The Anonymous Widower

Network Rail Is Open For Business

Network Rail has published this document, which is entitled Open For Business.

The document is subtitled.

Opportunities for third parties to fund, finance or deliver improvements on Britain’s railways September 2018.

The improvements are listed by area.

Anglia – 5 Projects

  • Trowse Swingbridge
  • Loop north of Witham and associated works
  • Haughley Junction doubling
  • Ely Area service improvements
  • Road vehicle incursion mitigation (various sites)

London And North Eastern and East Midlands – 8 Projects

  • Leeds Station
  • Ashington Blyth & Tyne
  • East Coast Main Line (ECML) South Digital Railway
  • West Yorkshire Combined Authority (WYCA) new stations
  • Meadowhall Station
  • Pontefract Monkhill Station
  • Signalling
  • Level Crossing Lighting

London North Western – 9 Projects

  • Cumbrian Coast Line Upgrade
  • Birmingham Airport Connectivity
  • University Station, Birmingham
  • Watford Junction
  • Carlisle Station Masterplan
  • Snow Hill Station
  • Hest Bank Coastal Defence (CGJ7 W21470) in Lancashire
  • Leven Viaduct Major Structure (CBC1 34) in Cumbria.
  • CP6 Mining remediation programme

Scotland – 2 Projects

  • Perth Station Refurbishment
  • CP6 Building Fabric Renewal Programme

South East – 5 Projects

  • Stations Capacity Programme (Lewisham, Peckham Rye and Denmark Hill)
  • Victoria Station redevelopment
  • Thanet Parkway Station
  • Marshlink Enhancement
  • Cannon St river bridge repair and refurbishment

Wales – 8 Projects

  • Cardiff Central Station
  • Footbridge (various locations)
  • Sea Defence – Sudbrook
  • River bank protection
  • Ebbw Junction MDU
  • Port Talbot MDU
  • Shrewsbury MDU
  • Cardiff Canton LMD

This totals up to 37 projects.

 

 

September 22, 2018 Posted by | Travel | , | Leave a comment

The Stunning New Public Space Under The Ordsall Chord Might Not Open To The Public For Years

The title of this post is the same as that of this article in the Manchester Evening News.

As I understand it, the new Orsall Chord in Manchester has been designed to open up a public space by the River Irwell.

The headline says it all and there appears to be no-one who knows when it will open.

For one time too, it doesn’t seem that Network Rail is the villain of the piece.

I suppose the trouble is that this development has nothing to do with football!

Come on Manchester, get your act together!

September 16, 2018 Posted by | Travel | , , , | 2 Comments

Now That’s What I Call A Footbridge!

This article on Global Rail News is entitled Network Rail Launches Footbridge Design Competition.

This is the first two paragraphs.

A competition for new footbridge design ideas has been launched by Network Rail and the Royal Institute of British Architects (RIBA).

Entrants are asked to design fully accessible footbridges that can be used across Britain’s rail network and that further improve the legacy of rail pioneers.

Hopefully, something better than some of those on Britain’s rail network will be designed.

I was in Wales last week on the Ffestiniog Railway and saw this bridge.

Surely, someone can come up with something like this, that meets all the regulations and looks a lot better, than Network Rail’s standard offering in green-painted steel.

My father used to build structures like this with timber and bolts to create extra floors and storage in his print works in Wood Green. From about the age of seven, I was his little helper.

Perhaps, thirty years later, I had a barn built at a house I owned. The architect had the building designed in a similar manner.

Someone, ought to enter Network Rail’s competition with a similar design.

July 22, 2018 Posted by | Travel | , , , , | Leave a comment

Poole Level Crossing

This a video from Network Rail.

Poole High Street LX Hall of Shame

June 13, 2018 Posted by | Uncategorized | , | 3 Comments

OLE Upgrades Complete At Anglia As Part Of £46m Transformation

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

I hope this is actually the case.

  • I’ve had enough of rail replacement buses, when trying to get to football at Ipswich on a Saturday.
  • For at least the last three years, I’ve probably seen more away matches, than those at Portman Road.
  • Three hours each way to Ipswich, effectively means, the only pleasurable thing you do is see the match.
  • This work has probably hit attendances at both Norwich and Ipswich.
  • I’ve renewed my season ticket fort next season, but if it is as thin on home matches as this one has been, it will be my last season of travel.

What puzzles me, is why can’t Network Rail adjust their work schedule, so that at least important matches like the two Derbies have trains?

But then you wouldn’t rate Network Rail highly for Project Management!

 

May 8, 2018 Posted by | Sport, Travel | , , , , , , | Leave a comment

New Overground Trains For Gospel Oak To Barking line Delayed… By Three Months

The title of this post is the same as that, of this article in the Islington Gazette.

Various reasons are given.

  • The Bridge at Crouch Hill station.
  • Delays in testing the overhead wires.
  • Software problems on the trains.
  • TfL are awaiting trains for driver training.

Network Rail and TfL are apparently blaming each other.

There has been some very bad planning and design on the updating of the Gospel Oak to Barking Line.

  • Crouch Hill bridge should have been rebuilt earlier.
  • Some of the overhead gantry supports were built to wrong dimensions.
  • Some of the project planning seems optimistic with hindsight.

Would I also be right in thinking, that the process of introducing the new trains could have been better handled?

Or is it just, that the idea was to get the Geospel Oak to Barking Line working first and run perhaps a couple of Class 710 trains on the line for the following purposes.

  • Give a thorough testing of all systems.
  • Accumulate certification mileage.
  • Training of drivers.

This would appear to be what happened with Crossrail’s Class 345 trains, which could be seen shuttling up and down between Stratford and Shenfield stations for a couple of months in the middle of the day, before they were allowed to carry fare-paying passengers.

Perhaps, the testing of the trains and initial training of the drivers should have been planned for the Northern section of the Watford DC Line, where the same dual-voltage 710/2 variant of the trains will eventually be deployed.

Conclusion

It would all have been so much different, if the electrified railway had been delivered on the original target date that according to Wikipedia, would have allowed the new trains to run in early 2018.

 

 

April 26, 2018 Posted by | Travel | , , , , | 2 Comments

High-Speed Handbacks Could Save NR £250,000 A Week

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

The article described how by using a more sophisticated tamping machine, Network Rail are able to hand the track back faster after maintenance.

Many businesses, as Network Rail do here, use outdated processes to do regular tasks.

Often by using an improved procedure, companies can save money.

In this instance, Network Rail are saving enough in a year to perhaps build a small station.

Can you be sure, you use the best processes in your business?

April 25, 2018 Posted by | Travel | , | Leave a comment

Hitachi Battery Trains On The Great Western Railway

The slow pace of the electrification on the Great Western Main Line has become a big stick with which to beat Network Rail.

But are rolling stock engineers going to pull Network Rail out of their hole?

On page 79 of the January 2018 Edition of Modern Railways, Nick Hughes, who is the Sales Director of Hitachi Rail Europe outlines how the manufacturer is embracing the development of battery technology.

He is remarkably open.

I discuss what he says in detail in Hitachi’s Thoughts On Battery Trains.

But here’s an extract.

Nick Hughes follows his description of the DENCHA; a Japanese battery train, with this prediction.

I can picture a future when these sorts of trains are carrying out similar types of journeys in the UK, perhaps by installing battery technology in our Class 395s to connect to Hastings via the non-electrified Marshlink Line from Ashford for example.

This would massively slice the journey time and heklp overcome the issue of electrification and infrastructure cases not stacking up. There are a large number of similar routes like this all across the country.

It is a prediction, with which I could agree.

I conclude the post with this conclusion.

It is the most positive article about battery trains, that I have read so far!

As it comes direct from one of the train manufacturers in a respected journal, I would rate it high on quality reporting.

Hitachi Battery Train Technology And Their UK-Built Trains

The section without electrification on the Marshlink Line between Ashford International and Ore stations has the following characteristics.

  • It is under twenty-five miles long.
  • It is a mixture of double and single-track railway.
  • It has nine stations.
  • It has a sixty mph operating speed.

As the line is across the flat terrain of Romney Marsh, I don’t think that the power requirements would be excessive.

In the Modern Railway article, Nick Hughes suggests that battery technology could be installed in Class 395 trains.

The Class 395 train is part of a family of trains, Hitachi calls A-trains. The family includes.

In Japan, another member of the family is the BEC819, which is the DENCHA, that is mentioned in the Modern Railways article.

As a time-expired electrical engineer, I would think, that if Hitachi’s engineers have done their jobs to a reasonable standard, that it would not be impossible to fit batteries to all of the A-train family of trains, which would include all train types, built at Newton Aycliffe for the UK.

In Japan the DENCHAs run on the Chikuhō Main Line, which has three sections.

  • Wakamatsu Line – Wakamatsu–Orio, 10.8 km
  • Fukuhoku Yutaka Line – Orio–Keisen, 34.5 km
  • Haruda Line – Keisen–Haruda, 20.8 km

Only the middle section is electrified.

It looks to me, that the Japanese have chosen a very simple route, where they can run on electrification for a lot of the way and just use batteries at each end.

Bombardier used a similar low-risk test in their BEMU Trial with a Class 379 train in 2015.

So How Will Battery Trains Be used On the Great Western?

On the Great Western Main Line, all long distance trains and some shorter-distance ones will be Class 80x trains.

The size of battery in the DENCHA can be estimated using a rule, given by Ian Walmsley.

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch.

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

So the energy needed to power the DENCHA, which is a two-car battery train on the just under twenty miles without electrification of  the Chikuhō Main Line in a one way trip would be between 112 and 187 kWh.

A Battery-Powered Class 801 Train

The Class 801 train is Hitachi’s all-electric train, of which Great Western Railway have ordered thirty-six of the closely-related five-car Class 800 train and twenty-one of the nine-car units.

The difference between the two classes of train, is only the number of generator units fitted.

  • Trains can be converted from Class 800 to Class 801 by removing generator units.
  • Bi-mode Class 800 trains have a generator unit for each powered car.
  • The all-electric Class 801 train has a single generator unit, in case of electrical power failure.
  • When trains couple and uncouple, the train’s computer system determines the formation of the new train and drives and manages the train accordingly.

If I was designing the train, I would design a battery module, that replaced a generator unit

This leads me to think, that a five-car Class 801 train, could have one generator unit and up to four battery modules.

  • The computer would decide what it’s got and control the train accordingly.
  • The generator unit and battery power could be used together to accelerate the train or at other times where high power is needed.
  • If the batteries failed, the generator unit would limp the train to a safe place.
  • The number of battery units would depend on the needs of the route.

It would be a true tri-mode train; electric, diesel and battery.

I will now look at some routes, that could see possible applications of a battery version of Class 80x trains.

Cardiff To Swansea

I’ll start with the most controversial and political of the cutbacks in electrification.

At present plans exist to take the electrification on the Great Western as far as Cardiff Central station, by the end of 2018.

The distance between Cardiff Central and Swansea stations is forty-six miles, so applying the Ian Walmsley formula and assuming the train is five-cars, we have an energy usage for a one-way trip between the two cities of between 690 and 1150 kWh.

As the Class 80x trains are a modern efficient design, I suspect that a figure towards the lower end of the range will apply.

But various techniques can be used to stretch the range of the train on battery power.

  • From London to Cardiff, the line will be fully-electrified, so on arrival in the Welsh capital, the batteries could be fully charged.
  • The electrification can be continued for a few miles past Cardiff Central station, so that acceleration to line speed can be achieved using overhead wires.
  • Electrification could also be installed on the short stretch of track between Swansea station and the South Wales Main Line.
  • There are three stops between Cardiff and Swansea and regenerative braking can be used to charge the batteries.
  • The single generator unit could be used to help accelerate the train if necessary.
  • There are only two tph on the route, so efficient driving and signalling could probably smooth the path and save energy.
  • Less necessary equipment can be switched off, when running on batteries.

Note. that the power/weight and power/size ratios of batteries will also increase, as engineers find better ways to build batteries.

The trains would need to be charged at Swansea, but Hitachi are building a depot in the city, which is shown in these pictures.

It looks like they are electrifying the depot.

Surely, enough electrification can be put up at Swansea to charge the trains and help them back to the South Wales Main Line..

The mathematics show what is possible.

Suppose the following.

  • Hitachi can reduce the train’s average energy consumption to 2 kWh per carriage-mile, when running on battery power.
  • Electrification at Cardiff and Swansea reduces the length of battery use to forty miles.

This would reduce the battery size needed to 400 kWh, which could mean that on a five-car train with four battery modules, each battery module would be just 100 kWh. This compares well with the 75 kWh battery in a New Routemaster bus.

Will it happen?

We are probably not talking about any serious risk to passengers, as the worst that can happen to any train, is that it breaks down or runs out of power in the middle of nowhere. But then using the single generator unit, the train will limp to the nearest station.

But think of all the wonderful publicity for Hitachi and everybody involved, if the world’s first battery high speed train, runs twice an hour between Paddington and Swansea.

Surely, that is an example of the Can-Do attitude of Isambard Kingdom Brunel?

Paddington To Oxford

The route between Paddington and Oxford stations is electrified as far as Didcot Parkway station.

The distance between Didcot Parkway and Oxford stations is about ten miles, so applying the Ian Walmsley formula and assuming the train is five-cars, we have an energy usage for the return trip to Oxford from Didcot of between 300 and 500 kWh.

If the five-car train has one generator unit,four battery modules and has an energy usage to the low end, then each battery module would need to handle under 100 kWh.

There are plans to develop a  South-facing bay platform at Oxford station and to save wasting energy reversing the train by running up and down to sidings North of the station, I suspect that this platform must be built before battery trains can be introduced to Oxford.

If it’s not, the train could use the diesel generator to change platforms.

The platform could also be fitted with a system to charge the battery during turnround.

Paddington To Bedwyn

The route between Paddington and Bedwyn is electrified as far as Reading station, but there are plans to electrify as far as Newbury station.

The distance between Newbury and Bedwyn stations is about thirteen miles, so applying the Ian Walmsley formula and assuming the train is five-cars, we have an energy usage for the return trip to Bedwyn from Newbury of between 390 and 520 kWh.

As with Paddington to Oxford, the required battery size wouldn’t be excessive.

Paddington To Henley-on-Thames

The route between Paddington and Henley-on-Thames station is probably one of those routes, where electric trains must be run for political reasons.

The Henley Branch Line is only four miles long.

It would probably only require one battery module and would be a superb test route for the new train.

Paddington To Weston-super-Mare

Some Paddington to Bristol trains extend to Weston-super-Mare station.

Weston-super-Mare to the soon-to-be-electrified Bristol Temple Meads station is less than twenty miles, so if  Swansea can be reached on battery power, then I’m certain that Weston can be reached in a similar way.

Other Routes

Most of the other routes don’t have enough electrification to benefit from trains with a battery capability.

One possibility though is Paddington to Cheltenham and Gloucester along the Golden Valley Line. The length of the section without electrification is forty-two  miles, but unless a means to charge the train quickly at Cheltenham station is found, it is probably not feasible.

It could be possible though to create a real tri-mode train with a mix of diesel generator units and battery modules.

This train might have the following characteristics.

  • Five cars.
  • A mix of  generator units and battery modules.
  • Enough generator units to power the train on the stiffest lines without electrification.
  • Ability to collect power from 25 KVAC overhead electrification
  • Ability to collect power from 750 VDC third-rail electrification.

Note.

  1. The battery modules would be used for regenerative braking in all power modes.
  2. The ability to use third rail electrification would be useful when running to Brighton, Exeter, Portsmouth and Weymouth.

The train could also have a sophisticated computer system, that would choose power source according to route,timetable,  train loading, traffic conditions and battery energy level.

The objective would be to run routes like Paddington to Cheltenham, Gloucester to Weymouth and Cardiff to Portsmouth Harbour, as efficiently as possible.

Collateral Advantages

Several of the routes out of Paddington could easily be worked using bi-mode Class 800 trains.

  1. But using battery trains to places like Bedwyn, Henley, Oxford and Weston-super-Mare is obviously better for the environment and probably for ticket sales too!
  2. If places like Bedwyn, Henley and Oxford are served by Class 801 trains with a battery option, it could mean that they could just join the throng of 125 mph trains going in and out of London.
  3. Battery trains would save money on electrification.

I also suspect, that the running costs of a battery train are less than those of using a bi-mode or diesel trains.

Conclusion

Hitachi seem to have the technology, whereby their A-train family can be fitted with batteries, as they have done it in Japan and their Sales Director  in the UK, has said it can be done on a Class 395 train to use the Marshlink Line.

We may not see Hitachi trains using batteries for a couple of years, but it certainly isn’t fantasy.

Great Western Railway certainly need them!

 

 

 

December 25, 2017 Posted by | Travel, Uncategorized | , , , , , , , , , , | 2 Comments

This Year’s Engineers Christmas Party Is At Highbury And Islington Station

Three year’s ago, I wrote VolkerFitzpatrick Are Having A Christmas Party At South Tottenham.

This year’s Engineers Chrismas Party is at Highbury and Islington station, where they are replacing the bridge on the Holloway Road over the North London Line.

These pictures were taken on the 20th of December.

The first action of the rebuilding of the bridge was the shutting of the Post Office outside the station, which I wrote about in Highbury And Islington Post Office Is Now Shut.

That post dates from July 2014 and signs around the station say the bridge will be replaced by Summer 2018.

Four years to rebuild a bridge. Are Network Rail looking for an entry in the Guinness Book Of Records?

But then Network Rail has form with bridges in North London.

On the Gospel Oak to Barking Line, they forgot to rebuild the bridges at Wightman Road and Crouch Hill.

These pictures were taken on the 22nd of December.

These pictures were taken on the 28th of December.

These pictures were taken on the 31st of December.

The large cranes have gone.

The 8th of January marked the reopening of the roads.

I think the bridge will be fully completed in the Summer.

 

 

December 20, 2017 Posted by | Travel | , , , | Leave a comment

Progress On The Sheffield-Rotherham Tram-Train

I took these pictures in Sheffield and Rotherham, whilst trying to take pictures of Class 399 tram-trains.

Note.

  1. The heavy-weight gantries for the electrification, which I suspect would support 25 KVAC electrification.
  2. It appears simple bi-level platforms are being built at Rotherham Central station.
  3. Could a stop being put at the New York stadium?

It certainly doesn’t seem to be an expensive system.

Single Or Double Track Electrified At 25 KVAC

The heavy rail route which is both single and double-track is electrified using standard 25 KVAC electrification.

Simple Voltage Changeover

In Karlsruhe, a ceramic rod is used to connect the overhead wires of different voltages. The pantograph of the tram-train runs on this rod, as the vehicle passes between the two voltages.

The different voltages would be handled automatically on the tram-train.

Kinetic energy or a battery will take the tram-train over the very short dead section.

I didn’t see it, but I suspect a similar system is used on the Tinsley Chord in Sheffield, where the two voltage systems meet.

The advantage of this simple system, is that voltage changeover can be completely automatic, with the driver only monitoring the changeover.

 

Simple Bi-Level Platform Extensions

This technique is used in Karlsruhe, where they have myriad problems due to various classes of tram-trains and conventional trains.

Modern construction methods will certainly help here.

How Did Network Rail Manage To Spend So Much Money?

The only feasible positive explanation is that this tram-train trial is being very comprehensive and covers all possible UK operations.

  • The tram-trains are tested on 25 KVAC at Rotherham.
  • Single and double-track.
  • The tram-trains are tested on 750 VDC all over Sheffield.
  • The tram-trains are tested on sharp curves and climbing hills on the Sheffield Supertram network.
  • The voltage changeover is thoroughly tested on the Tinsley Chord.
  • Platform designs get a rigorous test.

If the tram-train passes these tests and the regulators and operators like it, it’ll be passed for the UK network.

Is The Rotherham Trial A Tram-Train Or A Train-Tram?

When going from Sheffield to Rotherham, the Class 399 train, starts as a tram and changes to a train on the Tinsley Chord.

But when going from Rotherham to Sheffield, the vehicle starts as a train and changes to a tram.

So I suppose it’s both and it changes over where the voltage changes on the Tinsley Chord.

But just as in the Rotherham trial, provided there is an overhead wire with an acceptable voltage, the Class 399 tram-trains can run on any track, be it for trams or trains.

On What Routes Could A Class 399 Train Run?

There are several possibilities.

Extending An Existing Tram Network On A Heavy Rail Line

The tram-train runs normally on a standard tram line and then the route is extended on a heavy rail line, which is electrified with 25 KVAC overhead wires.

This is what is being done at Rotherham.

More possibilities exist in Sheffield and probably on other systems like Birmingham, Blackpool, Edinburgh, Manchester and Nottingham.

Creating A Tram Link Across A Town Or City

Suppose a town or city has two electrified stations on opposite sides. Perhaps one handles trains from the West and the other handles trains from the East.

If a tram route can be created between the two stations, which is connected to the lines at the station, then tram-trains can run across the town or city.

This has been done in Karlsruhe and other European cities, but I doubt we’ll see a cross-city link like this in the UK for a decade or two.

Creating A Tram Link Between Two Electrified Lines

This is similar to the previous application, except that the tram route might be in a rural area.

One possibility might be from Cambridge to Marks Tey along a rebuilt Stour Valley Railway.

Running A Branch On A Heavy Rail Line As A Tram

Creating a branch line to tram standards should be cheaper than creating it to heavy rail standards.

The proposed Glasgow  Airport Tram-Train could be built this way, by building a tram track from the Inverclyde Line to the Airport.

The branch would have the following characteristics.

  • Segregated single-track from the Inverclyde Line
  • 750 VDC overhead electrification.
  • Low floor tram-trains.
  • Simple stations.

The tram-trains could run as normal electric trains from Glasgow Central station to West of Paisley St. James station, where they would take to the branch line and run as trams to the Airport.

As the performance of a Class 399 tram-train is not much slower than the current Class 314 trains that work some services on the Inverclyde Line, I feel that fitting the tram-train service into the service pattern on the line would be possible.

I estimate that a round trip from Glasgow Central to the Airport could be done within an hour, which would mean that to provide an adequate four tram-trains per hour, would require four vehicles.

Two other airports could be served in this way; Leeds and Liverpool

  • Leeds Airport would require electrifying as far as Horsforth station, where a tram track would lead to the Airport.
  • I suspect that the tram-trains could not only connect Leeds to the Airport, but Bradford as well.
  • Liverpool Airport from Liverpool Lime Street services would change to a tram at Liverpool South Parkway station.

I think we’ll be seeing tram-trains used for services like these.

Consider these points.

  • A suitable station on the electrified network is needed as a terminus.
  • A suitable junction must be possible between the branch and the electrified network.
  • Any number of stops could be built on the branch.
  • Simple tram-style 750 VDC overhead wires can be used, which would be less visually intrusive.

Some schemes will be simple like perhaps the Slough to Windsor and Eton Line and others would be more complicated.

Conclusion

In a year or so’s time, we’ll know if tram-trains are another method of expanding and improving the UK’s rail network.

 

 

 

 

 

 

 

 

September 22, 2017 Posted by | Travel | , , , , | 1 Comment