handle a tram, that is several metres longer than the 32.0 metre Stadler Variobahn.
  4. The London Tramlink has a typical off-peak service to Wimbledon every ten minutes from Elmers End tram stop.

The Wikipedia entry for Elmers End station, says this about Tramlink developments at the station.

Work is underway to open a second tram platform and double the tram line to Arena to increase capacity. As of March 2019, vegetation has been cleared to make way for the new line. The platform was due to open in December 2020, but has been delayed.

My pictures show no ongoing work or evidence of the second Tramlink platform.

There are two main ways, that capacity can be increased at Elmers End station.

  1. Install a second platform and run more trams to the station.
  2. Run longer trams with a higher capacity.

Perhaps, Transport for London have decided, that the second way, is the best, especially, if the money saved, allows them to build a much-needed step-free footbridge at Elmers End station.

From my observations, I would estimate that Elmers End tram stop could accommodate a forty metre tram and possibly, one that was even longer.

Arena Tram Stop

The Arena tram stop, is where the Beckenham Junction and Elmers End branches join and split.

This map from OpenRailwayMap shows the platform layout at Arena tram stop.

Note.

  1. The mauve lines are the London Tramlink.
  2. The line going North-East runs to Elmers End. It starts off as double-track at Arena tram stop and quickly becomes single track all the way to Elmers End. tram stop.
  3. The line going North-West runs to Beckenham Junction.
  4. The line going South-West runs to East Croydon and Wimbledon.
  5. The platforms are on the outside of both tracks.

These pictures show Arena tram stop and some trams passing through.

Note.

  1. The tram platforms are generally a few metres longer than the trams.
  2. All tram doors are step-free to the platform.
  3. Passengers walk across the line in front or behind the trams.
  4. The platform is wide, so that passengers can stay well clear of the occasional passing tram. One picture shows a tram is signed “Not In Service”

I believe, that with some judicial platform lengthening, some selective door opening and trams stopping automatically in the right place on the platform, that longer trams could be handled in a stop like Arena.

As with Elmers End, I believe a forty metre tram will be possible, but this might not be the limit with clever design.

Handling Longer Trams At Beckenham Junction Tram Stop

This map from OpenRailwayMap shows the platform layout at Beckenham Junction tram stop.

Note.

  1. The orange lines are the Chatham Main Line.
  2. The mauve line is the London Tramlink.
  3. There are a pair of short platforms for the London Tramlink.
  1. The platforms would be difficult to extend to the East.
  2. The platforms would be difficult to extend to the West, as the map above shows a building, just to the North of the junction of the two Tramlink platforms.

These pictures show Beckenham Junction station and the London Tramlink platforms.

The Wikipedia entry for Beckenham Junction tram stop, says this about the Tramlink service.

Tram services at Beckenham Junction are operated by Tramlink. The tram stop is served by trams every 10 minutes to Wimbledon via Croydon. This is reduced to a tram every 15 minutes on Saturday evenings and Sundays.

Perhaps, the solution to lengthen Tramlink platforms at Beckenham Junction is to do the following.

  • Rebuild the building to the North of the junction of the two Tramlink platforms.
  • Extend the two Tramlink platforms to the West.
  • Move the junction between the two Tramlink platforms to the West.

These pictures show the building in detail.

Note.

  1. There is a Network Rail van outside the building.
  2. The building looks like it dates from about 2000, when the Tramlink was built.
  3. Perhaps, the building houses power supply or signalling equipment for the Tramlink.

After the modifications, operation would be the same, but longer trams could be handled.

Trams And Trains Between Birkbeck And Beckenham Junction Stations

This short section of track must be one of the most unusual and complicated in the UK.

  • There are three dual National Rail and Tramlink stations; Birkbeck, Avenue Road and Beckenham Road.
  • Each station has a single bi-directional National Rail track and/or platform.
  • Birkbeck has a single bi-directional Tramlink platform.
  • Avenue Road and Beckenham Road each have two Tramlink platforms.

Engineer; Baldrick was obviously having one of his cunning phases.

This map from OpenRailwayMap shows the track/platform layout at Birkbeck station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  3. There is no rail connection between the two lines.

Birkbeck station/tram stop has bi-directional platforms on both National Rail and London Tramlink.

These pictures were taken at the Birkbeck station/tram stop.

Note.

  1. The two bi-directional platforms.
  2. The wire fence between the tracks.
  3. The two tracks appear to be the same level, but the National Rail platforms seem quite a bit higher.

From the pictures, I would estimate that the Birkbeck tram stop platform is currently about thirty-five metres and could probably handle a forty metre tram with selective door opening.

This map from OpenRailwayMap shows the track/platform layout at Avenue Road station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The National Rail line isn’t shown to have a platform.
  3. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  4. There is no rail connection between the two lines.

London Tramlink has a loop through the tram stop and each branch has a platform.

These pictures were taken at the Avenue Road tram stop.

I would estimate the the loop at Avenue Road tram stop could handle a forty metre tram and possibly one of forty-five metres, judging the loop against this thirty-two metre Stadler tram.

This map from OpenRailwayMap shows the track/platform layout at Beckenham Road station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The National Rail line isn’t shown to have a platform.
  3. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  4. There is no rail connection between the two lines.

The London Tramlink has a single bi-directional platform.

There is also a loop in the London Tramlink to the East of Beckenham Road station/tram stop to allow trams to pass.

These pictures were taken at the Beckenham Road tram stop.

Note.

  1. A train conveniently came through from London Bridge to Beckenham Junction, when I was taking pictures.
  2. Several pictures show trams using the loop to the East of the tram stop.
  3. Both types of tram were pictured in the tram stop.
  4. The platform in the tram stop is wide.

From the pictures, I would estimate that the Beckenham Road tram stop platform is currently about thirty-five metres and could probably handle a forty metre tram with selective door opening.

Tram-Train Operation Between Birkbeck And Beckenham Junction Stations

I am certain that if this track was being designed today, tram-train operation would be used.

  • There would be two tracks, with one for each direction, through Birkbeck, Avenue Road and Beckenham Road stations.
  • Both tracks would have dual-height platform at each station/tram stop, so tram and train passengers got level boarding.
  • Trains would use third-rail power and trams would use battery-power.

Unfortunately, tram-trains didn’t exist, when the London Tramlink was designed.

Handling Longer Trams At New Addington Tram Stop

This map from OpenRailwayMap shows the platform layout at New Addington tram stop.

These pictures show the New Addington tram stop and the London Tramlink platforms.

If some of the grassland around the platforms was allocated to the tram stop, I suspect the platforms could be lengthened.

Handling Longer Trams At Wimbledon Station

This map from OpenRailwayMap shows the platform layout at Wimbledon station.

Note.

  1. The mauve line is the London Tramlink.
  2. There are two platforms; 10A and 10B, which are indicated with a separate dot.
  3. Platform 9, which is used by Thameslink, is the other side of Platform 10, so interchange to Thameslink is excellent.
  4. The main tram platform 9/10 is wide.
  5. The platforms are step-free to the trams, with lifts to the station bridge and the other platforms and Way Out.

I suspect that when the second platform was built, both platforms were made longer than the thirty-two metres needed for the Stadler trams.

These pictures show the two platforms.

Could another platform be created on the other side of the tracks to give better access to the tracks?

Conclusions

My first conclusion is that the London Tramlink could be run by a new fleet of the same number of trams, that were a few metres longer than the current 30.7/32 metres of the current trams.

  • I suspect that forty metre trams would be possible, with a few modifications to platforms.
  • It might even be possible to have forty-five metre trams, with a more substantial rebuild at Beckenham Junction.
  • Trams could overhang platforms and selective door opening could be used.
  • Forty metre trams would carry 25 % more passengers than the current trams.
  • The Elmers End and Wimbledon terminals already seem to be capable of handling forty metre long trams and possibly could take trams a few metres longer.

I suspect that Elmers End and Wimbledon, could be the first route, where the longer trams were introduced, as the trams should be able to shuttle between the two end terminals to the current timetable.

The New Addington tram stop would be brought into operation next.

  • Platforms would be lengthened as required.
  • Trams operate a frying pan loop from New Addington to Croydon, with an Off Peak frequency of 7-8 minutes.
  • I suspect that one platform won’t be able to handle this frequency.
  • The last point probably means that the two platforms will need to be lengthened.

Works at the New Addington tram stop could be tricky, but not substantial.

Initially, the service to Beckenham Junction could be run by the existing Stadler Variobahn trams.

I believe that a lot of work will need to be done to get Beckenham Junction ready for the new trams if they are longer, which I suspect they are.

  • The Network Rail installation will have to be relocated.
  • The two platforms will have to be lengthened.

I suspect the works will be substantial.

But I do believe, that there is scope to plan all the works at the terminals, so they can be done efficiently, whilst at least maintaining a partial service.

My second conclusion, is that it will be possible to build a financial model, which shows infrastructure costs against tram lengths.

Longer trams will cost more and cost more for infrastructure, but they will carry more passengers and collect more fare revenue.

September 15, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , | 1 Comment

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