Reading Green Park Station – 27th May 2023
Reading Green Park station opened today, so I went and took these pictures.
Note.
- It is a high-specification station with two platforms, toilets and full step-free access using a bridge and lifts.
- I was told, that the station can handle six-car trains.
- There is no coffee kiosk in the station, but there is a Tesco Express outside.
- Trains run between Reading and Basingstoke, at a frequency of two trains per hour (tph).
- The Reading and Basingstoke Line is partially-electrified.
- As I’ve seen before, there was a Chinese guy taking pictures of the station.
- At present there are only 54 parking spaces, but Wikipedia indicates this could be increased.
This Google Map shows the station under construction.
The map shows the station has room for expansion, which in a thriving town like Reading could be important.
I have a few thoughts.
Rolling Stock
The route is not unique, but it is unelectrified, but has 1.8 miles of high quality electrification at the Northern end.
This equates to a route, where 11.7 % is electrified.
Trains normally terminate at Reading in the fully-electrified Platform 2, which is shown in this picture.
In a typical round trip, a train can spend up to 26 mins under the wires between passing Southcote junction going North and passing it going South.
This time should be more than enough to fully-charge a battery-electric train.
Consider.
- Modern battery-electric trains have a range in excess of sixty miles.
- Network Rail must have known that from before 2015, when they ran the Class 379 IPEMU trial on the Mayflower Line, which I wrote about in Is The Battery Electric Multiple Unit (BEMU) A Big Innovation In Train Design?.
- I was told, by the onboard text engineer, that the Class 379 IPEMU train had a range of sixty miles on the batteries.
- In Is It Architecture,Engineering Or Art? I describe my first visit to the superbly rebuilt Reading Station. This was in 2013 and there is no sign of any electrification.
So was the electrification scheme at Reading designed knowing the results of the trials in Essex, which showed that battery-electric trains did more than work and were a serious proposition?
A sixty mile range would mean a battery-electric train could handle, these routes from Reading.
- Southcote junction and Basingstoke and then back to the electrification at Southcote junction, which would be 27.2 miles.
- Newbury and Westbury, which is 42.5 miles.
- Didcot Parkway and Oxford and then back to the electrification at Didcot Parkway, which would be 21.0 miles.
If four-car Class 321 Renatus, Class 379 or Class 387 trains were to be converted, I doubt there would be many modifications needed to stations and track.
The Bridge
The bridge has everything anybody would want with two lifts, stairs and lots of glass for good views.
But what puzzles me about Network Rail’s bridges is that a few years ago, they held a competition with RIBA to design a bridge.
This stylish, affordable and easy-to-install footbridge was the winner.
I wonder why not one has been built!
Ticketing
I feel there could be a minor problem with the ticketing.
For my trip today, I used my Freedom Pass on the Elizabeth Line as far as Reading, where I bought a return to Basingstoke, as I wanted to photograph something at that station.
In common with many stations, I had to exit from Reading station to buy my ticket from a machine.
As Reading has that superb bridge with lots of space and many changes at Reading will involve crossing the bridge, would it not be possible to put a ticket machine on the bridge?
I have travelled extensively on German trains and they place lots of ticket machines on the platforms, which I have used extensively, as their English is better than my German, which I have to use in a ticket office.
Plan To Develop New ‘Southern Gateway’ Through Station In City Centre
The title of this post, is the same as that of this article in the Bradford Telgraph and Argus.
This is the sub-heading.
Work to develop a new city centre rail station in Bradford could soon be back on the rails, despite the Government cancelling the local Northern Powerhouse Rail line
These are the first two paragraphs.
It has today been announced that the UK Infrastructure Bank will be working with Bradford Council to plan and develop a proposed “Southern Gateway” station in the city centre.
Although few details have been announced so far, the station is expected to be a through station, and is likely to be on the site off Wakefield Road currently occupied by St James’ Wholesale Market.
This sounds like an updating with finance of a plan I wrote about in Bradford Seeks Support On Rail Project Which Could Deliver £30bn Benefits.
This map from OpenRailwayMap shows the rail lines in the Bradford area.
Note.
New Pudsey station is in the North-East corner of the map.
Bradford Foster Square and Bradford Interchange stations are in the North-West corner of the map.
Low Moor station is in the South-West corner of the map.
This second OpenRailwayMap shows an enlargement of the lines across Bradford.
Note.
Bradford Interchange station is in the North-West corner of the map.
The railway lines are shown in yellow.
New Pudsey station is off the map to the East and on the way to Leeds.
Some trains between Leeds and Bradford are routed via New Pudsey station and the loop in this map.
The railway between New Pudsey and Bradford Interchange stations goes under a roundabout on the Wakefield Road.
This Google Map shows St. James Wholesale Market and the railway to the North-East of the roundabout.
Note.
- St. James Wholesale Market is marked by the red arrow.
- The railway between New Pudsey and Bradford Interchange stations goes under the roundabout at the bottom of the map.
There’s certainly a lot of space to the East of the market. Could the new station be built with a lot of adjacent open space like King’s Cross and Liverpool Lime Street.
These are further thoughts.
Will There Be A New Chord South Of Bradford Interchange Station?
This section is an edited version of a section from Bradford Seeks Support On Rail Project Which Could Deliver £30bn Benefits.
This Google Map, shows Mill Lane Junction, where the lines from New Pudsey and Bradford Low Moor stations join South of Bradford Interchange station.
Note.
- Bradford Interchange station is on the rail line to the North.
- The proposed new Bradford station and the existing New Pudsey station are on the rail line to the East.
- Bradford Low Moor station is on the rail line to the South.
It would appear that an extra chord should be added to the junction to allow trains between Manchester Victoria and Leeds running via the Calder Valley Line to call at the new station in Bradford.
Current trains between Manchester Victoria and Leeds using this route have to reverse at Bradford Interchange. The new station and the extra chord would avoid this.
Will Bradford Interchange Station Be Closed?
That is a big question and depends on the overall plan.
I await the full plan with interest.
But building the new chord, closing Interchange station and avoiding the reverse will speed up services.
What Trains Will Call At The New Station?
Currently, only these trains from Northern, go through the station site.
- Hull and Halifax
- Leeds and Chester
- Leeds and Manchester Victoria
- York and Blackpool North
Note.
- All have a frequency of one train per hour (tph)
- All currently reverse at Bradford Interchange.
- All call at Leeds, New Pudsey and Halifax.
- Three tph call at Bramley and Hebden Bridge.
- Two tph call at Manchester Victoria, Rochdale and Todmorden.
- One tph calls at Low Moor.
I suspect these service could be augmented to perhaps give the following.
Four tph to Hebden Bridge, Rochdale and Manchester Victoria.
The only other trains passing though the area are Grand Central’s four trains per day (tpd) between London King’s Cross and Bradford Interchange via Low Moor.
- If these trains terminated in a bay platform at the new station, would this enable their frequency to be increased?
- Or could the services be extended to Leeds?
The new station certainly opens up possibilities.
Devizes Station Would Need To Be Part Of Wider Rail Plan
The title of this post, is the same as that of this article on Railway Gazette.
These two paragraphs outline the current status.
The construction of a Devizes Gateway station at Lydeway is unlikely to represent value for money as a standalone project, but it could be viable as part of a wider rail improvement programme, a study has concluded.
The feasibility study undertaken by Wiltshire Council, Devizes Development Partnership, GWR and Network Rail built on a strategic outline business case submitted to the Department for Transport under the Restoring Your Railway Fund programme in November 2021.
The Department for Transport will now decide what to do next.
I think there are other issues on the route between Reading and Taunton.
The Current Train Service
The only passenger services using the Reading and Taunton route are these three trains, which all have a frequency of one train per two hours (tp2h).
- London Paddington and Exeter St. Davids – Calling at Reading, Newbury, Hungerford, Pewsey, Westbury, Castle Cary, Taunton and Tiverton Parkway
- London Paddington and Plymouth – Calling at Reading, Taunton, Tiverton Parkway and Exeter St Davids
- London Paddington and Penzance – Calling at Reading, Taunton, Tiverton Parkway and Exeter St Davids
Note.
- London Paddington and Exeter St. Davids takes a few minutes over two hours.
- London Paddington and Plymouth takes a few minutes over three hours.
- London Paddington and Penzance takes a few minutes over five hours.
- The Reading and Taunton route is a double-track railway with a 110 mph operating speed.
- London Paddington and Newbury is electrified.
- The last two trains alternate to give Plymouth an hourly service.
- After Exeter St. Davids, trains have a sophisticated stopping pattern to give all stations served a good service.
From several trips along the line, I have the impression, that it’s a route, where drivers can get the best out of the trains.
Electrification
The line would benefit from electrification, in terms of journey times and decarbonisation.
But could this route be run by battery-electric trains?
- It is 89.7 miles between Newbury and Taunton.
- It is 120.4 miles between Newbury and Exeter St. Davids.
- It is 52.1 miles between Exeter St. Davids and Plymouth.
- It is 79.4 miles between Plymouth and Penzance.
- London Paddington and Newbury is electrified.
- Taunton, Exeter St. Davids, Plymouth and Penzance stations could have a charging system of some sort.
This Hitachi infographic shows the specification of the Hitachi Intercity Tri-Mode Battery Train.
Consider.
- Two trains go between Newbury and Taunton without stopping.
- The Exeter St. Davids service stops three times.
- Newbury and Taunton non-stop took 75 minutes at an average speed of 72 mph
- Newbury and Taunton with three stops took 78 minutes.
- All trains currently appear to be nine cars.
I suspect that Hitachi’s Intercity Tri-Mode Battery Train could go between Newbury and Taunton with a great deal of ease.
How many diesel engines and batteries would the train have?
Normally, nine-car Class 800/802 trains have five diesel engines.
So how many will be replaced by batteries?
The infographic says one engine will be replaced, so if that is a five-car train, it looks likely that a nine-car train could have two batteries.
But Hitachi could be playing a long game!
In Stadler FLIRT Akku Battery Train Demonstrates 185km Range, I wrote about how the FLIRT Akku has a range of 115 miles.
If Hitachi can squeeze 125 miles out of a nine-car Class 800 with two or three battery packs, they will outrange the FLIRT Akku and be able to run between London Paddington and Penzance on batteries, with some topping up on the way.
We mustn’t forget the engineers at Hyperdrive Innovation, who are designing and building Hitachi’s battery packs.
They will be ultracompetitive and know the range required to get battery-electric trains to Penzance.
I suspect that when the range of the nine-car battery-electric Class 800/802 is revealed, it will astonish everybody!
Bedwyn Station
Bedwyn station is served by an hourly shuttle train to and from Newbury, run by a diesel train.
The station used to have a direct service from London, but now passengers change at Newbury.
A Station For Marlborough
I investigated this in A Station For Marlborough, where this was my conclusion.
With the next generation of electric train with onboard energy storage or IPEMUs, a Marlborough station on a new Marlborough Branch Line can be used to create a two tph service to and from Paddington to replace the current one tph service from Bedwyn.
So a new Marlborough station would be a win for all those using stations on the Reading to Taunton Line to the East of Pewsey.
I also wonder how many other similar services can be developed by extending a service past a main line terminal to a new or reopened branch line, which is built without electrification and run using trains with onboard energy storage.
In answer to my posed question in the last paragraph, I suspect it is quite a few!
Devizes Gateway Station At Lydeway
I wrote about this proposed Devizes Gateway station in Reinstatement Of Rail Access To Devizes Via A New Station At Lydeway.
After writing Was Baldrick An Essex Man? about the building of an avoiding line at the new Beaulieu Park station North of Chelmsford, I do wonder, if it would be an idea to incorporate one in this proposed station, if there is a need to increase capacity.
This Google Map shows the station site, where the A342 crosses the railway.
I suspect a third track can be squeezed in.
Westbury Station
Westbury station is a busy station, where the Reading and Taunton Line crosses the Wessex Main Line.
This map from OpenRailwayMap shows the lines in the station.
Note.
- The blue lettering indicates Westbury station.
- The two major rail routes are shown in orange.
- The Reading and Taunton Line goes East-West across the map.
- Note the avoiding line South of Westbury station.
- Reading is in the East and Taunton is in the West.
- The Wessex Main Line goes North-South across the map.
- Bristol is in the North.
- Salisbury and Southampton is in the South.
In Westbury Station – 30th July 2020, there are some pictures I took of Westbury station.
This section in Wikipedia says this about the Future of Westbury station.
The line to Westbury is not due to be electrified as part of the 21st-century modernisation of the Great Western Main Line. Although local councillors support it, the extension of electrification beyond Newbury to Westbury was assessed as having a benefit–cost ratio of only 0.31.
On the other hand this document on the Network Rail web site, which is entitled the Devizes Gateway Interim
Feasibility Study, suggests that another platform might be added at Westbury station.
Castle Cary Station
Castle Cary station doesn’t seem to have any well-publicised problems, so please tell me if you know of any.
Frome Station
Frome station is described in its Wikipedia entry as an unusual station and one that is Grade II Listed.
I suspect, it could do with some more services.
Somerton Station
I wrote about a new Somerton station in Somerset: Plans For New Railway Station On Levels.
Track Improvements
I suspect if Network Rail were improving the route between Reading and Taunton, they know of some places, where they could do some work.
Service Improvements
Consider.
- There is probably a need for a stopping train between Newbury and Taunton, which calls at all stations.
- It might terminate at the London end, at either London Paddington or Reading.
- It might be a battery-electric train.
- An hourly frequency would be ideal, if the track and signalling could handle it.
- Charging systems would be positioned as needed.
The train would interface with other Great Western services to Bristol, London Paddington, Gloucester, Salisbury, Southampton and Weymouth.
Oy could also interface with the Transwilts services.
Conclusion
This could be developed into a very useful network for Wessex.
The Construction Of The New Thanet Parkway Station Is Substantially Complete And It Will Open To Passengers On 31 July 2023
The title of this post, is the same as that of this page on the Network Rail web site.
The opening date is the most important information, but the rest of the page is worth a read, as it gives details of the work, that is still to do.
Much concerns sorting out the kevel crossings.
UK And Welsh Governments To Explore New Rail Links Between South Wales And England
The title of this post, is the same as that of this press release from the UK Government.
These are the three bullet points.
- UK and Welsh governments today (2 February 2023) announce a new study to improve transport connectivity between south-east Wales and west of England
- the study, backed by £2.7 million of UK government funding, will look at options for new railway stations and rail services on the South Wales Main Line
- this project will focus on relieving congestion on the M4, a vital connector between south Wales and the rest of the UK
The stations are not named, but it is said that they could be between Cardiff and the Severn Tunnel.
The last paragraph changes direction a bit.
Lord Peter Hendy also proposed reviewing the route connecting north Wales to the north-west of England, better connectivity with HS2 and a package of railway improvements to increase connectivity and reduce journey times between Cardiff, Birmingham and beyond.
I find this development very interesting, but typical of the sensible approach one would expect from Lord Peter.
In Could High Speed Two Serve Holyhead?, I looked at the route and came to this conclusion.
London Euston and Holyhead could be a serious proposition.
With some development and a new fast ferry, it could also open up a practical zero-carbon route between Great Britain and Ireland.
Times of four and a half hours between London Euston and Dublin could be possible.
I suspect that time would appeal to green tourists, especially those in First with a good meal.
Brent Cross West Station – 22nd January 2023
T took these pictures as I passed the site this morning.
I’m not sure about the work of art.
Changing At Farringdon To And From Northbound Thameslink Trains
For my trip this morning, I took the Lizzie Line one stop from Moorgate station to Farringdon, and then straight up the escalator to the Northbound Thameslink platform.
Changing to Northbound Thameslink services at Farringdon is very easy, if you make sure you arrive in the Western end of your Lizzie Line train.
These pictures show the change.
Note.
- You can only change at the Western end of the Lizzie Line platforms.
- At the top of the escalator, keep to the left and walk through to the Northbound platform.
You will be arrive on the Northbound platform at the back of the train.
The reverse change is also easy, so if I was coming home from Gatwick Airport or Brighton, I’d change at Farringdon to the Lizzie Line for Moorgate, from where I can get a bus to my home.
The change to the Lizzie Line will be easier, if you are in the back of your Thameslink train.
Pit Stops At Farringdon Station
One unique feature of the Northbound Thameslink platform at Farringdon station, is that unusually for a sub-surface station, it has full facilities, which are located by the escalators for the Lizzie Line.
I would very much like to see more of these.
Changing At Farringdon To And From Southbound Thameslink Trains
Changing to Southbound Thameslink services at Farringdon is similar to changing to Northbound Thameslink services, if you make sure you arrive in the Western end of your Lizzie Line train.
These pictures show the change.
Note.
- You can only change at the Western end of the Lizzie Line platforms, where you go up the escalator.
- At the top of the escalator, keep to the right and take the escalator to the station entrance.
- Then descend to the Southbound platform using the stairs or the lifts.
You will arrive on the Southbound platform at the front of the train.
The reverse change is also easy, so if I was coming home from Bedford or Cambridge, I’d change at Farringdon to the Lizzie Line for Moorgate, from where I can get a bus to my home.
The change to the Lizzie Line will be easier, if you are in the front of your Thameslink train.
A Thought On Broughton Station
This Google Map shows Hawarden Airport to the West of Chester.
Note.
- Airbus make wings for their aircraft at their Broughton factory on this airport.
- The wings are flown to Europe for final assembly.
- The North Wales Coast Line passes the Northern end of the runway.
When I bought my return ticket between Chester and Holyhead, which was good value at £25.25 with my Senior Railcard, I got chatting with the clerk about Airbus and their Broughton factory.
He felt it needed a station and afterwards I checked and found that the Welsh Government had been trying to build one for some time.
Thinking back, I wonder if he keeps getting asked about getting to the Airbus factory and wishes that the government and Airbus would make his job easier by building a Broughton station.
A station at Broughton might also cut the factory’s carbon footprint, by allowing more staff to go to work by train.
A Merseyrail Extension To Shotton
Shotton is already served by the Borderlands Line which connects Wrexham and Bidston.
This line is shown on the West side of this map, which shows how the Merseyrail network might look in the future.
Note.
- Chester could have services that terminate in the East at Crewe and Runcorn East stations.
- Chester already has electric services from Liverpool, which will receive new Class 777 trains in the next few months.
- The new trains can be fitted with a battery electric capability.
I just wonder, if a Cross-Chester Metro could be built.
- Eastern termini would be Runcorn East or possibly Warrington Bank Quay and Crewe.
- Shotton is only 7.9 miles from Chester.
- Shotton low-level station used to have four tracks.
- I suspect that Shotton or even Flint could be the Western terminus.
- Extra stations could be added as required.
Note.
It would probably be best, if the trains were battery-electric that could use 25 KVAC overhead electrification, as this would allow them to charge at the Eastern termini.
I also feel that Crewe and Chester should be electrified, so that Chester could be reached by the new Class 805 trains running under electric power.
This would also allow Chester to become a High Speed Two destination, that was served by High Speed Two Classic-Compatible trains.
I believe that a Cross-Chester Metro is a possibility.
Schoolchildren Get First Glimpse Of Northumberland Line Train Services
The title of this post, is the same as that of this article on the Northumberland Gazette.
The title does say it all, but what a good idea to give the kids a ride first to build up enthusiasm for the new Northumberland Line.
High Speed Two Publish Rural Footbridge Design
High Speed Two have published their rural footbridge design on this page of their web site.
This image from High Speed Two shows an artist’s impression of the bridge.
This is High Speed Two’s own thoughts on the design.
Made of weathering steel, the sides of the lightweight bridges will lean outwards to maximise views of the sky and improve the experience of people crossing the railway.
Weathering steel – which ages naturally to a russet brown colour – was chosen to help match the tone of the surrounding countryside, while the plates that form the structure of the bridges will be angled to appear narrower and lighter.
To emphasise the sense of lightness, each span will be slightly higher in the middle so that they appear to leap over the railway. Most of the bridges will consist of just one 42m span, with extra spans added where necessary to create bridges of up to 102m long.
The design of the bridge would appear to be a good compromise between accessibility, cost, ease of construction and installation and practicality.
The article also covers other topics.
Step-Free
This paragraph explains how the bridges will be step-free.
In order to improve efficiency of manufacturing and assembly, all the bridges will have the same basic form, with the approach paths built into the earthworks on either side of the bridge. This also means that all the footbridges will effectively be step-free.
I can see bridges of this type being built at other rural locations.
A Single-Platform Station
These images show James Cook station in Middlesbrough.
High Speed Two’s rural bridge design could be used as part of a design for a step-free station on a rural line.
Bridleways
The footbridge can be used for a bridge on a bridleway.
Designed with guidance from the British Horse Society, the bridges which carry bridleways will follow the same basic pattern, with a recycled, non-slip rubber deck and the structure acting like a baffle to stop horses being distracted by passing trains.
Footbridges will be 2.5m wide, while bridleways will be 3.5m wide to allow two horses to pass comfortably and safely.
It should be remembered, that horses are flight animals and if they are startled they run, so if say a train went under the bridge, when they were on top, they would most likely go forward and cross the bridge quickly.
I would happily have ridden my stallion; Vague Shot over a bridge like this.
I also think, the design of the bridge in the landscape should allow riders to approach to a safe distance from the bridge and perhaps watch a train or two go through.
Other Animals
I can see other animals like badgers, foxes and hares using a bridge like this.
I also think, that on classic railways, bridges like these could be used to allow farmers to move sheep or possibly cattle over a railway, with some simple design changes.
Conclusion
This bridge has more applications, than the initial one, for which it was designed.
The Anonymous Widower 