The Anonymous Widower

The New Entrance At Hackney Central Station – 2nd July 2022

The new entrance at Hackney Central station opened yesterday.

Note.

  1. The cafe must be fairly good, as it has two flavours of gluten-free brownies.
  2. I may have a touch of arthritis these days, but stairs like these are fine for me, as there are two right-handed paths.
  3. There is a second set of stairs down from the footbridge to speed passengers on their way to Hackney Downs station.
  4. There is a light-controlled crossing over Graham Road.
  5. Bus stops in both directions are only about twenty metres from the crossing.
  6. The station buildings appear to have green roofs.
  7. The is plenty of bike storage, but no car parking.
  8. There is no lift, although the design should allow one to be added later, if it is thought one is needed.

I’ve seen bigger budgets produce worse designed station entrances than this one.

My Use Of The Graham Road Entrance At Hackney Central Station

I suspect, I will use the new entrance mainly in one of two ways.

Going West On The North London Line

If I want to go west on the North London Line, the obvious one is to get a bus to Highbury & Islington station from the closest stop to my house and get the train from there.

But that route has got more difficult in recent years.

  • Our South London Mayor in his wisdom cut the 277 bus back to Dalston Junction station.
  • So there is only the 30 bus left and the route uses badly-designed Egyptian-built buses. I’ve nothing against Egyptians, but these buses don’t have the flat floor, that people expect from a bus these days.
  • Since the roundabout was rebuilt, it seems to be a longer and more difficult walk for pedestrians.

So I’d prefer to take another route.

  • Canonbury station is probably the closest station, but it is an uphill walk from my house.
  • Dalston Kingsland station is a possibility, but the steps to the platform aren’t the safest.
  • Dalston Junction station is another possibility, as it is step-free, but it means more changes of mode and train.

Going via the new Graham Road entrance has advantages.

  • From my house, there are frequent 38 buses to the new entrance.
  • The 38 bus stop at Hackney Central is only a few metres from the station entrance.
  • There is a coffee stall in the station entrance.
  • The steps in the entrance are easy for me.

I will try out this route the next time, that I go to the West on the North London Line.

Coming Home From Stratford With Shopping

If I need a big Marks & Spencer or a John Lewis, it is convenient to go to Eastfield at Stratford and come home on the North London Line.

I will usually use the The Canonbury Cross-Over to double-back and get a bus home from Dalston Junction station.

It is an easy route, but sometimes the trains mean a wait of nearly ten minutes at Canonbury station.

The new entrance at Hackney Central gives an alternative route.

  • You would get in the back of the train at Stratford.
  • Alight at Hackney Central.
  • Exit the station through the new entrance.
  • Cross Graham Road on the light-controlled crossing.
  • Walk about twenty metres to the 38 bus stop.
  • Wait for a frequent 38 bus.

Today, I waited just a minute.

Conclusion

The entrance was first mentioned in an article on Ian Visits in October 2019 and I wrote about it in Will Hackney Central Station Get A Second Entrance?.

In May 2021, I wrote £3m Hackney Overground Station Upgrade To Begin In June.

The entrance seems to have gone from a concept to reality in under three years and once the starting pistol was fired, it was built in under a year.

How many parts of the UK rail network could be improved, by small projects like this?

 

July 2, 2022 Posted by | Food, Transport/Travel | , , , , , , , , , | 1 Comment

From Moorgate To Imperial Wharf – 30th June 2022

I wanted to see the new entrance at Imperial Wharf station today, so after a full English breakfast on Moorgate, I took the Lizzie Line, Central and West London Lines across London.

I took this route.

  • Lizzie Line – Moorgate to Tottenham Court Road
  • Central Line – Tottenham Court Road To Shepherds Bush
  • West London Line – Shepherds Bush To Imperial Wharf

I took these pictures along the route.

Note.

  1. The change at Tottenham Court Road station involves going up to the ticket hall and down again.
  2. The change at Shepherds Bush involves crossing the road between the Central Line and Overground station.
  3. The last few pictures show the new entrance at Imperial Wharf, which is for Northbound trains only.

When Bond Street station opens on the Lizzie Line, it should be easier to change there for the Central Line.

The Plans For A Connection Between The Lizzie And West London Lines?

This map from cartometro.com shows, where the Lizzie and West London Lines cross in the area of Old Oak Common.

Note.

  1. The Overground is shown in orange and splits into the North and West London Lines South of Willesden Junction station.
  2. The Lizzie Line is shown in purple and black, as it goes across the map, as at this point it shares tracks with the Great Western Main Line.

This map shows how High Speed Two will change the lines.


Note.

  1. Hythe Road station on the West London Line, which will have a walking route to High Speed Two and the Lizzie Line.
  2. Old Oak Common Lane station on the North London Line, which will have a walking route to High Speed Two and the Lizzie Line.
  3. The Dudding Hill Line, which is shown as an orange double-line and could be part of the West London Orbital passing North-South to the West of Old Oak Common Lane station.
  4. The Acton-Northolt Line, which is shown in blue and could give Chiltern Railways extra platforms at Old Oak Common with a walking route to High Speed Two and the Lizzie Line.

Wikipedia says that the status of the two Overground stations according to Transport for London is as follows.

Subject to funding being secured and further public consultation, we would seek permission to build and operate the proposals via a Transport and Works Act Order (TWAO). Funding remains a significant constraint in delivering these proposals. We are currently seeking to establish a package of funding that could enable the stations to be delivered by 2026 alongside the new HS2 and Elizabeth line station.

I suspect that with our current South London Mayor, we will see little progress on these connectivity schemes at Old Oak Common station, as with the possible exception of Hythe Road station, there’s little in it for South London.

Conclusion

Hythe Road station would certainly have made my journey easier yesterday.

Hopefully, though, if I do the journey again in the next year or so, Bond Street station will be open on the Lizzie Line and I’ll change to the Central Line there.

 

 

June 30, 2022 Posted by | Transport/Travel | , , , , , , , , , , , , , | 2 Comments

A Thought On The Prospects For Crossrail

Someone asked the question, in a discussion group, that I visit, if Crossrail will be a success.

I believe that you only have to look at the success of the London Overground to realise that Crossrail will be a success.

When the North London Line reopened as the first route of the London Overground with new Class 378 trains, it used to run four-car trains at a frequency of six trains per hour (tph) between Stratford and Willesden Junction stations.

Now the line runs eight tph on that route and the trains are five cars.

That is a capacity increase of 66% in terms of cars per hour.

And still at times, the trains are full and Transport for London are looking at ways of adding extra trains and/or cars.

Crossrail will have the factors going for it, which helped to make the Overground that success. It is new and has a novelty value, but above all like the Overground, it is built for full-sized people, who could be pushing bikes and buggies and trailing baggage.

Crossrail, also increases options for alternative routes for Londoners , who are World Champions at ducking-and-diving.

Crossrail has also been designed so that the trains can be extended.

If Crossrail has a problem, other than the lateness and budget overrun, it is that it doesn’t connect to the Victoria or Piccadilly Lines.

February 18, 2022 Posted by | Transport/Travel | , , , , , , | 12 Comments

Hackney Central Station New Entrance – 24th December 2021

The new entrance at Hackney Central station is moving on.

Parts of the structure can now be seen behind the hoardings.

This picture shows the new entrance from Graham Road.

And this picture shows the entrance from above.

It does not look like step-free access is provided, but I suspect it could be added later.

Strangely, although Hackney Central station is to the East of where I live on the other side of Dalston Junction, it will be on a route, I might take, when I want to go West on the North London Line. I would just take a 38 bus direct to this entrance and then take a train to Richmond or Clapham Junction station as appropriate.

If Hackney Council put a light-controlled crossing over Graham Road, this will make it easy for me to come home from Stratford.

December 29, 2021 Posted by | Transport/Travel | , , , | Leave a comment

An Express Service On The Overground

On Thursday, last week, I was travelling between Highbury & Islington and Willesden Junction stations on the North London Line of the London Overground. From Willesden Junction I intended to get the Bakerloo Line to Paddington for my trip to Okehampton.

There had been a problem and the train was rather full.

The surprise was that after Camden Road station it went non-stop to Willesden Junction.

It got me thinking.

  • The Class 378 train sped along, as does the occasional Class 800 train, that is going to and from Hitachi’s North Pole Depot.
  • It has been proposed to turn back some trains at Camden Road to increase frequencies through East London, which I wrote about in Will Camden Road Station Get A Third Platform?.
  • There is a spare rarely-used bay platform at Willesden Junction station with short-distance step-free access to the two platforms that serve the Watford DC and Bakerloo Lines.
  • I seem to remember that original plans for the North London Line including extending some services to Willesden Junction.

Could an express service be run between Stratford and Willesden Junction stations?

  • It would stop at all stations to the East of Camden Road.
  • It would terminate bay platform at Willesden Junction.
  • It would improve the interchange at Willesden Junction station for many travellers.

I suspect though, it would need improved signalling, which is probably the reason it has never been implemented.

 

 

November 25, 2021 Posted by | Transport/Travel | , , , , | 4 Comments

Freight On The East West Main Line

This page on the East West Main Line Partnership web site, describes their ambitions towards freight.

This is said.

The freight and logistics sector is one of the largest contributors to carbon emissions. Greater use of rail for freight and logistics provides additional resilience for the business community, while also acting on the need to achieve net zero.

Whilst not part of East West Rail, removing the bottlenecks on the Felixstowe to Midlands
corridor remains an immediate strategic priority for three sub-national transport bodies (England’s Economic Heartland, Transport East and Midlands Connect wrote to the Chancellor in this regard in July 2020).

However, the design and operation of the East West Main Line should take into account and contribute to the delivery of the requirements of the national rail freight strategy. In due course Great British Railways will have a statutory duty to consider the needs of rail freight and to take those needs into account in planning the future of the rail network.

It is therefore important that the East West Main Line is designed and delivered with the capability of supporting rail freight services without the need for additional works. In this regard due consideration must be given to ensuring that the impact on local communities of rail freight movements is minimised.

I have my thoughts.

Cutting Carbon Emissions In The Freight Sector

The obvious way to do this, would be to electrify every line in the country and purchase a new fleet of electric freight locomotives.

But the problems with this are the expense, disruption and timescale, it would take to replace all the locomotives and put up electrification on every line that might possibly be used by freight trains and  locomotives.

A solution is needed now, not in ten years.

But there are already solutions being demonstrated or developed that will cut carbon emissions from locomotives.

  • Stadler bi-mode Class 88 locomotives are already hauling freight trains and cutting emissions by using electric power where possible. But there are only ten of these locomotives.
  • The thirty Stadler tri-mode Class 93 locomotives on order for Rail Operations Group could or well be a game-changer. It is already known, that they will be able to cruise at 100 mph using electrification, so they will be able to mix it with the expresses on the Great Eastern Main Line. I suspect that these locomotives have been designed to be able to haul freight trains out of the Port of Felixstowe, by juggling the power sources.
  • In Freightliner Secures Government Funding For Dual-Fuel Project, I describe how Clean Air Power are converting a Class 66 locomotive to run on both diesel and hydrogen. This could be a very fruitful route, especially, if the diesel-electric Class 66 locomotives could be fitted with a pantograph to use electrification where it exists.
  • I have been very impressed with the work Wabtec have done to convert a large American diesel-electric locomotive into a battery electric locomotive. I wrote about it in FLXdrive ‘Electrifies’ Pittsburgh. In Could Class 66 Locomotives Be Converted Into Battery-Electric Locomotives?, I concluded that it might be possible to convert Class 66 locomotives into battery-electric locomotives using Wabtec’s technology.
  • In Powered By HVO, I talk about DB Cargo’s use of HVO to cut carbon emissions.

I am also sure that there are probably other solutions to decarbonise freight locomotives under development.

I would hope that over the next few years the amount of diesel fuel used in the freight sector will decrease significantly.

Improved Freight Routes

Currently, freight trains to and from Felixstowe take one of these routes.

  1. Via London – Using the Great Eastern Main Line, North London Line or Gospel Oak and Barking Line, and the West Coast Main Line.
  2. Via Nuneaton – Going via Bury St. Edmunds, Ely, Peterborough and Leicester before joining the West Coast Main Line at Nuneaton.
  3. Via Peterborough – Going via Bury St. Edmunds, Ely and Peterborough before taking the East Coast Main Line or the Great Northern and Great Eastern Joint Line via Lincoln.

The first two routes routes have capacity problems, whereas the third route has been improved by the use of the Great Northern and Great Eastern Joint Line.

Problems on the first two routes include

  • The Great Eastern Main Line is only dual-track.
  • The Great Eastern Main Line and the routes through London are at full capacity.
  • The route via Nuneaton does not have much electrification.

The East West Main Line will open up a new route directly across the country for some services, that currently go via the London or Nuneaton routes.

  • Felixstowe and Birmingham
  • Felixstowe and Glasgow
  • Felixstowe and Liverpool
  • Felixstowe and Manchester

These services could use the East West Main Line to connect with the West Coast Main Line at Bletchley, if the track were to be modified.

In addition services between Felixstowe and South Wales and the West Country could use the East West Main Line to Oxford and then join the Great Western Main Line at Didcot.

The East West Main Line could reduce the number of freight trains on these routes.

  • Great Eastern Main Line
  • North London Line
  • Gospel Oak and Barking Line
  • Peterborough and Leicester Line

The first three lines are certainly at capacity.

The Newmarket Problem

In Roaming Around East Anglia – Coldhams Common, I talked about previous plans of the East West Rail Consortium, who were the predecessor of the East West Main Line Partnership for the rail line between Chippenham Junction and Cambridge through Newmarket.

In this document on their web site, this is said.

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 have a feeling that if this plan were to be pursued, the Racing Industry in Newmarket wouldn’t be too keen on all the freight trains passing through the town.

Knowing the town and the racing industry and horses, as I do, I suspect that there will need to be serious noise mitigation measures through the town.

One would probably be a noise limit on the trains passing through, which might be very difficult for long freight trains, even if hauled by a much quieter battery-electric or hydrogen-powered locomotive.

Were the East West Main Line Partnership thinking of Newmarket, when they wrote the last sentence of the web page for freight.

In this regard due consideration must be given to ensuring that the impact on local communities of rail freight movements is minimised.

Newmarket is a unique town with a strong character and you shouldn’t take the town on lightly.

Related Posts

Birth Of The East West Main Line

Freight On The East West Main Line

Route Map Of The East West Main Line

 

 

 

October 8, 2021 Posted by | Hydrogen, Sport, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

Getlink And CargoBeamer Team Up To Launch The First Unaccompanied Cross-Channel Service By Rail

The title of this post, is the same as that of this Press Release from Getlink.

This is the first paragraph and a half.

Eurotunnel and CargoBeamer have signed a partnership which will see the launch of a new, 100% unaccompanied rail freight transport service across the Short Straits, from Calais to Ashford.

The extension of the rolling motorway from Perpignan to Ashford is a logical step in developing a future international intermodal network between the Channel and the Mediterranean. A second route from Domodossola, in the Alps region, to Calais will also be extended to Ashford after its launch in early October.

These are other points from the press release.

  • Both new railway services will prevent 8,000 tonnes of CO2 emissions.
  • They will help to partially resolve the shortage of truck drivers in the UK and Europe.
  • They will relieve traffic congestion on motorways.

It sounds like it could be a worthwhile service with more than the obvious winners.

Who Is CargoBeamer?

This is their web site and it displays an introductory video and this mission statement.

The Road to Rail Sustainable Transport Solutions

CargoBeamer use specially designed rail wagons and this page, which is entitled The Unique CargoBeamer Technology, explains how it works.

This is a claim from the web site.

As soon as the train has arrived, all semi-trailers are transferred automatically and with the simple push of a button. It takes CargoBeamer just 20 minutes to unload 36 semi-trailers from an intermodal train and load the same number at the same time. Both steps simply happen simultaneously. By comparison, a conventional crane terminal needs around three to four hours to handle such a train.

That is certainly not slow.

This video gives a full explanation about how CargoBeamer works.

Note.

  1. They can carry all types of trailers.
  2. The video shows the terminal built on a straight single-track line, where freight trains enter, load and unload and leave.

I must admit I like the design of the terminals, which they describe as Compact2 and Compact3, which gives a clue as to their design.

Their first terminal has opened in Calais and is described in this Press Release, which is entitled CargoBeamer Opens Terminal In Calais.

What Routes Are CargoBeamer Planning?

According to their web site, CargoBeamer have opened or are planning terminals at the following places.

  • Ashford – UK
  • Calais – France
  • Domodossola – Italy
  • Duisburg – Germany
  • KaldenKirchen – Germany
  • Perpignan – France
  • Poznan – Poland

Routes opened or planned include.

  • Domodossola – Calais – Ashford
  • KaldenKirchen – Domodossola
  • Perpignan – Calais – Ashford
  • Poznan – Duisburg

You can certainly understand, why Calais is their first terminal.

Serving The UK 

 

This article on Railway Gazette is entitled CargoBeamer Network Extended To The UK.

This is a paragraph.

Eurotunnnel told Railway Gazette International the aim was to build up to operating whole trains through the tunnel as the market develops, and ultimately to run trains to destinations further inland.

That seems a clear statement of intent.

Ashford could be an easy terminal to develop and I suspect it could be between Ashford and Folkestone, where the Channel Tunnel Rail Link and the M20 run close together. The compact size of the terminal would surely help.

The other sensible place for a terminal would be Barking, which can accept trains to the larger European gauge.

But it would be convenient, if trains could be run through the Channel Tunnel to places like Birmingham, Cardiff, Leeds, Liverpool, Manchester and Scotland.

Gauge clearance of routes to the European size would be a challenging, expensive and disruptive process.

But in Gauge Improvements Across London, I indicated that an enhanced gauge of W12 could be possible through London on the Gospel Oak to Barking and North London Lines.

But seeing that CargoBeamer appear to be targeting the UK, perhaps they have an innovative wagon design for services to the UK, which could have a height limit for trucks.

September 21, 2021 Posted by | Transport/Travel | , , , , , , , , | 5 Comments

Decarbonisation Of London’s Freight Routes

London has a rail capacity problem, for both freight and passenger trains.

This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).

Surprisingly, the report only mentions decarbonisation once and that is when it is talking about moving the AC/DC switchover point on the West London Line to Kensington Olympia station.

This section from the report describes how dual-voltage electrically-hauled freight trains would handle the electrification on the West London Line.

Although moving the changeover to Shepherd’s Bush would eliminate the need for passenger trains to slow down or stop at North Pole Junction, electrically hauled freight trains will still need to switch power supply modes whilst moving, wherever the AC/DC interface is located.

Due to the substantial incline facing trains running northward on the WLL, which increases in severity towards the Willesden end of the route, it would be preferable for the changeover to be made as far south as possible. This would enable freight trains to slow down to switch traction before reaching the worst of the gradient, giving them a much better chance of regaining line speed once drawing power from the OLE.

Although Kensington Olympia is less than a mile to the south of Shepherd’s Bush, the intervening route section is almost entirely level, with the incline commencing just before Shepherd’s Bush station and continuing to rise sharply along the rest of the WLL. The capacity and performance benefits of relocating the changeover are therefore likely to be greater if the overhead wires are extended to Kensington Olympia, removing the risk to traffic flow that would remain if freight trains were forced to switch whilst running uphill.

This would prepare the West London Line for the transition to electric freight that will be necessary as part of the decarbonisation of the railway over the next thirty years.

Resolving the current traction changeover issues for freight as well as passenger trains would support this transition by encouraging freight operators to invest in electric locomotives to run on the orbital routes, in the confidence that this constraint has been addressed.

Where is Network Rail’s guidance?

These are a few thoughts.

How Many Of The Freight Trains Through London Could Be Electrically-Hauled?

Most freight trains are hauled by diesel Class 66 locomotives.

But that doesn’t mean that these freight trains between say Ipswich and Cardiff are electrically-hauled on what is a fully-electrified route.

There are various reasons, why they aren’t.

  • There are large fleets of cheap, nasty and polluting Class 66 locomotives.
  • There isn’t many suitable electric locomotives.
  • The routes to major ports like Felixstowe, Immingham, London Gateway and Southampton are not electrified.
  • Many busy cross-country freight routes like Ipswich and Peterborough are not fully-electrified.

But powerful bi-mode electric-locomotives, like the Class 88 locomotives, that can do many tricky trips in the UK are available. Although there are only ten of them.

I have done a quick analysis and found the following.

  • There are a good proportion of lighter weight freight trains, that are not long and heavy.
  • There are a good proportion of freight trains running over routes that are electrified with 750 VDC third-rail equipment.
  • There are also some freight services, where a dual-voltage locomotive would be needed.
  • If a locomotive had a Last-Mile capability of perhaps forty miles, a lot of services could be electric-hauled.

Network Rail should do an analysis of all freight working in the various regions of the UK, to find out what are the needs of the electrically-hauled market in the various regions of the UK.

Could There Be A London Locomotive?

I wouldn’t want to get too regional, but looking at the figures, I think the following locomotive could be developed to handle freight trains in and through London.

I’m very much of the opinion, that the UK needs a battery-electric locomotive with the following capabilities.

  • The physical size and axle loading of a Class 68 or 88 locomotive.
  • Up to 4 MW when running on 25 KVAC overhead electrification.
  • Up to 2.5 MW when running on 750 VDC third-rail electrification.
  • Up to 2 MW for 30 minutes when running on battery power.
  • Regenerative braking to batteries.

Note.

  1. The axle load of a Co-Co Class 66 locomotive is 21.6 tonnes.
  2. The axle load of a Bo-Bo Class 88 locomotive is 21.5 tonnes.

But the overall weight of the Class 66 locomotive is fifty percent higher.

I believe, that a locomotive with this specification could replace the ubiquitous, cheap, smelly, polluting and carbon-emitting Class 66 locomotive on a lot of duties. Especially, in London and the South East, where there is a lot of running on tracks with 750 VDC third-rail electrification.

I believe that this locomotive would be able to haul some of the heaviest trains on these routes.

  • Ipswich and the Port of Liverpool via London.
  • Ipswich and Wentloog (Cardiff) via London.
  • Ipswich and Coatbridge via London.
  • Ipswich and Birmingham via London.
  • Ipswich and Crewe via London.

These routes cry out for the ability to be able to do the last miles into Felixstowe.

Ipswich And Felixstowe On Battery Power

If the diesel engine and all the associated gubbins are removed from a Class 88 locomotive, a battery with the same weight could be fitted into the locomotive, without unduly affecting handling or axle load.

Doing rough calculations, this battery would have a capacity of at least 1 MWh.

  • This battery would be able to supply 2.5 MW for twenty-four minutes, which would be a very valuable Last-Mile capability.
  • The battery would also enable regenerative braking to the battery, which would increase the energy efficiency of the locomotive.

These capabilities may open up the possibility of battery-electric haulage of some trains into and out of the Port of Felixstowe.

  • Freight trains take around 32 minutes to travel from the Great Eastern Main Line to the port.
  • Freight trains take around 36 minutes to travel from the port to the Great Eastern Main Line.
  • The route is fairly level although there is the climb over Spring Road viaduct.

If necessary, the route could be electrified, between the Great Eastern Main Line and Derby Road station.

  • The climb over the viaduct would be electrified.
  • Only 21 minutes of the route would not be electrified.

I believe that, it would be possible for Stadler to design a dual-mode battery-electric locomotive that could haul most of the heaviest trains into and out of the Port of Felixstowe.

This would effectively decarbonise a large proportion of freight traffic on the North London and Gospel Oak to Barking Lines.

Third-Rail Freight

In addition, a locomotive of this class, with a third-rail capability would be able to handle the numerous freight trains on the third-rail network.

With third-rail electrification, there are always worries that it can supply enough power.

  • A Class 66 locomotive has a diesel engine generating 2.5 MW.
  • An eight-car Class 700 train is rated at 3.3 MW. These trains are seen all over South London.
  • A Class 377 train is rated between 0.8 and 1.2 MW. Pairs of these trains are seen all over South London.

It would appear that an electric Class 66-sized locomotive would only draw the same power as typical trains on the third-rail network.

So perhaps a dual-voltage electric locomotive suitable for freight through much of South London, wouldn’t leave all of South London in the dark?

Junctions Which Need Upgrading

The London Rail Freight Strategy, identifies these junctions as needing an upgrade.

Would these junctions be easier to upgrade, if the designers of the junctions, knew that many more trains using the junction were to be hauled by powerful and spritely electric-haulage?

West London Line Issues

Two of the posts covering the London Rail Freight Strategy concern the AC/DC  switchover on the West London Line.

The proposed locomotive wouldn’t care where the switchover happened, as it would use batteries to achieve a smooth switchover.

Conclusion

The UK rail network needs a go-anywhere battery-electric locomotive.

Related Posts

These are related posts about the London Rail Freight Strategy (LRFS).

Doubling Harlesden Junction

East Coast Main Line South Bi-Directional Capability

Gauge Improvements Across London

Gospel Oak Speed Increases

Headway Reductions On The Gospel Oak To Barking, North London and West London Lines

Heavy Axle Weight Restrictions

Kensal Green Junction Improvement

Longhedge Junction Speed Increases

Moving The West London Line AC/DC Switchover To Kensington Olympia

Moving The West London Line AC/DC Switchover To Shepherd’s Bush

Nunhead Junction Improvement

Stratford Regulating Point Extension

Will Camden Road Station Get A Third Platform?

Will Clapham Junction Station Get A Platform 0?

June 28, 2021 Posted by | Design, Transport/Travel | , , , , , , | 14 Comments

Heavy Axle Weight Restrictions

London has a rail capacity problem, for both freight and passenger trains.

This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).

One of the secondary recommendations of the report is to improve the capacity to handle trains with heavy axle weight restrictions.

The report explains it like this.

In consultation with train drivers for the Freight Operating Companies and Network Rail structural engineers, this study has identified a list of Heavy Axle Weight restrictions on routes used by freight in London, which are known to negatively impact the movement of heavier trains around the
network.

The resulting proposal, as part of the LRFS, is for packages of works to enable the removal of these restrictions to be progressed.

A general package of cross-London interventions, targeting structures across a variety of routes, has been outlined for development. In addition, a large stretch of the Gospel Oak-Barking Line, where Heavy Axle Weight traffic is subject to a blanket 20mph speed restriction, should be the focus of a dedicated package of works to facilitate the removal of that restriction and to strengthen the route so that it is capable of accommodating future
rail freight growth.

Although these proposed packages of works should address the structures currently known to cause speed restrictions that negatively impact freight operations in London, maintaining the infrastructure to a level that can safely accommodate Heavy Axle Weight loads is an ongoing challenge for
Network Rail.

There are no permanent fixes when dealing with structures that have been bearing railway traffic since the nineteenth century. Ongoing maintenance funding to prevent the need for HAW speed restrictions to be imposed in the first place is just as critical as interventions to remove existing ones.

It sounds to me that, as with Gauge Improvements Across London, there needs to be a full survey to identify all the places, where heavy axle weight is a problem.

It does sound from the report, that some of the remedial works will not be trivial.

Conclusion

I don’t think Network Rail will be keen to rebuild all the freight routes through London.

Related Posts

These are related posts about the London Rail Freight Strategy (LRFS).

Decarbonisation Of London’s Freight Routes

Doubling Harlesden Junction

East Coast Main Line South Bi-Directional Capability

Gauge Improvements Across London

Gospel Oak Speed Increases

Headway Reductions On The Gospel Oak To Barking, North London and West London Lines

Kensal Green Junction Improvement

Longhedge Junction Speed Increases

Moving The West London Line AC/DC Switchover To Kensington Olympia

Moving The West London Line AC/DC Switchover To Shepherd’s Bush

Nunhead Junction Improvement

Stratford Regulating Point Extension

Will Camden Road Station Get A Third Platform?

Will Clapham Junction Station Get A Platform 0?

 

June 27, 2021 Posted by | Transport/Travel | , , , , | 17 Comments

East Coast Main Line South Bi-Directional Capability

London has a rail capacity problem, for both freight and passenger trains.

This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).

One of the secondary recommendations of the report is to use the bi-directional capability of the East Coast Main Line to create another freight route through London.

The report explains it like this.

The southern end of the East Coast Main Line, from Kings Cross to Stoke Tunnel (about five miles south of Grantham), is due to be the first part of a national main line to be fully converted to European Train Control System (ETCS) digital signalling.ETCS, because it does not rely on fixed lineside equipment facing one way or another, is bi-directional by nature.

This presents an opportunity for freight to make use of a new routeing at the southern end of the East Coast Main Line, which current signalling and track layout do not permit.

This strategy therefore proposes installing new track layout features that would facilitate this routeing for freight trains, enabling them to take advantage of the bi-directional capability brought about through ETCS deployment.

The main expected change would be the creation of a facing crossover at Bowes Park, to enable southbound freight trains to run onto the Down Enfield Viaduct in the up direction, before continuing onwards to the terminal at Ferme Park or accessing the Gospel Oak-Barking Line at Harringay.

This example shows an advantage of digital in-cab signalling.

This map from cartometro, shows the lines between Bowes Park and Alexandra Palace stations.

Freight trains coming from the North regularly take the Hertford Loop Line and arrive in North London at Bowes Park

Currently, they sneak down the Eastern side of the East Coast Main Line and then take a route across London, which probably uses the North London Line.

What is proposed is that with an extra crossover just South of Bowes Park station, freight trains will crossover and take Enfield Viaduct the wrong way to the Western side Alexandra Palace station.

The Enfield Viaduct is the track taken from Alexandra Palace station to Bowes Park station, by trains going to Enfield. It takes a bit of a loop to the West.

This second map from cartometro, shows the lines South of Alexandra Palace stations.

Note.

  1. Hornsey is the next station to the South of Alexandra Palace.
  2. The Eastern side of the East Coast Main Line is crowded with maintenance depots for trains.
  3. The orange line is the Gospel Oak to Barking Line.

By the use of digital signalling a new freight route through North London can been created.

Conclusion

How many other places can this technique be used?

Related Posts

These are related posts about the London Rail Freight Strategy (LRFS).

Decarbonisation Of London’s Freight Routes

Doubling Harlesden Junction

Gauge Improvements Across London

Gospel Oak Speed Increases

Headway Reductions On The Gospel Oak To Barking, North London and West London Lines

Heavy Axle Weight Restrictions

Kensal Green Junction Improvement

Longhedge Junction Speed Increases

Moving The West London Line AC/DC Switchover To Kensington Olympia

Moving The West London Line AC/DC Switchover To Shepherd’s Bush

Nunhead Junction Improvement

Stratford Regulating Point Extension

Will Camden Road Station Get A Third Platform?

Will Clapham Junction Station Get A Platform 0?

June 27, 2021 Posted by | Transport/Travel | , , , , , , | 14 Comments