The Anonymous Widower

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

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

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

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

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

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

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

These are some of my observations.

Operating Speed

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

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

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

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

Acceleration

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Passing Stations At 100 mph

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

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

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

The Current Norwich-in-Ninety Services

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

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

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

Serving The Intermediate Stations

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

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

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

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

How Many Trains Will Be Needed?

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

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

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

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

This leaves one train as a spare or in maintenance.

Cromer And Back In A Day

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

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

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

How Reliable Is The Norwich-in-Ninety Service?

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

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

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

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

Can The Timetable Be Changed?

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

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

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

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

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

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

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

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

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

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

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

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

An Improved Ipswich And Norwich Service

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

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

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

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

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

Would Faster Running Be Possible North Of Ipswich?

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

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

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

I also observed the following between Ipswich and Norwich.

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

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

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

Conclusion

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

 

 

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

The First Norwich To London Service In Ninety Minutes

These pictures show the arrival of the first Norwich-in-Ninety service in Liverpool Street

Looking at Real Time Trains, it appears the train left Norwich at 0900 and arrived in Liverpool Street at 1030.

Normal services take three or four minutes under two hours, so ninety minutes with a Class 90 locomotive, eight Mark 3 coaches and a driving van trailer isn’t bad!

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

The Norwich-In-Ninety Timetable

The Norwich-In-Ninety trains are now visible on the National Rail timetable.

London To Norwich

Norwich-In-Ninety trains leave London at 11:00 and 19:00!

The current times of the 11:00 train are as follows.

  • Liverpool Street – 11:00
  • Colchester – 11:46
  • Manningtree – 11:55
  • Ipswich – 12:07
  • Diss – 12:36
  • Norwich – 12:50

Those of the faster train are.

  • Liverpool Street – 11:00
  • Ipswich – 11:55
  • Norwich – 12:30

I can remember in the 1960s, the diesel service was advertised as two-hour two-stop between London amd Norwich.

Norwich To London

Norwich-In-Ninety trains leave Norwich at 09:00 and 17:00!

The current times of the 09:00 train are as follows.

  • Norwich – 09:00
  • Diss – 09:17
  • Stowmarket – 09:29
  • Ipswich – 09:41
  • Manningtree – 09:52
  • Colchester – 10:02
  • Chelmsford – 10:21
  • Stratford – 10:45
  • Liverpool Street – 10:55

Those of the faster train are.

  • Norwich – 09:00
  • Ipswich – 09:33
  • Liverpool Street- 10:30

Note that the current Southbound services are slower than those going North.

The Current Linespeed

For part of my trip back from Ipswich today, I was following the linespeed using the Speedview App on my phone.

  • Between Kelvedon and Hstfield Peverel the train averaged around 100 mph.
  • It then slowed to 60 mph through Chelmsford.
  • By Ingatestone, it was up to 90 mph, before slowing for 60 mph through Shenfield.
  • There seemed to be some checking from a slower train, but at places into Liverpool Street it was up to 80-90 mph.

The Norwich-In-Ninety improvements certainly seemed to have helped.

It certainly left me with the feeling that the elderly Class 90 locomotive and Mark 3 carriages could achieve Ipswich to Liverpool Street in around an hour.

The Future

These four services are probably just the start. These four services can probably be achieved with one train.

  • Leave Norwich at 09:00 and arrive in Liverpool Street at 10:30
  • Leave Liverpool Street at 11:00 and arrive in Norwich at 12:30
  • Leave Norwich at 17:00 and arrive in Liverpool Street at 18:30
  • Leave Liverpool Street at 19:00 and arrive in Norwich at 20:30

Although, Greater Anglia will be running the initial service with Class 755 trains, the company has ten Class 745 trains on order.

The only thing so far disclosed, is that the Liverpool Street and Norwich service will go to three trains per hour (tph).

It should also be said, that the design of the new trains and their power, should make station stops much faster.

But what pattern of stops will be performed by the three trains?

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

Why Are Abellio Starting Norwich-in-Ninety With Class 755 Trains?

At the May timetable change Abellio Greater Anglia will be running four trains per day between London and Norwich in ninety minutes.

I have read that this is possible with the current Class 90 locomotive /Mark 3 coach train sets and that is a fall-back position.

I was also told by a former employee of Greater Anglia, that one night, he was a passenger between Norwich station and Illford depot in an empty Class 321 train, that achieved an incredible time.

So why take the risk with untried Class 755 trains on the first day of the new timetable?

  • Abellio must be very sure that the trains will perform, as they say in the brochure.
  • They also know all the publicity that running new trains will bring.

But could Abellio just want to check the public’s reaction to these trains with effectively a locomotive in the middle, before they decide on the 125 mph bi-mode trains for the Midland Main Line?

I don’t believe that building a 125 mph version of Class 755 train would be beyond the bounds of possibility.

The Weight Of A Class 755 Train

I haven’t been able to do my energy calculation for a Class 755 train, as I can’t find the weight of a Class 755 train on the Internet.

However, I can estimate the weight of a four-car Class 755/4 train from the Stadler data sheet for the train.

This gives the following.

  • Mean Acceleration Electric (0-40 mph) – 1.1 metres/second squared
  • Maximum traction – 200 kN
  • 202 seats and 27 tip-up seats

I think it is reasonable to assume that the acceleration rate is for a train with a typical load of passengers.

Using Omni’s Acceleration Calculator, this gives a time of 16.256 seconds to accelerate from 0-40 mph.

Then putting this time into Omni’s Newton’s Second Law Calculator, gives a train mass of 181.8 tonnes.

As passengers can weigh around twenty tonnes, if they weigh 90 Kg each, with baggage, bikes and buggies, I would estimate that an empty Class 755/4 train weighs around 160-170 tonnes.

By comparison.

I don’t think a figure of 160-170 tonnes is out of line, with a figure of 180 tonnes for a typical loaded train.

Remember too, that these trains are Stadler FLIRTs, where FLIRT is Fast Light Intercity and Regional Train.

Applying Omni’s Kinetic Energy Calculator, gives these figures for the kinetic energy of a train.

  • 90 mph – 40 kWh
  • 100 mph – 50 kWh
  • 125 mph – 78 kWh

As some electric FLIRTs can nun at 125 mph, I believe that a bi-mode FLIRT, based on the Class 755 train could be designed with these characteristics.

  • 125 mph on electric power
  • 125 mph on diesel power

Acceleration on diesel to 125 mph would probably be the biggest problem and it is likely that more power than for a Class 755 train will be needed.

Do Abellio Greater Anglia’s initial Norwich-in-Ninety trains give a clue in that they will be two four-car Class 755 trains working as an eight-car train?

  • It will be eight passenger cars and two power cars at the 25% and 75% positions in the formation.
  • Stadler have built the similar Stadler GTW with two power cars in a single train.

So I suspect that Stadler know the dynamics of these trains very well.

I wouldn’t be surprised if someone told me, that Stadler had offered a bi-mode Stadler FLIRT with two power cars, for the Midland Main Line.

  • The power car concept has been sold to operators with diesel, electric and battery power options.
  • Stadler are proposing to use battery power in the Class 93 locomotive to boost performance.
  • Many would believe, as I do, that hydrogen power could be added to a Stadler power car.

So are these runs at 100 mph with two four-car Class 755 trains, a final trial of the technology to prove that similar higher-powered trains could run at 125 mph on the Midland Main Line, before Abellio sign a contract?

April 21, 2019 Posted by | Transport | , , , , , | Leave a comment

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

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

This is the key section.

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

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

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

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

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

I don’t want to get tainted do I?

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

Could Class 387 Trains Do Norwich In Ninety And Ipswich In Sixty?

In Are More Class 387 Trains On The Way?, I postulated that Bombardier may have the capability to build more Class 387 trains, and that they could be used on services between Liverpool Street, Ipswich and Norwich.

Currently, the route is worked by Class 90 locomotives pulling and pushing eight Mark 3 coaches, with the help of a driving van trailer.

There are several problems and possible problems with the current trains.

  • The Class 90s are approaching thirty years old.
  • The Class 90s have had maintenance issues in the past.
  • The Class 90s don’t have regenerative braking.
  • The sewage discharge from the toilets  in the Mark 3 coaches, doesn’t meet the latest regulations.
  • The doors on the Mark 3 coaches, don’t meet the latest regulations or the expectation of passengers.
  • The doors must lengthen stops at stations. I wonder what is the difference between these trains and say a Class 390 train!
  • Entrance and exit from the Mark 3 coaches is not step-free.
  • Ride in the Mark 3 coaches is good, but the quality of the seating and number of tables in standard class, leaves a lot to be desired.
  • Wi-fi is not to the standard passengers expect these days.
  • Effectively you get eight coaches of passengers in a train the length of ten cars, that is running on a line with 12-car platforms.
  • The trains can’t serve Great Yarmouth.

Refurbishment is being applied to the train sets, but will that be good enough?

Updating the line’s, sixteen rakes of eight carriages would be a totally different matter to Chiltern’s creation of their superb sets of six carriages.

  • Would fixing the doors and the toilets on a hundred and thirty carriages be economic?
  • Is there the capacity to do the rebuild?
  • Fifteen trains are probably needed to run the service, so how long would it take to upgrade sixteen trains one after the other?
  • New carriages from the only source I know; CAF would mean waiting a few years.

In addition, this is said under proposed developments of the Great Eastern Main Line in Wikipedia.

In November 2013 an upgrade of the GEML to enable London-Norwich express services to achieve an improved journey time of 90 minutes was announced, this indicated that a raised line speed of 110 mph would be required and the replacement of the existing Mark 3 rolling stock with new inter-city rolling stock.

So it looks like Norwich in Ninrty isn’t on with the current trains. Could this be the reason, why the specification for the new franchise specifies just two fast trains per day in each direction?

The East Anglian Express

The starting point for this would be three Gatwick Express-style Class 387 trains working as a 12-car unit.

  • Twelve cars would be able to run on the line’s long platforms.
  • The Gatwick-style interior, without the extra luggage capacity, would be a good starting point for what is needed.
  • It would certainly be able to maintain 110 mph for large parts of the route from London to Norwich.
  • An IPEMU version would be available.
  • Delivery could be as early as 2018.

What would be the issues raised by replacing the current trains with twelve-car Class 387 trains?

Capacity

Capacity is a problem on the services between London and Norwich.

It is a problem, despite passengers being squeezed in tightly.

At present the current trains have eight carriages, but Class 387 trains on Gatwick Express regularly run with twelve carriages.

I think that we can assume that, twelve-car electric multiple units are possible from London to Norwich, perhaps after some platform lengthening.

I can’t find any reliable figures on the Internet as to capacity, so I’ll have to resort to riding on the trains and counting seats.

Certainly, the Class 387 trains have more tables.

Acceleration

I don’t know if the acceleration of the Class 387 trains or the current trains is better.

But the Class 387 train has a power of 2,250 HP or 750 HP per carriage, whereas the current train has an installed power of just 1,250 HP or 156 HP per carriage.

I know it’s a bit of a comparison between apples and oranges, but it would appear that the Class 387 train has more power per carriage and might accelerate faster.

Braking

It may surprise some people, but if you want a train to run fast over a route with stops, you need efficient and high quality braking systems. The Class 387 train has the latest regenerative braking, whereas the current train has technology from thirty years ago.

As the Class 360 trains, that share the line to Ipswich have regenerative braking, I suspect that some parts of the line is built to accept returned energy, but is all of it?

With Class 387 trains, there is always the option to make them IPEMUs, so that braking energy is stored on the train and used to give extra acceleration on pulling away from the station.

Line Speed

Obviously, the faster the line speed, the quicker the journey time. At present it is 100 mph and the current trains are 110 mph capable as are the Class 387 trains.

So it looks like a bigger increase in performance can come by giving as much of the track as possible a 110 mph line speed.

Remember too, that between Haughley Junction and Norwich, the only significant feature of the line is the stop at Diss, so I would suspect it would almost be 110 mph all the way. As you’re looking for savings of thirty minutes or so between London and Norwich, I wonder if this section of line could be even faster.

Stops

Several factors determine the speed of calling at a station in a train.

  • How fast the train can brake from line speed and stop in the station.
  • How long it takes the passengers to get off and on the train.
  • Good design of the train-platform interface, with wide doors, large lobbies and just a step across all helping.
  • How fast the train can accelerate back up to line speed.
  • Well-trained staff.

There are obviously other factors like waiting for other trains to connect or clear signals, but these will effect all trains.

Because of their better design, faster acceleration and regenerative braking, I think that the Class 387 trains will save something at every stop over the current trains.

I also think we’ll see stops reduced to an absolute minimum on the fastest trains, which might only stop at Ipswich and Colchester.

Interaction With Stopping Trains

I will make an assumption that London to Norwich trains will never run more frequently than four trains per hour. As it is currently two trains per hour, I think that is a reasonable assumption.

From Liverpool Street to Shenfield, there will be occasional trains stopping at perhaps, Stratford, Ilford and Romford, but with a fifteen minute window between fast expresses, I suspect everything could be fitted in, especially as local trains and passengers will use the frequent Crossrail.

Shenfield to Colchester is the difficult bit, as there are trains to Colchester Town, Clacton, Frinton and Walton to accommodate on the double-track main line.

North of Colchester it gets easier, with the only section with serious levels of traffic being the stretch between Ipswich and Haughley Junction, where freight trains to and from Felixstowe run along the double-track main line.

One way of easing the problem would be to make as many trains as possible on the line capable of running at line speed. The thirteen-year-old Class 360 trains are only capable of 100 mph.

Perhaps the expensive part of Norwich in Ninety is replacing the Class 360 trains with more Class 387 trains or some other 110 mph train?

The Digital Railway

Network Rail’s Digital Railway must surely help in running trains at up to 110 mph on some of the busier parts of the line.

Crossrail

Crossrail is going to have effects on the Great Eastern Main Line.

  • Crossrail will mean that between Liverpool Street and Shenfield, a lot fewer trains will stop on the fast lines.
  • Would it be possible to have 110 mph running between Liverpool Street and Shenfield?
  • Journeys like Diss to Goodmayes and Ipswich to Ilford should be quicker and easier.
  • If Norwich services stop at Shenfield and/or Stratford, how many passengers will transfer to Crossrail?

But we will have to wait until Crossrail opens to see how it changes travel patterns.

Stopping At Shenfield

One consequence of swifter stops is that an extra stop at Shenfield might be possible. This would connect to Crossrail, Southend and Southend Airport.

If you stop at Shenfield, there might be less need to stop at Stratford.

But passenger statistics will decide what is best.

Buffet Car

The current service has a buffet car. The Henry Blofelds of this world like to enjoy their train travel, so something better than a trolley service must be provided.

But that is a design issue, not one to do with the actual trains!

If the trains were fixed twelve-car formations, First Class might be in cars 1-3, with a buffet/shop in car 4. Car 1 would be the London end of the train.

Extra Services

There are several services in East Anglia, that could benefit from the intreoduction of new modern electric trains of at least four-cars.

  • London to Norwich via Cambridge, Cambridge North and Ely.
  • London to Great Yarmouth via Norwich.
  • Ipswich to Cambridge and Peterborough

All routes are electrified and would be possible with a Class 387 train with an IPEMU capability.

Delivery And Introduction Into Service

If we assume that the two Norwich in Ninety and Ipswich in Sixty are to start as soon as possible, then it will be a challenging condition to meet.

Suppose, that delivery of just one twelve-car train is possible at an early date, how could it be used?

Currently, the first three trains out of Norwich leave at 05:00, 05:30 and 06:00 taking a few minutes under two hours to Liverpool Street.

Let’s suppose that after running into London in ninety minutes non-stop or with just a stop at Ipswich, it arrives back in Norwich perhaps three hours and twenty minutes later.

The train that left at 05:00 could now form the 08:30 to London and do the trip in ninety minutes, provided it could thread its way through the traffic between Colchester and Shenfield.

Obviously, the 05:30 and 06:00 trains could form the 09:00 and 09:30 trains to London respectively.

But Norwich has got two ninety minute high-capacity East Anglian Express services to London with the delivery of just one 12-car train.

Obviously, in the evening the reverse would happen.

In fact, they might get more than two Norwich in Ninety services, as I doubt the train would sit around all day in a siding. If the pattern of a Norwich in Ninety service every three and a half hours through the day, there would be at least five services possible.

Two new trains would mean that say all on the hour departures from Norwich were Norwich in Ninety, with the existing stock performing as now on the half hour.

Alternative Strategies

As only one train is needed to meet the franchise requirement, are there  alternative trains that could be used? The train would need.

  • 110 mph or greater top speed.
  • Preferably electric power, as diesel-powered would be a backward step.
  • At least eight carriages.
  • A quality interior.

I don’t think a second-hand train would be good enough, as East Anglia has had enough of hand-me-downs!

The only suitable train, that the new East Anglian Franchise could obtain, would be a twelve-car Class 379 train, which is a close relation of the Class 387 train.

  • The Class 379 trains are in service with Abellio Greater Anglia on Stanstead Express and Cambridge services.
  • They are only a 100 mph train, but probably could be uprated to 110 mph.

But that would ask the question of what would fill in on the West Anglia Main Line.

The Final Solution

I feel that by using every trick in the book, that a suitable train can be found, that could do Norwich in Ninety and Ipswich in Sixty at least twice a day.

I suspect it would only need one train to meet the franchise requirement.

But two trains a day from Norwich in Ninety and Ipswich in Sixty will not satisfy the passengers for long.

Given that all the 100 mph Class 360 and Class 321 trains on the line, slow everything down, I can see these trains being updated or replaced with 110 mph units.

In addition to the services I mentioned under Extra Services, there are several lines that could benefit from trains fitted with IPEMU technology.

Could we be seeing a large order for Aventra trains or something similar soon after the franchise is awarded. Some trains would need a 125 mph capability for Norwich services and some would have an IPEMU capability for the lines without electrification.

Conclusions

I have come to the conclusion that Class 387 trains can probably do Norwich in Ninety and Ipswich in Sixty from London.

I think though to achieve this, the following must happen.

  • Line speed is raised to 110 mph in all places possible.
  • Bottlenecks like the Trowse Bridge are minimised.
  • Stops will be cut to an absolute minimum on the fastest trains.
  • The Class 360 and Class 321 trains must also be replaced with 110 mph trains.
  • The Digital Railway will play its part.

I do think though that to get all London to Norwich trains to ninety minutes, that it might need a faster train with a speed of 125 mph on the line north of Haughley Junction, which would be upgraded for perhaps 120 mph.

But I don’t know how much good engineers can squeeze out of the current 100 mph line on the long straights North of Haughley.

 

June 23, 2016 Posted by | Transport | , , , | 7 Comments

Norwich In Ninety

I travel regularly on the Great Eastern Main Line to Ipswich and have used the line since the 1970s, when we lived just north of Ipswich.

In those years, there has been very little improvement in journey times, although the trains are newer and perhaps slightly more comfortable.

So I was interested to find this report on the Treasury’s web site. Here’s the first paragraph.

Plans for a new expert group charged with finding ways to speed up rail services to the East of England by as much as 25% have been set out by the Chancellor.

Personally, I will be pleased if the speed improvement to Norwich, is matched on my shorter journey to Ipswich.

At present Ipswich and Norwich take 67 and 110 minutes respectively on a typical train. If Norwich were to be reached in ninety minutes, then Ipswich should be a few minutes or so under the magic figure of one hour.

Given that these trains would probably interface to Crossrail at \Shenfield, Stratford and Liverpool Street, it should be possible to go from Ipswich to Heathrow in under a hundred minutes. The Norwich figure would be two hours ten minutes.

I would think that this could be one of those small improvements, that show a very high return on the money invested. At least the line is fully electrified and all of the major stations can accept long high-capacity trains.

The major problem of delays caused by freight trains going to and from Felixstowe is also being solved with the Bacon Factory Curve, so I’m hopeful that by the end of this decade, we’ll be seeing much reduced journey times to East Anglia.

Will we also be seeing more electrication in East Anglia, like Ely to Norwich and Ipswich to Peterborough? I doubt it, although the latter would really help with the movement of freight out of Felixstowe.

November 16, 2013 Posted by | Transport | , , , , | 4 Comments