The Anonymous Widower

Just Look How The Port Of Felixstowe Has Grown

This article on Rail Engineer is entitled Felixstowe Branch Line Capacity Enhancement Goes Live.

This is the introductory paragraph.

Funded by the Strategic Freight Network, with a contribution from Hutchinson Ports UK (HP-UK), a £60.4 million investment to create a new 1.4km loop on the Felixstowe branch line in Suffolk was successfully brought into service on 29 May 2019, on time and on budget. It facilitates an increase from 33 to 47 freight train paths a day in each direction on this key artery, carrying the highest freight tonnage in the country and serving the largest container port in the UK.

High Speed Two it is not, but if you read the article, you’ll see that a substantial amount of work has been done, involving track, footbridges, level crossings and signalling.

I can remember the Port of Felixstowe, when it was a just a small basin, with the Little Ships Hotel, a couple of warehouses and the giant seaplane crane. A couple of times, I used the Harwich Ferry to cross the harbour to Harwich on the Brightlingsea.

In some ways Felixstowe has come a long way in those sixty years.

With the increase in capacity on the Felixstowe Branch Line, the rail link can handle the container traffic through the Port better!

Note this about trains between Ipswich and Felixstowe.

  • 47 freight trains per day between Ipswich and Felixstowe is roughly two trains per hour (tph) in both directions.
  • The current passenger service is one tph.
  • In addition, there is an hourly Ipswich and Lowestoft train, which shares track between Ipswich and Westerfield Junction.
  • The new Class 755 trains are faster and will have shorter dwell times than the current trains.

Between Ipswich and Westerfield, there are four tph.

  • The route is double-track.
  • Not all trains stop at Westerfield
  • The level-crossing at Westerfield station has been improved and is now is a Manually Controlled Barrier with CCTV
  • The signalling has been improved and moved to Colchester Power Signal Box.

Between Westerfield and Felixstowe, there are three tph.

  • The route is single track with loops to the East of Derby Road and the West of Trimley stations.
  • The level crossings have been improved and three have been converted to Manually Cntrolled Barriers.
  • The signalling has been improved and moved to Colchester Power Signal Box..

It looks to my untrained eye, that these service pattern are possible.

So what will happen in the future?

In the next few sections, I talk about the future.

Could More Passenger Trains Be Run To Felixstowe And Lowestoft?

I suspect here, that the limiting factor will be platform capacity at Ipswich station.

Ipswich station will have at least four tph running between Stowmarket and Colchester (3 x London and Norwich and 1 x Peterborough and Colchester), that will use Plstform 2 at Ipswich station. I suspect that this means Lowestoft and Felixstowe trains will have to share the Bay Platform 1.

With good signalling and precision driving, I suspect that the single platform could handle 2 tph to both Felixstowe and Lowestoft.

There would only ever be one train in Platform 1 at Ipswich station, unlike now, where two trains share. The new Class 755 trains will be just too long.

Could Two tph Be Run Between Ipswich And Felixstowe?

The current timetable is as follows.

  • Leaves Ipswich at XX:58 and arrives Felixstowe at XX:24
  • Leaves Felixstowe at XX:28 and arrives Ipswich at XX::54

Note.

  1. The clock-face nature of the timetable.
  2. Both journeys are 26 minutes
  3. There is four minutes for the driver to change ends and have a break.

This service would need two trains and if there’s one thing that Abellio Greater Anglia aren’t short of, it’s three-car Cl;ass 755 trains.

If the trains had the branch to themselves, there could be a two tph service between Ipswich and Felixstowe.

But they have to share it with freight trains running at two tph.

This would mean the following.

  • Five tph between Ipswich and Westerfield
  • Four tph between Westerfield and Felixstowe.

As two tph between Ipswich and Felixstowe is likely to be on Greater Anglia’s wish list, I suspect the new track layout was designed with this service in mind.

Currently, there is one or two cars per hour between Ipswich and Felixstowe, but a two tph service would mean a minimum of six cars per hour or a massive increase in capacity.

Could Two tph Be Run Between Ipswich And Lowestoft?

The current timetable between Ipswich and Lowestoft stations is as follows.

  • An almost clock-face hourly service in both directions.
  • A journey time of just under one-and-a-half hours.
  • There are nine stops on the route.
  • There are several minutes for the driver to change ends and have a break.

When the new Class 755 trains are working the route, the following will apply.

  • The Class 755 trains are faster and have a shorter dwell time in stations.
  • There will be four London and Lowestoft services per day.

I think it is true to say, that journey times will be reduced.

I suspect that the following could be possible.

  • A journey time of perhaps one hour and twenty minutes.
  • Trains would leave Lowestoft at XX:07
  • Trains would leave Ipswich at XX:37

This or something like it, would be an acceptable clockface timetable.

I strongly believe that an improved service will be possible between Ipswich and Lowestoft.

  • I feel that two tph between Ipswich and Lowestoft might be difficult to achieve without extra works on the track.
  • Extra capacity can be added by using four-car Class 755 trains on the route.
  • Faster services will certainly be introduced, as the train’s faster speed and shorter dwell times will knock several minutes from the journey.

I also think, that it may be possible to introduce a second service on the Southern section of the route, which runs to perhaps Leiston or even Aldeburgh. This would give the busier Southern section of the route two tph.

So Platform 1 at Ipswich station could see the following trains.

  • Two tph Ipswich and Felixstowe
  • One tph Ipswich and Lowestoft
  • One tph Ipswich and Leiston/Aldeburgh

I believe that timetabling of the route would not be a difficult task!

Four Trains Per Day Between Lowestoft and London

The London and Lowestoft service could be arranged as follows.

  • Lowestoft station has three platforms., so one could be reserved for the London service.
  • If the last service arrived back late or the first service needed to leave early, the dedicated platform could be used for overnight stabling.
  • When running between Ipswich and Lowestoft it would take over, one of the Ipswich and Lowestoft paths.
  • The trains will stop at all stations between Ipswich and Lowstoft, as there will be jealousy between users.
  • It would call in the through platforms 2 and 3 at Ipswich station..
  • The trains would make as few calls as possible South of Ipswich, as the Lowestoft train will be a fourth fast London service in the hour.

No new infrastructure would be required.

Could London And Lowestoft Services Be A Dedicated Shuttle Train?

This may have marketing advantages, as the train could have its own livery and perhaps a buffet or a catering trolley.

If you assume that the working day for a train is 0600-2400, then this means the following.

  • A round trip must be performed in four and a half hours.
  • A London and Lowestoft time of two hours and fifteen minutes,.
  • The journey time would include the turnround time at the destination.

As Ipswich and London times of an hour are possible with a 100 mph trains, like the Class 755 train, Ipswich and Lowestoft would have to be run in a time as close to an hour as possible.

Consider.

  • The only trains on the East Suffolk Line will be Class 755 trains between Ipswich and Lowestoft.
  • Class 755 trains may be able to stop at stations in under a minute.
  • Line speed could possibly be increased, as the route appears reasonably straight
  • Some level crossings could probably be removed.
  • The current average speed on the line is around 35 mph.

I also suspect that Greater Anglia have run tests with the current Class 170 trains, which are 100 mph trains to determine what times are possible.

I wouldn’t be surprised if using a single shuttle train to run the four trains per day between London and Lowestoft, is possible.

  • Services could leave Lowestoft at 06:00, 10:30, 15:00 and 19:30
  • Services could leave Liverpool Street at 08:15, 12:45, 17:15 and 21:45

The last service would arrive back in Lowestoft at midnight.

Tram-Trains Between Ipswich And Felixstowe

This report on the East-West Rail web site is entitled Eastern Section Prospectus and gives full details of their proposals for the Eastern section of the East-West Rail Link.

This is said in the report.

Introduction of a tram-train service on the Felixstowe branch, with doubling between Derby Road and Felixstowe and street running through
Ipswich.

It is also said, that there will be a frequency of four tph  between Ipswich and Felixstowe.

It looks like the plan is to fully-double the branch line to the East of Derby Road station.

To the West of Derby Road, the line is mainly single track until it joins the East Suffolk Line close to Westerfield station.

The problem is that the single-track railway goes over the over the Spring Road Viaduct. Rebuilding the viaduct to add the second track, would be something that everybody would want to totally avoid, as how would the containers from forty-seven freight trains per day in both directions, be moved in and out of the Port of Felixstowe?

If the capacity can’t be increased, the demand will have to be reduced.

A Possible Tram-Train Proposal

The East West Rail report is proposing that the 1-2 tph passenger service between Ipswich and Felixstowe should be replaced by a four tph tram-train service.

  • The tram-train service would start at Ipswich station, running as a tram.
  • It would probably meander through Ipswich, serving places like Portman Road, the Town Centre< Christchurch Park, the new housing in the North, Ipswich Hospital and the Retail Parks in the East.
  • If Ipswich gets a new Northern Ring Road, the tram-trains, might run on the original by-pass, that goes past Ipswich Hospital.
  • It would then join the double-track section of the Felixstowe Branch Line on the Eastern outskirts of the town.
  • Extra stops might be built between Ipswich and Felixstowe.
  • At Felixstowe station, the tram-trains could revert to tram mode and might even go as far as the sea-front, using battery-power.

There are a lot of possibilities to give Ipswich and Felixstowe, one of the best local transport links in the world.

There will be some collateral benefits.

  • Extra freight trains can probably be squeezed through.
  • Ipswich Hospital will get the updated transport links, that it badly needs.
  • Road traffic would be reduced.

I also believe that the tram-train could be added to the Felixstowe Branch Line without disrupting trains, freight or passengers.

Electrification

I can remember reports from the 1960s, which said that felt the Felixstowe Branch Line would be electrified.

  • With a frequency of four tph, the route would surely be electrified for the tram-trains.
  • It would probably be electrified at 25 KVAC, so that freight trains could take advantage.
  • When street running in Ipswich and Felizstowe,, 750 VDC electrfication or battery-power could be used.

There would be no extra electrification needed to enable all freight trains going via London to be electric-hauled.

Freight Locomotives

I think it likely, that increasingly, we’ll see Class 93 locomotives and other electro diesel locomotives with a Last Mile capability taking freight trains into and out of the Port of Felixstowe.

These new breed of 110 mph locomotives will be able to take maximum-length freight trains on routes to, from and through London, but a new locomotive will be needed to take trains across East Anglia to Ely and Pryrtborough and then on to the Midlands and the Notth.

Conclusion

The Port of Felixstowe and the railways connecting it to the rest of the UK have come a long way in sixty years and they will expand more in the next decade or two!

August 4, 2019 Posted by | Transport | , , , , , , , , | Leave a comment

The East-West Rail Link Plans For Services Between Reading And East Anglia

This report on the East-West Rail web site is entitled Eastern Section Prospectus and gives full details of their proposals for the train services along the East-West Rail Link.

This post is particularly about services to Reading and the report says this about services between Reading and East Anglia.

Proposed Core Train Services

This is a sentence.

It has been assumed that, by this stage, a half hourly service will operate on the Central and Western sections between Oxford – Cambridge.

The report then goes on to add.

25 minutes are added to the Oxford journey time to represent the option of one service being extended to / from Reading with a Reading – Oxford non-stop.

So that looks like there will be a core hourly service between Reading and Cambridge, which will take 98 minutes.

The report then goes on to detail how various towns and cities in East Anglia will be connected to Reading.

Bury St. Edmunds

2h16 hourly with cross-platform changes at Cambridge and new A14 Parkway station.

Great Yarmouth

3h14 hourly direct

Ipswich

2h43 hourly with cross-platform changes at Cambridge and new A14 Parkway station.

Lowestoft

3h30 hourly with change at Norwich and cross platform change at Reedham.

Norwich

2h40 hourly direct

Trains For The Route

It looks like there will be two direct hourly train services.

  • Reading and Great Yarmouth via Cambridge and Norwich, which will take three hours and fourteen minutes.
  • Oxford and Ipswich via Cambridge and Bury St. Edmunds, which will take two hours and nineteen minutes.

The long term service pattern, envisages extending the Oxford and Ipswich service to Manningtree, which would add twenty-five minutes.

These are long services and given the overcrowding that happens on the current service between Norwich and Liverpool, I would think that the trains should be as follows.

  • At least four or five cars.
  • An on-board buffet.
  • At least 100 mph operation.

I also think the trains should be bi-mode trains, able to use 25 KVAC overhead electrification or onboard power.

How Many Trains?

It looks like the Reading and Great Yarmouth service would be a seven-hour round trip, which would need seven trains.

The future Oxford and Manningtree service would be a six-hour round trip, which would need six trains.

So add in an allowance for maintenance and a spare, I suspect the fleet should be sixteen trains.

 

July 15, 2019 Posted by | Transport | , , , , , | Leave a comment

Norwich-In-Ninety Is A Lot More Than Passengers Think!

But, I very much expect that Greater Anglia know what they are doing.

I came up to Norwich on the 1100 train, which was timed to get in at 1230. According to the driver, there were signalling problems at Manningtree, which meant we arrived in Norwich twenty-one minutes late.

I was going on to Cromer or Lowestoft. So by the time I’d had a cider and bought a ticket, I didn’t leave Norwich until 1345 for Cromer. But I did have time by the sea to take a few pictures and have a coffee and a gluten-free scone, before getting the return train to Norwich.

Back at Norwich, I had a choice of two trains.

  • The 1700 stopping at just Ipswich and Norwich
  • The 1703 stopping at Diss, Stowmarket, Ipswich and a few other places.

I was booked on the 1700, from where I’m writing this note on my phone.

These are some of my observations.

Operating Speed

I have just travelled between Norwich and Ipswich in thirty minutes, with Speedview on my phone reading within a couple of mph of 100 mph all the way from where we got to operating speed South of Norwich to where we slowed for Ipswich station.

Diss, Stowmarket and Nedham Market stations were passed at almost 100 mph

Ipswich to Colchester was at a slower 90 mph, but then from Marks Tey to just before Chelmsford, the train was back to around 100 mph.

Speeds between 70 and 90 mph were held from Chelmsford to Liverpool Street, which was reached at 1830 as scheduled.

Acceleration

I got the impression, that the acceleration of the train wasn’t up to the operating speed. Certainly, it didn’t seem to accelerate as fast as an InterCity 125,

But then we’re talking about a rather puny Class 90 locomotive with just 930 kW pulling eight Mark 3 coaches.

In an InterCity 125, there is nearly 1,400 kW to accelerate the same number of similar coaches to 125 mph.

But these are small numbers compared to a four-car Class 755 train running on electrical power, which according to Stadler’s data sheet is 2,600 kW, which is 86% more power than an InterCity 125.

As there are two power-bogies each must be good for 1,300 kW.

Typical four-car electric Flirts seem to have around 2-3,000 kW, according to various Stadler data sheets.

Flirts seem to be seriously powerful trains and I can understand why some Norwegian Flirts are capable of 125 mph running. This is said in Wikipedia about the Norwegian Flirts.

All trains have five cars. However, in contrast to previous five-car FLIRTs they will have a third powered bogie giving them a maximum power output of 4,500 kW (6,000 hp) and a top speed of 200 km/h (120 mph).

If that extract is saying that each bogie can provide up to 1,500 kW, then Class 745 trains with four bogies have 6,000 kW.

If they were Class 755 train-sized bogies, then Class 745 trains, then the trains have 5,200 kW.

For comparison, an eleven-car Class 390/1 train has 5,950 kW.

With these figures, I feel it is reasonable to assume, that Class 745 trains, will accelerate to operating speed faster than the current forty-year-old BR stock.

  • They appear to have a lot more power, than the current trains.
  • Their aluminium bodies probably mean they weigh less, than the steel-bodies of the current trains.
  • Their aerodynamics are probably more advanced.
  • They probably have sophisticated technology that stops wheel slip, controls the train in a smooth manner and assists the driver.
  • The rolling dynamics will be no worse than that of the current trains.

Some conclusions can be drawn about the current trains and their operation.

  • A Class 90 locomotive with only 930 kW has sufficient power to keep an eight-car train running at 100 mph. It looks like the figure  is around 1.2 kWh per car per mile.
  • They must be in top condition.
  • The drivers probably know the route like the back of their hand and can coax the required performance from their ageing charges.

BR’s forty-year-old design must still be seriously good and the trains get the TLC they need.

Passing Stations At 100 mph

Diss, Stowmarket, Needham Market, Marks Tey, Kelvedon, Hatfield Peverel and Ingatestone stations were all passed within a few mph of 100 mph, with Maningtree and Colchester stations passed at around 85-90 mph.

Obviously, this must be allowed and not having to slow means that the speed is not degraded.

The only station where there was a substantial slowing was Chelmsford, where the train slowed to about 60 mph.

The Current Norwich-in-Ninety Services

These are the current ninety minutes services between Liverpool Street and Norwich.

  • 0900 – Norwich to Liverpool Street
  • 1100 – Liverpool Street to Norwich
  • 1700 – Norwich to Liverpool Street
  • 1900 – Liverpool Street to Norwich

Only one train is needed that starts and finishes in Norwich, where it is stabled overnight.

Serving The Intermediate Stations

Both the 1100 train to Norwich and the 1700 to Liverpool Street only stop at Ipswich.

But leaving a couple of minutes behind was another Class 90 locomotive/Mark 3 coach set stopping at more stations.

  • Going North, the train takes nineteen minutes longer, with stops at Colchester, Manningtree, Ipswich and Diss.
  • Going South, this train takes ten minutes longer, with stops at Diss, Stowmarket, Ipswich, Colchester and Stratford.

I suspect that when the Bombardier Class 720 trains have been delivered, these might be used for the stopping trains.

How Many Trains Will Be Needed?

It appears that the slower trains are currently timetabled to take between 111 and 115 minutes.

If a round trip can be done in four hours, then two trains per hour (tph), will require eight Class 745 trains.

As there are ten trains on order, this means the following.

  • Eight trains will be used to run the two tph stopping service.
  • One train will be needed for the Norwich-in-Ninety service.

This leaves one train as a spare or in maintenance.

Cromer And Back In A Day

In the four-and-a-half hours, I was in Norwich, I was able to take a train to Cromer, take a few pictures, have a quick lunch and then return to Norwich.

This is possible using the slower trains, but the fast trains can give you another hour in Norwich.

Obviously, this hour will be available for many journeys and must surely open up many possibilities for frequent travellers on the route.

How Reliable Is The Norwich-in-Ninety Service?

There have been twenty services in the first week of the service..

  • Fourteen have been on-time or a couple of minutes early.
  • Five have been under ten minutes late.
  • One was late by more than ten minutes.

That last train was twenty-two minutes late and I was on it, on the first Wednesday of the service.

I shall update this table, until I get bored with it!

Can The Timetable Be Changed?

The way the timetable is set out is an interesting solution to trying to be all things to all passengers.

  • There is a basic two tph service, which stops between London and Norwich according to a simple pattern.
  • Four services per day, with two in each direction, are delayed by two or three minutes.
  • The original departure times are taken by a fast train, that only stops at Ipswich.
  • These four departure times, are arranged, so that the services can be handled by a single fast train shuttling between Liverpool Street and Norwich
  • The fast train starts in Norwich at 0900 in the morning and returns to Norwich and its depot at 2030. The train can then have a good service after a hard day’s work!

Obviously, Greater Anglia have all the passenger data, so they have probably laid out a fast timetable, that will reflect current passenger numbers.

But as time goes on, this timetable can be augmented.

At present, they are using their express trains for both the two tph and the fast services.

These will be changed to Class 745 trains during the remainder of this year.

The venerable Class 90 locomotives and their Mark 3 coaches have blazed the trail and made everybody’s dream of Norwich-in-Ninety a reality, but now it is up to Greater Anglia’s new trains to fully develop the timetable.

  • If they are successful in attracting passengers more services will do Norwich in ninety and Ipswich in sixty.
  • The back-up stopping service running behind the fast train could be run by a new Class 720 train, which have a similar 100 mph operating speed.
  • Several services per day, using Class 755 trains, will be running between Lowestoft and London and augmenting the fast service between London and Ipswich.

Interestingly, as I left Norwich for Cromer, there was a Class 321 Renatus at Norwich station in Platform 2 Checking with Real Time Trains, this other relic from British Rail, but refurbished to a modern standard for passengers and performance, formed the 1400 express to London and arrived on time after seven stops.

It looks to me that Greater Anglia have a creditable back-stop, if there should be any unforeseen problems with the new trains.

But it also shows that the stopping service that follows the Norwich-in-Ninety service can be run by a 100 mph electric multiple unit.

This would surely release Class 745 trains to run more fast services.

An Improved Ipswich And Norwich Service

Greater Anglia have said that there will be three tph between London and Norwich and that one may or will be run the new Class 720 trains.

The only section of the Great Eastern Main Line, that won’t have four tph will be between Ipswich and Norwich. So could we see a 100 mph local service between two rivals.

Yesterday’s Class 321 Renatus did Norwich to Ipswich in forty-one minutes.

  • The route is fully-electrified.
  • Class 720 or Class 321 Renatus trains could be used.
  • Trains would stop at Diss, Stowmarket and Needham Market stations.
  • The rail line is not busy North of Stowmarket.
  • The bottleneck of Trowse bridge South of Norwich is to be replaced.

Running four tph between Ipswich and Norwich would be a lot more affordable, than improving the capacity on the mainly single-carriageway A140.

Would Faster Running Be Possible North Of Ipswich?

There are two major problems on the Great Eastern Main Line to the North of Ipswich.

  • Trowse Bridge to the South of Norwich.
  • Haughley Junction, where the Cambridge and Norwich routes divide to the North of Stowmarket.

Both projects have been kicked into the long grass more times than most, but it does look, that these two bottlenecks could be fixed in the next few years.

I also observed the following between Ipswich and Norwich.

  • The line wasn’t busy North of Stowmarket.
  • The train had no difficulty maintaining 100 mph.
  • The quality of the overhead electrification gantries might suggest a need for replacement.
  • There are some level crossings, that have no place on a 100 mph main line.

Would it be advantageous to update the line, so that higher speeds were possible?

I suspect that both the Class 745 and Class 720 trains could handle perhaps 110 mph with modifications, that are proven or planned with similar trains.

Conclusion

I had an exhilarating ride yesterday and it is a foretaste for the greatest improvement in transport for East Anglia in my lifetime.

 

 

May 22, 2019 Posted by | Transport | , , , , , , , , , , | 3 Comments

Norwich In Ninety And Ipswich In Sixty Is Just Seventy Days Away!

This article on the Norwich Evening News is entitled At Last! High Speed Train Service Delivering Norwich To London In 90 Minutes Will Soon Begin.

This is the key section.

The first of the faster services are due to come into service on Monday, May 20.

The 90-minute services will depart from Norwich at 9am and 5pm, Monday to Saturday, and will call at Ipswich at 9.33am and 5.33pm.

Meanwhile the London Liverpool Street service departs at 11am and 7pm, Monday to Saturday, and calls at Ipswich at 11.55am and 7.57pm.

Greater Anglia said it will shave 12 minutes off the current fastest journey between Norwich and London and cut the fastest journey between Ipswich and London by four minutes.

I shall be on the first train from London as far as Ipswich.

I don’t want to get tainted do I?

March 10, 2019 Posted by | Transport | , , , | Leave a comment

Roaming Around East Anglia – The Future Of Ipswich Station

Ipswich station is going to get a lot of extra services over the next few years and may need extra platforms.

In a few years the services at the station could include.

  • Greater Anglia – London and Norwich – Three trains per hour (tph)
  • Greater Anglia – Ipswich and Lowestoft – One tph (Three trains per day are London and Lowestoft)
  • Greater Anglia – Colchester and Peterborough – One tph
  • Greater Anglia – Ipswich and Felixstowe – Four tph (tram-trains)
  • East West Rail – Manningtree and Oxford/Reading – One tph

In a typical hour there will be five tph going through the station, with some hours having an extra train between London and Lowestoft.

So in this timetable that means that Ipswich station will only be handling one through train every 10-12 minutes in each direction, three of which will be twelve cars long.

Only one Lowestoft trains and four Felixstowe tram-trains will terminate at Ipswich station  There is a long-enough convenient platform 1 for the Lowestoft trains, but where would the Felixstowe service be turned round?

I took these pictures as I passed through Ipswich station.

As often happens, the Felixstowe train had to be turned back in the vSouthbound through Platform 2. Not a particularly good procedure!

Building a new platform at Ipswich station will be difficult.

  • To build it next to Platform 1 will mean that there will be a lot of reorganisation of the station behind Platform 1.
  • Building it on the far side of the station will be expensive and also mean Felixstowe services will have to cross the main lines, which will cause disruption.

I would expect that sorting Ipswich station could be a sum of at least £5million and possibly a lot more. There would also be a lot of disruption during the rebuilding.

As the pictures show, there would be space outside the station to put a tram stop, that would be capable of handling four tram-trains per hour to Felixstowe.

Conclusion

If this happens and the Ipswich and Felixstowe service is replaced with a frequent tram-train, it will be a big boost to the economy for both Ipswich and Felixstowe.

March 7, 2019 Posted by | Transport | , , | Leave a comment

Could There Be A Tram-Train Between Ipswich And Felixstowe?

I should declare an interest here of my teenage self, who spent some very boring summers in, what was then, the small coastal resort and dormitory town of Felixstowe.

There was only so many places you could cycle and as my school friends were all in London, I used to avoid going to Felixstowe if possible.

I can remember going from London to Felixstowe several times on the train.

I would cycle from our London house in Cockfosters to Liverpool Street station and put my bike in the guard’s van for the trip to Ipswich.

From Ipswich, I would ride the dozen or so miles along the A45 (now the A14) to Felixstowe.

I suspect, that I could have used, the two-car diesel shuttle from Ipswich to Felixstowe, but I never did.

Perhaps, it was because it was not the most frequent of services.

The frequency was certainly a lot less than the current hourly service.

A Tram-Train To Felixstowe

This report on the East West Rail web site is entitled Eastern Section Prospectus and gives full details of their proposals for the Eastern section of the East-West Rail Link.

This is said in the report.

Introduction of a tram-train service on the Felixstowe branch, with doubling between Derby Road and Felixstowe and street running through
Ipswich.

It is also said, that there will be a frequency of four trains per hour (tph)  between Ipswich and Felixstowe.

So how feasible is this proposal?

The Proposed Frequency

People travel between Ipswich and Felixstowe for several reasons.

  • It is an important dormitory town for Ipswich and increasingly for London,
  • The Port of Felixstowe is an important employer.
  • There is a large amount of leisure traffic between the two towns.

Currently, much of the travelling between Ipswich and Felixstowe is by car on an increasingly crowded A14.

Four tph seems an eminently sensible frequency.

Why Propose A Tram-Train?

If a train, like a Class 170 train or one of the new Class 755 trains were used for the route,  it would mean the following.

  • Four tph in the single platform at Felixstowe.
  • Four tph in a dedicated platform at Ipwich.
  • Four trains would be needed for the service.
  • An extra six tph using the route between Westerfield and Ipswich stations.

The stations should be able to cope, but I doubt that the extra trains could be fitted into a busy route with the following services.

  • Ipswich and Norwich
  • Ipswich and Bury St. Edmunds, Cambridge and Peterborough
  • Ipswich and Lowestoft

If you add in the up to forty freight trains per day, that will use the route, something will have to give.

The Route Od The Tram-Train

It would appear that the plan is to replace the train, with a tram-train running on the streets of Ipswich.

This could be a possible route for street running.

  • Ipswich Station
  • Portman Road
  • Ipswich Town Centre
  • Ipswich Hospital

It would then join the Ipswich-Felixstowe rail line in the area of Derby Road station or the retail parks on the East of Ipswich.

This Google Map shows Derby Road station and Ipswich Hospital.

Note.

  1. Ipswich Hospital is in the top-right of the map.
  2. Derby Road station is at the left side of the map in the middle.
  3. The Ipswich-Felkixstowe Line can be seen going South-Easterly across the map to the well-known St. Augustine’s roundabout.

A tram-train would have the following benefits.

  • It would link the town centres of Ipswich and Felixstowe.
  • It would create a step-free link across Ipswich Town Centre to the all-important hospital.
  • Extra stations can be added where they are needed in Ipswich without decreasing capacity on the rail line.
  • It would surely encourage more people to use the trains from Ipswich station.

I suspect too, that Class 399 tram-trains could be used as they are in Sheffield and will be on the South Wales Metro.

Between Ipswich And Derby Road Stations

This extract is from the Wikipedia entry for the Felixstowe Branch Line.

The train now enters a section of double track through Derby Road station (6.10 miles (9.82 km) from Ipswich station by train, but only 1.5 miles on the map) where trains can pass.

It is very significant, that going through the houses between the two stations is a route that is shorter by eight-and-a-half miles.

Could it be that the time that would be saved by the shorter route is balanced by the slower progress of on-street running, which means that the current twenty-six minute journey time can be maintained?

Doubling Between Derby Road And Felixstowe

I’ll repeat what is said in the report.

Introduction of a tram-train service on the Felixstowe branch, with doubling between Derby Road and Felixstowe.

Doubling of about a mile of the Felixstowe Branch to the West of Trimley is ongoing and doubling further to the West looks to be fairly easy from my helicopter.

But there is one major problem.

This Google Map shows, where the rail line goes over the Ipswich by-pass.

Note that provision has been made for a second track.

So hopefully, it won’t be much more expensive to add a second bridge and track, than to add points either side of the existing bridge.

There would be some extra bridge works between the A14 and Derby Road station, but doubling all the way from Derby Road station to Felixstowe doesn’t look to be the world’s most difficult railway engineering.

Extra Tram-Train Stops Between Ipswich And Felixstowe

There used to be an extra stop at Orwell station. It was little-used and closed in 1959.

Looking at the station, it is now a large private residence and I suspect there is no point in reopening, as there isn’t much housing in the area.

But there could be a case for a station at Futura Park, which is shown in this Google Map.

Lots of the usual out-of-town stops are there including a Waitrose and a John Lewis.

The railway runs to the South of the A1156 Felixstowe Road and there is surely the possibility of a station in this area.

There is also the possibility, that the tram-train could join and leave the Felixstowe Branch Line at this point, after and before street running to Ipswich station.

Would The Tram-Trains Go Walkabout In Felixstowe?

Felixstowe used to have two other stations; Felixstowe Pier and Felixstowe Beach. Both are now closed.

  • I can remember Felxstowe Beach station, as occasionally in the 1950s, we stayed nearby at the Cavendish Hotel.
  • Felixstowe Pier station was towards Landguard Fort and even served steam vessels going to Germany.

Both stations were served by trains reversing at the main station, which is impossible now as the chord has been removed.

This Google Map shows the current rail lines in Felixstowe.

The line to/from Ipswich splits into two in the top-left corner of the map.

  • The branch going East goes to Felixstowe station.
  • The branch going South used to serve the two other Felixstowe stations and now serves the Port of Felixstowe.

The missing chord is visible to the West of the playing fields of Felixstowe International College.

I would rate reinstatement of the chord as highly unlikely.

  • The only reason, the chord would be reinstated, would be if the Port of Felixstowe wanted to have a four tph passenger service.
  • The Port wouldn’t want to have all those extra movements on what is a busy and exclusive freight line.

On the other hand, I wouldn’t rule out extension into Felixstowe Town Centre.

This Google Map shows the Town Centre.

Note.

  1. The one-platform station is at the top of the map, behind a small Co-op supermarket and the Listed station buildings, which are now a small shopping centre.
  2. The High Street, which is part -pedestrianised leads down from the station to the top of the cliffs, where Bent Hill leads down to the sea-front.
  3. Halfway along is a triangular garden, where a local road splits off toward the Southern part of the sea-front and the Port.
  4. The pattern of retail shopping is changing and Marks and Spencer in the town will be closing soon.

My plan would be as follows.

  • Rebuild the Co-op supermarket to allow a single-track tram line to squeeze through to the High Street.
  • Trams would then continue down the High Street to the triangular garden.
  • A second platform face could be added at Felixstowe station to allow trams to pass and give flexibility.

Done properly, it could improve Felixstowe’s appeal as a leisure destination.

I also think, that as the extension is only short, the current Ipswich to Felixstowe timing could be maintained.

Future Services At Ipswich Station

Listing all the services proposed at Ipswich station gives the following.

  • 3 tph – London Liverpool Street and Norwich – Greater Anglia
  • 1 tph – Colchester and Peterborough – Greater Anglia – Replaces current Ipswich and Peterborough service.
  • 1 tph – Manningtree and Oxford via Cambridge – East West Rail – Replaces current Ipswich and Cambridge service
  • 1 tph – Ipswich and Lowestoft – Greater Anglia – Some services extend to London
  • 4 tph – ipswich and Felixstowe – Greater Anglia – Proposed tram-train service.

If the Felixstowe tram-train service were to terminate outside the station, as trams tend to do, there would only be a need for one bay platform at Ipswich, that would handle hourly Lowestoft services, that didn’t go to/from London.

Ipswich station would become more of a through station with the following through trains.

  • Five tph going between Manningtree and Stowmarket
  • Two tph between Manningtree and the proposed A14 Parkway station via Bury St. Edmunds.

This would all save the expense of rebuilding large parts of Ipswich station.

Although, there would be a certain amount of remodelling of the station forecourt to accommodate the tram-trains.

Conclusion

It is a classic application of tram-train technology and I’m sure that a good route can be devised between the two towns.

 

 

February 22, 2019 Posted by | Transport | , , , , , , , , , | 1 Comment

East West Rail Makes ‘Powerful Case’ For Direct Services From Ipswich And Norwich To Oxford

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

This is the first two paragraphs.

A direct rail link between Ipswich, Norwich and Oxford could unlock £17.5bn for the East Anglia community, according to a case for investment from the East West Rail Consortium (EWRC).

A new report publishing by the consortium outlines the benefits of new East West rail services, including the creation of 120,000 jobs and connecting high-value economies with fast rail links.

This report on the East-West Rail web site is entitled Eastern Section Prospectus and gives full details of their proposals.

Proposed Train Services

The East West Rail Consortium (EWRC) is proposing three phases of train services.

Initial Service Pattern

An hourly direct EWRC service to/from Ipswich, with a good connection at Cambridge to/from Norwich.

The current Ipswich to Cambridge service will be extended from Cambridge to Oxford and Reading.

Intermediate stations between Cambridge and Reading would include.

  • Cambridge South for Addenbrookes Hospital
  • Sandy
  • Bedford
  • Milton Keynes
  • Bletchley
  • Bicester
  • Oxford
  • Didcot Parkway

Selective journey times would include.

  • Ipswich to Bedford – 1 hour 26 minutes
  • Ipswich to Milton Keynes – 1 hour 55 minutes
  • Ipswich to Oxford – 2 hours 19 minutes
  • Ipswich to Reading- 2 hours 43 minutes

At Cambridge, there would be a same- or cross-platform interchange with Greater Anglia’s forthcoming service between Norwich and Stansted Airport, which will replace the current service between Norwich and Cambridge before the end of 2020, when new Class 755 trains will have entered service.

Selective journey times would include.

  • Norwich to Bedford – 1 hour 22 minutes
  • Norwich to Milton Keynes – 1 hour 51 minutes
  • Norwich to Oxford – 2 hours 15 minutes
  • Norwich to Reading- 2 hours 40 minutes

There would be a change of train at Cambridge station.

The report says this about infrastructure improvements.

Improved journey times could be provided by undertaking incremental linespeed enhancements between Cambridge and Ipswich/Norwich.

It doesn’t look like there will be too much disruption to train services, whilst the improvements are undertaken.

Interim Service Pattern

An hourly direct EWRC service to/from Norwich will be added to the Ipswich-Cambridge-Oxford-Reading service.

This will obviously mean that there will be two trains per hour (tph) between Cambridge and Oxford/Reading.,

But it will also mean.

  • Two tph between Norwich and Bedford/Milton Keynes/Oxford/Reading.
  • Two tph between Ipswich and Bedford/Milton Keynes/Oxford/Reading.

One of the Ipswich/Norwich trains will be direct and one will require a change at Cambridge.

I would expect that good connections would be arranged at Norwich, so that Cromer, Great Yarmouth, Lowestoft,and Sheringham had good coinnections to EWR.

Currently, East Anglia has two services to the Midlands/North

  • Liverpool and Norwich- 1 tph
  • Birmingham and Stansted Airport – 1 tph

These will be changed to the following.

  • Liverpool and Norwich
  • Birmingham and Stansted Airport
  • Liverpool and Stansted Airport
  • Birmingham and Norwich

All services would have a frequency of one train every two hours.

There would also be a cross-platform interchange at Peterborough between the two services, thus giving an hourly services on all four routes.

As Greater Anglia are planning to run an hourly Colchester to Peterborough service via Manningtree, Ipswich and Bury St. Edmunds, effectively this gives all these places an hourly service to Liverpool and Birmingham with a change at Peterborough.

The report recommends these infrastructure improvements.

  1. Additional platform capacity at Cambridge.
  2. Double-tracking of Trowse Swing Bridge.
  3. Signalling upgrades between Norwich and Brundall
  4. Signalling upgrades between between Ely and and Ely North Junction to reduce headways.
  5. Additional platform capacity at Norwich.
  6. Improved journey times and improved connections to/from Sheringham.

As with the initial service pattern, the infrastructure works with the exception of the double-tracking of Trowse Swing Bridge don’t seem to be major undertakings.

Long-Term Service Pattern

The long-term service pattern would be as follows.

  • The hourly Reading/Oxford service to Ipswich would be extended to Manningtree.
  • The hourly Reading/Oxford service to Norwich would be extended to Great Yarmouth.

There must be a good reason for not extending the Ipswich service to Colchester, as the Peterborough and Ipswich service will be extended to this terminal in 2020.

The report says this about infrastructure improvements.

A package of infrastructure enhancements across the region, building on those delivered for the interim phase.

It looks like nothing major will be undertaken.

Smaller Projects

The report details a series of smaller projects, that will be undertaken East of Cambridge. Many of these would be done even if East West Rail were not.

Chippenham Station

The report recommends building a new station at Chippenham Junction, which is to the East of Newmarket, close to the junction of the A11 and the A14 . The station is referred to in the report as A14 Parkway station.

This Google Map shows the location of the proposed station.

Note.

  1. The A14 going across the top of the map.
  2. The junction between the A14 and the A11 in the top-right corner.
  3. The triangular Chippenham Junction, pointing North to Ely, South to Newmarket and East to Bury St. Edmunds and Ipswich.

Having lived in that area for nearly thirty years, I believe that this is a much-needed station.

  • Stations in the area, with the exception of Cambridge North are short of car parking.
  • There would be two tph to/from Bury St. Edunds and Ipswich.
  • There would be one tph to Cambridge, Cambridge North, Cambridge South , Ely and Peterborough.

I suspect that there could be shuttle trains to provide extra services to Cambridge and Ely.

A shuttle train could run between A14 Parkway, Cambridge South, Ely and back to A14 Parkway, calling at all intermediate stations.

Double-Tracking

The report says that some single-track sections may need to be converted to double-track.

The major section of double-tracking would be between Coldhams Lane and Chippenham Junctions on the Cambridge Branch of the Ipswich-Ely Line.

A new chord would be built at Colhams Lane Junction, so that trains could run between Ely and Bury St. Edmunds via Newmarket.

This Google Map shows the area.

 

Note.

  1. The Cambridge to Norwich line running North South at the left of the map.
  2. The curve of the Cambridge Branch of the Ipswich-Ely Line at the bottom of the map.
  3. The extensive open space of Coldhams Common.

I have a feeling that building the chord will be a difficult planning process.

Electrification

The report says that there could be some additional electrification.

Ely North Junction

The report recommends that this junction is grade separated.

Ely North Station

The report recommends building a new Ely North station, which would be about one-and-a-half miles from Ely station.

Existing Stations

The report says this about existing stations.

Expansion of Cambridge, Norwich, Reedham, Kings Lynn and Manningtree
stations with remodelling of the station throat layouts.

I don’t think any modifications will be that difficult.

Felixstowe Tram-Train

This was said in the report.

Introduction of a tram-train service on the Felixstowe branch, with doubling between Derby Road and Felixstowe and street running through
Ipswich.

I was rather surprised. But why not?

The tram-train could even go down to the sea-front.

I explore this more in Could There Be A Tram-Train Between Ipswich And Felixstowe?.

Haughley Junction

Thr report recommends that this junction is grade separated.

This is one the most important projects to improve rail services in East Anglia.

Linespeed Increases To 100 mph

Greater Anglia’s fleet of Class 745, Class 755 and Class 720 trains are all 100 mph trains and the Great Eastern Main Line is a 100 mph route, all the way from London to Norwich.

It would seem that to improve services, that where possible linespeeds are increased to 100 mph.

  • The Breckland Line between Ely and Norwich, currently has a linespeed of around 75-90 mph and is double-track and  fairly straight across flat countryside.
  • The Ipswich-Ely Line between Ely and Ipswich, has a linespeed of up to 75 mph, and is mainly double-track and fairly straight across flat countryside.
  • The Cambridge Branch of the Ipswich-Ely Line is mainly single track and would probably be more difficult to upgrade.

Knowing the lines and East Anglia well, I suspect that these lines could be substantially given a linespeed of 100 mph.

Stansted Airport Station – Additional Platform

Stansted Airport station needs more capacity and may require the doubling of the tunnel under the runway.

Warren Hill Tunnel

The report recommends that Warren Hill Tunnel at Newmarket is doubled and that from Coldham Lane Junction to Chippenham Junction is also doubled.

This Google Map shows  the Western portal of the tunnel.

Note.

  1. The road  across the top is Old Station Road.
  2. The dark shadow at right angles to the road is the cutting leading to the tunnel.
  3. There seems to be plenty of space to widen the cutting.

And this Google Map shows  the Eastern portal of the tunnel.

Note.

  1. The road is the Bury Road.
  2. The cutting leading to the tunnel portal is in the top left of the picture.
  3. The actual portal appears to be under the Bury Road.

This page on the Newmarket Local History web site, gives details about railways in Newmarket. The site says that the tunnel is exactly a kilometre in length and built on a curve.

I can see that doing these tunnel works will not be without opposition from the Racing Industry at Newmarket.

I shall talk about this more later.

The Freight Locomotive Of The Future

Before discussing freight, I will describe the freight locomotive of the future.

Rail Operations Group have just ordered ten Class 93 locomotives from Stadler.

  • These are a tri-mode locomotive able to use electric, diesel or battery power.
  • They will probably be able to haul the heaviest freight train at 100 mph, using electric power.
  • They will be slower under diesel power, but they can use battery power for extra grunt.
  • They will also find applications in hauling 100 mph passenger trains on partially electrified lines.

Other manufacturers will follow Stadler in developing similar hybrid locomotives, which will haul larger freight trains faster and with less pollution, than the current generation of locomotives.

Freight

Part of the EWRC’s  freight plan  is to make it easier to get the massive number of freight trains between Felixstowe and the Midlands and the North.

This is an extract from the report.

Note that doubling of Warren Hill Tunnel at Newmarket and redoubling between Coldham Lane Junction and Chippenham Junction is included in the infrastructure requirements.

It is assumed that most freight would operate via Newmarket, with a new north chord at Coldham Lane Junction, rather than pursuing further doubling of the route via Soham.

I indicated , these points earlier.

  • ,Building a chord across Coldhams Common will not go down well with the residents of Cambridge.
  • The plans for a double-track railway through Newmarket will not go down well with the Racing Industry.

I would also suspect that the logistics of building a second tunnel at Warren Hill, could be a nightmare, given the twenty-four hour nature of horse-racing.

So why have EWRC decided to route most freight trains through Newmarket?

Currently, freight trains going to/from Felixstowe use one of four routes.

  • They go via London and cross the city on the crowded North London or Gospel Oak to Barking Lines.
  • They go to Peterborough and take a cross-country route to Nuneaton, which is slow and has a notorious level crossing in the centre of Oakham.
  • They go to Peterborough and take a diversion route through Lincoln.
  • They go to Peterborough and up the East Coast Main Line, which is increasingly crowded.

None of these are perfect routes for freight trains.

Looking into the future, by the late 2020s, the following will have happened.

  • An increasing number of freight trains will be running to/from Felixstowe.
  • High Speed Two will have opened, which will release paths for freight trains on the electrified West Coast Main Line.
  • Hybrid Electric/diesel/battery freight locomotives  will be commonplace and hauling most long-distance inter-modal freight trains.
  • The East West Rail Link will have opened between the West Coast Main Line and Cambridge.

It appears to me, that there could be a plan to create extra routes for freight trains to/from Felixstowe, using the East West Rail Link.

  • Services between Felixstowe and West Coast Main Line destinations like Birmingham, Carlisle, Glasgow, Liverpool and Manchester, will use the East West Rail Link between the West Coast Main Line and Cambridge.
  • Services between Felixstowe and Midland Main Line destinations like Derby, Nottingham and Sheffield, will use the East West Rail Link between the Midland Main Line and Cambridge.
  • Services between Felixstowe and South Western and Western destinations like Bristol, Southampton and Wales, will use the East West Rail Link between the Great Western Main Line and Cambridge.

Services between Felixstowe and East Coast Main Line destinations like Doncaster, Edinburgh, Leeds and Newcastle will still use the traditional route via Ely and Peterborough.

It seems to me, that as many as two freight trains in every hour in both directions will need to take the route between Felixstowe and the East West Rail Link through Bury St. Edmunds, Newmarket, Cambridge and Cambridge South stations.

This number of freight trains would make it essential, that there is a double-track railway from Chippenham Junction to Cambridge.

The Coldhams Chord also seems to be an important part of the plans of the EWRC.

This is to allow freight trains between Peterborough and Felixstowe to use the upgraded double-track route through Newmarket.

Once on the electrified Fen Line at Coldhams Junction, freight trains with a hybrid locomotive could use the electrification to Ely.

At Ely, the trains would then be able to take the Peterborough-Ely Line to continue on their way.

These points should be noted.

  • Currently freight trains between Felixstowe and Peterborough, have to cross the double-track Fen Line at Ely and it could be that operationally it would be easier, if they used the route via Coldhams Lane junction.
  • The level crossing at Ely station is being sorted.
  • The Fen Line between Cambridge and Ely is an electrified double-track and except at Waterbeach station, it would probably be relatively easy to add additional tracks.
  • Cambridge North station appears to have a double-track by-pass line for freight trains.
  • For some years, I’ve believed that the thirty miles of the Peterborough-Ely Line should be improved and electrified, as this would give a valuable electrified diversion route, if the East Coast Main Line were to be closed South of Peterborough.

So if a freight train were to be hauled by a hybrid locomotive, it would surely be able to use electrification between Peterborough and Coldhams Lane Junction.

The distance between Coldhams Lane Junction and Haughley Junction, where the electrification from Ipswich ends is forty miles. The terrain is also very undemanding.

I would be very surprised if in a few years, a powerful hybrid locomotive couldn’t haul the heaviest freight train on this route.

Conclusion

The East West Rail Link will have far reaching consequences for Norfolk, Suffolk and North Essex.

  • Most towns and cities with perhaps a population of upwards of 30,000 will have a two trains per hour service to Cambridge, Bedford, Milton Keynes, Oxford and Reading.
  • Some services will be direct, but many will involve a same- or cross-platform change at a station like Cambridge, Ipswich or Norwich.
  • East Anglia will have much better hourly connections to Birmingham, Liverpool, Manchester, Nottingham and Sheffield.
  • There will be much improved capacity for freight trains to/from Felixstowe.

I feel very positive about what has been said.

February 20, 2019 Posted by | Transport | , , , , , , , , , , | Leave a comment

New Tracks. New Platforms At Ipswich Station. And Faster Trains. Will East Anglia’s Rail Bosses Be Able To Deliver?

The title of this post is the same as that of this article on the East Anglian Daily Times.

This is the first paragraph.

Rail bosses have outlined a bold new vision for the East Anglian network over the next 25 years at a major transport conference in Ipswich.

A number of possible projects were outlined.

New Tracks For The Main Line

Possibilities include.

  • Two new tracks between Shenfield and Chelmsford,
  • A third track between Witham and Chelmsford.
  • New tracks South of Colchester,
  • New tracks between Ipswich and Haughley Junction.

these are my observations South of Colchester.

  • Two extra tracks should be possible between Shenfield and Chelmsford, but there would be some bridge reconstruction and the problem of Ingatestone station.
  • The third track between Witham and Chelmsford should be possible with only one major bridge South of Witham station.
  • There would appear to be space to fit in two extra tracks between Marks Tey and Colchester.

Although much of the line is only double-track, it does run through mainly farming country and there appears to be fairly wide green spaces on either side for much of the route.

These are my observations between Ipswich and Haughley Junction.

  • The line goes through the towns of Needham Market and Stowmarket and it would appear putting in extra tracks would be difficult in places.
  • There are also several bridges and a couple of level crossings.

But it does look like much of the route between Stowmarket Haughley Junction could have extra tracks added.

Removing Bottle-Necks

Two bottle-necks were specifically mentioned.

  • Haughley Junction
  • The Trowse swing bridge just South of Norwich.

The later would allow more services into Norwich.

Expanding Ipswich Station

The article says this.

New longer trains could force Greater Anglia and Network Rail to lengthen platforms at Ipswich Station – and Greater Anglia is looking at the possibility of building new platforms on what is currently the freight depot next to Platform Four.

Expansion of the station would allow more service to Cambridge, Lowestoft and Peterborough.

Boosting Smaller Stations

The article says this.

The growth in passenger numbers at the largest stations on the GEML in Essex – Chelmsford and Colchester – has slowed while more passengers are using smaller stations with improved parking facilities. Marks Tey, Manningtree, Kelvedon, Ingatestone, and Hatfield Peveral have become more popular with commuters driving to stations because they don’t have to drive into the heart of large towns or cities to find an expensive parking space.

I used to live near to Dullingham station, which is a commuter station for Cambridge. When I last used the station, it could do with more facilities.

Will this policy be complemented by the reopening of sclosed stations?

The article also talks about faster services and the improving of regional services.

Conclusion

East Anglia is going to get much better rail services.

 

 

February 2, 2019 Posted by | Transport, Uncategorized | , , | Leave a comment

Rail Company In Bid To Build Multi-Million-Pound Rail Depot Near Ipswich Station

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

This is the first two paragraphs.

Rail company Freightliner has revealed that it is hoping to build a new multi-million pound depot for its trains just outside Ipswich station.

Freightliner said it wants to build an extensive workshop to maintain its locomotives and wagons, with around 20 new full-time and part-time jobs created to help it carry out the maintenance currently carried out at other depots across the country.

This Google Map shows the current position of Freightliner’s yard at Ipswich station.

Note the yard tucked in to the South of the station. It looks like fuel is being delivered.

It is not very large and according to the article, its position means that to refuel, locomotives have to cross the Great Eastern Main Line.

Part of the yard could also become the site for additional platforms for Ipswich station.

This article in the Ipswich Star, says this about the position of the new depot.

It wants to build a massive new workshop to maintain its locomotives and wagons on land where there are currently little-used tracks beside Ranelagh Road.

This Google Map shows the position.

Several freight trains are visible in Ipswich Yard and just to the North are the little-used tracks, mentioned in the Ipswich Star. It looks like this will be the new location of the depot.

The new depot will be well out of the way of Ipswich station, which can just be seen in the bottom-right corner of the map.

As the new depot will create extra jobs and be able to handle wagon repairs, that currently need to go to Manchester or Southampton, it seems that Freightliner’s plan is a good one.

January 22, 2019 Posted by | Transport | , | Leave a comment

Will Greater Anglia Fit Batteries To Their Class 755 Trains?

Greater Anglia have ordered the following Class 755 trains.

  • 14 x three-car trains with two diesel engines in the power-pack
  • 24 x four-car trains with four diesel engines in the power-pack

The power-pack would appear to have four slots, each of which could take.

  • A V8 16-litre Deutz diesel that can produce 478 kW and weighs 1.3 tonnes.
  • A battery of about 120 kWh, which would probably weigh about 1.2 tonnes.

I estimated the battery size , by using typical battery energy densities for a battery of similar weight to the diesel engine.

The KeolisAmey Wales Tri-Mode Flirts

The Tri-Mode Flirts ordered by KeolisAmey Wales can use either electric, diesel or battery power.

From the pictures it appears that these trains have the same basic structure as the Class 755 trains.

In the July 2018 Edition of Modern Railways, there is an article entitled KeolisAmey Wins Welsh Franchise.

This is said about the Stadler Tri-Mode Flirts on the South Wales Metro.

The units will be able to run for 40 miles between charging, thanks to their three large batteries.

So does this mean that these Flirts have just one Deutz diesel engine of 478 kW and three batteries in the four slots of the power-pack?

These trains will run between Penarth and Rhymney stations.

  • I estimate about half the route will be electrified.
  • Penarth to the electrification at Cardiff is under ten miles.
  • The trains will work on battery power from Ystrad Mynach to Rhymney, which is ten miles up the hill.
  • Coming down from Rhymney, Newton’s friend will give assistance.

This seems a challenging task, but it must be possible, even after an important rugby match in Cardiff.

I think it is true to say, that these Tri-Mode Flirts are no wimps.

Greater Anglia’s Flirts And Batteries

Four-Car Flirts

The four-car Class 755 trains don’t have a spare slot, as they have four engines.

I also suspect the four-car trains will tend to serve the longer routes or those with more passengers.

  • Colchester and Peterborough
  • Stansted Airport and Norwich
  • Ipswich and Cambridge
  • Lowestoft and London via Ipswich
  • Norwich and Lowestoft
  • Norwich and Great Yarmouth

Consider.

  • These routes are partially-electrified.
  • These routes don’t have challenging terrain.
  • Except for Lowestoft and Great Yarmouth, all end stations are electrified.
  • A short length of electrification could be installed at Lowestoft and Great Yarmouth stations.

I wonder if one of the diesel engines were to be replaced with a battery, by capturing and reusing the regenerative braking energy, this could improve the economics of running the services.

In Tri-Mode Stadler Flirts, I estimated the following.

  • A four-car Tri-Mode Flirt will weigh around 150 tonnes.
  • I will assume 250 passengers at 90 Kg. each with all their baggage, which gives a weight of 22.5 tonnes.
  • This gives a total rain weight  of 172.5 tonnes.
  • The train is running at 100 mph.

This gives a kinetic energy of 48 kWh.

This would mean that a single 120 kWh battery could easily handle the regenerative braking and use the energy for the following purposes.

  • Hotel power, which includes the power to run passenger and train systems.
  • Traction power on sections, where low noise is important.
  • Traction power, if there is overhead electrification failure.
  • Short movements in depots and sidings.

I think that once Stadler have got their Tri-Mode Flirts working, that replacing one diesel with a battery in four-car Class 755 trains may be a sensible decision.

Lowestoft And London Via Ipswich

When the Class 755 trains are running services, there will be four direct trains per day from Lowestoft to London via Ipswich.

I will assume the following.

  • There will also be four trains in both directions.
  • An hourly service operates between Lowestoft and Ipswich
  • Lowestoft to Ipswich will take the current 90 minutes.
  • Greater Anglia will meet their promise of Ipswich to London in 60 minutes.
  • The first train currently leaves Lowestoft just after five in the morning.
  • The last train currently arrives at Lowestoft just before midnight.

For one train to do four round trips between five in the morning and midnight would need a round trip of around four hours and thirty minutes, which would mean that a time of around seventy minutes is needed between Ipswich and Lowestoft.

That is extraordinarily challenging.

But I think that could be Greater Anglia’s ultimate aim.

  • There must be savings of a minute or two at each of the nine stations between Ipswich and Lowestoft.
  • Some trains could be limited stop.
  • The current maximum speed on the East Suffolk Line is just 55 mph and could probably be increased in places.
  • The 100 mph Class 755 trains are quicker and probably accelerate and stop faster, than the current 75 mph Class 150 trains.
  • Trains turn at Liverpool Street in under five minutes.

If it can be done, then the four trains per day between Lowestoft and London can be run with just one train.

Would batteries help the achievement of this aim?

They might do! But they would certainly improve the electrical efficiency and cut the amount of running of the diesel engines.

Three-Car Flirts

The three-car Class 755 trains have two spare slots, as they have two engines.

I would expect that the three-car trains would be used on the shorter routes and those with less passengers.

  • Colchester Town and Sudbury
  • Ipswich and Felixstowe
  • Norwich and Sheringham via Cromer

To my mind the first two routes stand out for battery operation.

Ipswich and Felixstowe

Consider the following about the service between Ipswich and Felixstowe stations.

  • The Felixstowe Branch is just over twelve miles long.
  • There is one train per hour (tph) each way.
  • It takes the current trains abut 26-29 minutes to do the journey.
  • Currently, one train can provide the service.

In The New Trimley Freight Loop And Trimley Station, I talk about how a 1.4 km loop is being built to allow more freight trains to use the branch.

I also feel that there could be a second path in each hour for passenger trains, which would help reliability

But it also might make it possible to run a two tph service with two trains.

I also think, that if it was felt worthwhile, that this route could be run on battery power, charging at Ipswich and possibly with a short length of electrification in Felixstowe.

The advantages would be

  • Diesel-free running.
  • Less noise.
  • The environmentally friendly trains may attract new passengers.

As with the trains on the South Wales Metro, they’d probably have one diesel engine and three large batteries.

Knowing the bicycle-friendly contours of the centre of Ipswich and Felixstowe as I do, the trains would probably need adequate capacity for bikes.

Colchester Town And Sudbury

I am sure that this new route between Colchester Town and Sudbury stations has been designed for a battery train.

Consider.

  • A direct run between Colchester Town and Sudbury would probably take 45 minutes.
  • Over half the route would be electrified.
  • The Gainsborough Line is just eleven miles long.
  • A silent battery train would be ideal for the rural route.

A Class 755 train could leave the Great Eastern Main Line at Marks Tey with full batteries, go both ways on the branch and then return to Colchester Town using the electrification.

Norwich And Sheringham Via Cromer

At thirty miles, the Bittern Line is probably too long for running totally on batteries.

But one battery handling regenerative braking would make the train more environmentally friendly.

Conclusion

Batteries would make the Class 755 trains more economical and environmentally-friendly to run, but with the exception of the Felixstowe and Sudbury branches, I suspect that the routes are too long for pure battery power.

I do believe that Greater Anglia knew about Stadler’s concept for fitting batteries on Class 755 trains before they ordered the trains.

As this opens up possibilities for the future and the ability to be more environmentally-friendly and fiscally efficient, I suspect it was a factor in their decision to buy the trains.

 

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July 18, 2018 Posted by | Transport | , , , , , | Leave a comment