The Most Crowded Train I’ve Been On For Sixty-Plus Years
I started going to Tottenham Hotspur matches by myself somewhere between the age of fourteen and sixteen.
- I used to take the 107 bus from where we lived in Oakwood to Enfield Town station and then get the electric trains to White Hart Lane.
- I don’t remember much about the trains, but they were slam door stock.
- I remember this as we used to fold the doors back before the train entered the station and jump out when the train got to running speed.
- Coming back into Enfield Town station, this was essential, otherwise you wouldn’t be to the front of the queue for the 107 bus.
- Those trains returning from White Hart Lane were incredibly packed.
And I haven’t been on a train as crowded until today.
Today, I planned a simple mission to go to Ebbw Vale Town station and back to see the working of the new service between Newport and Ebbw Vale Town station.
- As I often do, I used my Freedom Pass on the Elizabeth Line to get to Reading.
- At Reading station, I bought a Super Off-Peak Return from Reading to Ebbw Vale Town for £47.05 with my Senior Railcard.
- By comparison, a Super Off-Peak Return from Paddington to Ebbw Vale Town is £57.55 with a Railcard.
The first train today, on which I could use my cheap ticket was the 11:13 from Reading.
- I had hoped, that there would still be a few seats left at Reading, as there are always a few, who use Great Western Railway’s fast trains between Paddington and Reading.
- I also expected, that many going to the Wales and Scotland match in Cardiff would take later trains.
- Unfortunately, quite a few Scots and Welsh supporters got on at Reading.
- It was a wrong decision, as there wasn’t a spare seat anywhere.
So in the end, I stood all the way from Reading to Newport.
I would hope that next time, that Scotland play Wales in Cardiff, that Great Western Railway add some more capacity.
Not Getting Wet At Paddington Station
On my trip to High Street Kensington station today, I changed trains at Paddington both ways between the Elizabeth and Central Lines.
Going, I took the route I did in The Lizzie Line And Circle/District Line Interchange At Paddington – 1st July 2022.
Coming back, I walked through the station in the dry, despite it chucking it down outside.
At least outside the Elizabeth Line was under a roof and dry.
Despite the rain, the clouds on the glass roof are visible.
A Very Busy Paddington – 4th July 2023
On my trip to Marsh Barton station, Paddington was very busy, as these pictures show.
Note.
- Trains were leaving to Cheltenham Spa, Great Malvern. Newquay and Paignton, in addition to the more expected destinations of Bristol Temple Meads, Cardiff and Swansea.
- I took the Elizabeth Line to the station and it was very busy.
I feel, that action needs to be taken to increase the capacity of the station for both passengers and trains.
These are my thoughts.
Catching Trains From Reading
Recently, if I want to go somewhere, that is within an hour West of Reading station, I’ve started taking the Elizabeth Line to Reading using my Freedom Pass and then buying an Off Peak Day Return ticket from Reading.
- It saves a few pounds.
- I can catch the Elizabeth Line train at Moorgate direct to Reading, after having breakfast on Moorgate.
- Moorgate is an easy bus ride from outside my house.
I suspect some other Freedom Pass holders will start to use Reading station to go West.
The only disadvantages are that you miss the Reading train and have to wait half-an-hour for another and that buying tickets at Reading means leaving the station.
Improvements, I would make would include.
- Four trains per hour (tph) between Whitechapel and Reading.
- A ticket machine on the bridge at Reading station, so that those needing a ticket can buy one without leaving the station.
I suspect other improvements could also improve this option.
A Second Concourse At The Western End Of Paddington Station
If you go to Paddington station on the Hammersmith and City Line of the Underground, you can walk across the top of the main station and take stairs down to the platform for your departing train.
There has been talk of improving this area of the station, so that passengers using that route from the Underground have an easier route with more facilities like cafes, shops and toilets.
I’m all for this improvement.
What Is The Point Of Heathrow Express?
On my trip, I watched a Heathrow Express arrive in Paddington and just a few people got off.
I am utterly certain, that the Elizabeth Line is giving Heathrow Express a good kicking, as it is so much better connected to the important destinations within London, like Bond Street, Canary Wharf, Farringdon for Thameslink, Liverpool Street for The City, Stratford for events and Whitechapel for the East London Line.
Discussions of the future of Heathrow Express, must also include the Western Rail Link to Heathrow, which is currently being planned by Network Rail.
This page on the Network Rail web site gives more details, including these benefits for the link.
- Reduce rail journey times between Reading and Heathrow by delivering a new, faster, frequent, more reliable direct train service to Heathrow with four trains per hour in each direction. All trains would call at Reading and Slough and alternate trains at Twyford and Maidenhead. Journey times could be as short as 26 minutes from Reading and 6 to 7 minutes from Slough.
- Significantly improve rail connectivity to Heathrow from the Thames Valley, South Coast, South West, South Wales and West Midlands.
- Provide an alternative form of transport for passengers and the large number of people who work at the airport who are currently travelling by road.
- Ease congestion on some of the UK’s busiest roads, the M4, M3 and M25 resulting in lower CO2 emissions equivalent to approximately 30 million road miles per year, helping to deliver the UK’s climate change and carbon reduction targets.
- Generate economic growth and new jobs across the Thames Valley and surrounding areas.
- Reduce passenger congestion at London Paddington.
There is then the question of who should run the service; Heathrow Express, the Elizabeth Line or both.
At the present time, trains from London to Heathrow are.
- Elizabeth Line – 2 tph – Shenfield and Terminal 5
- Elizabeth Line – 4 tph – Abbey Wood and Terminal 4
- Heathrow Express – 4 tph – Paddington and Terminal 5
Note.
- All trains also serve Heathrow Terminals 2 and 3.
- The Piccadilly Line also serves all Heathrow Terminals.
- It appears that Terminal 4 is only served by the Elizabeth Line.
- Terminal 5 has 6 tph, but the Western Rail Link will be at a frequency of four tph.
Because of the mismatch at Terminal 5 and that two tph will stop at Slough, Maidenhead and Twyford, I suspect we might see the following services on the Western Rail Link
- Elizabeth Line – 2 tph – Terminal 5 and Reading via Slough, Maidenhead and Twyford
- Heathrow Express – 2 tph – Terminal 5 and Reading via Slough.
Note.
- This would give Reading and Central London, a much-needed four tph on the Elizabeth Line. Two tph would be direct and two tph would be via Heathrow.
- It would not require any more paths in the Elizabeth Line Central Tunnel, as the 2 tph between Shenfield and Terminal 5 will just be extended to Reading.
- Heathrow Express has Western access with a connection to Reading.
It looks like this service pattern could be a good compromise.
I also suspect that this would improve passenger numbers for Heathrow Express.
Could Heathrow Express Run Its Service Using One Platform At Paddington?
I am fairly certain that this would be possible, if passenger access to the platforms at Paddington station were to be improved, by the building of a second concourse at the Western end of the station.
It is also likely, that full digital signalling will be applied between Paddington and Reading and this will surely improve the ease of running four tph into one platform at London Paddington for Heathrow Express.
I can see, that a reorganisation of Heathrow Express after the building of a second Western concourse at Paddington and the Western Rail Link to Heathrow, that Heathrow Express could be able to release a platform.
Could Great Western Railway Reorganise Suburban Services?
These are Great Western Railway’s suburban services, that terminate at Paddington.
- 1 tph – London Paddington and Oxford via Reading and Didcot Parkway
- 2 tph – London Paddington and Didcot Parkway via Slough, Maidenhead, Twyford, Reading, Tilehurst, Pangbourne, Goring & Streatley and Cholsey
- 1 tph – London Paddington and Newbury via Reading, Theale and Thatcham
Note.
- The Oxford services, are run by Class 800 trains, running as either five-car, nine-car or ten-car trains.
- Oxford is also served by the hourly Paddington and Great Malvern service.
- All of the other services, are run by Class 387 trains, running as either four-car or eight-car trains.
- There doesn’t seem to be any pattern to the platforms used by these services.
I find the last point very surprising, as my extensive scheduling experience says that it is easier to schedule several similar processes, rather than a number of different ones.
This OpenRailwayMap shows the platforms at Paddington station.
Note.
- The platforms are numbered 1 to 14 from South-West to North-East.
- Platforms 1 to 12 all appear to long platforms about the same length.
- As some platforms can take ten-car Class 800 trains, I wouldn’t be surprised to find out all platforms 1-12 can.
- The only short platform is platform 14, which can accommodate an eight-car Class 387 train, which is 163 metres long.
It looks to me, with twelve long similar platforms, they can schedule the platforms on the fly, so perhaps this explains, the randomness of platform allocations.
I think in an ideal world, I would try and organise these services as follows.
- The Oxford and Great Malvern services could share a platform at Paddington, which would help passengers to find the next Oxford train.
- The Didcot Parkway and Newbury services could also share a platform at Paddington, for the same reason.
- Unless Didcot Parkway and Newbury services are occasionally run by a twelve-car train, they could even use the short platform 14.
This would surely be a more efficient use of the platforms at Paddington station.
Could Didcot Parkway Services Become Another Elizabeth Line Destination?
Consider.
- Didcot Parkway to London Paddington services appear to use the same tracks as Elizabeth Line services between Reading and Southall West Junction, where they change to the main line for Paddington.
- London Paddington to Didcot Parkway services appear to use the main line from Paddington to Dolphin Junction, which is just to the East of Slough station, where it joins the same tracks as Elizabeth Line services to Reading.
- Nine-car Class 345 trains are forty metres longer than an eight-car Class 387 train.
- Class 345 trains are 90 mph trains.
- Class 387 trains are 110 mph trains.
- Class 387 trains wouldn’t fit the platform edge doors in the Elizabeth Line Central Tunnel.
It would appear that the Didcot Parkway and London Paddington services could be moved to the Elizabeth Line, by doing the following.
- The Class 387 trains would be replaced by Class 345 trains.
- Trains to London would go straight on at Southall West Junction and through the Elizabeth Line Central Tunnel.
- Trains from London would emerge from the Elizabeth Line Central Tunnel on the right track for Reading.
- There might be a need to lengthen a few platforms.
Note.
- The Didcot Parkway to London Paddington services would not need to use the main line.
- 2 tph would be removed from Paddington station.
As one electric train is being replaced by another, there would probably be no need for more electrification.
Could Newbury Services Become Another Elizabeth Line Destination?
Consider.
Freight trains appear to be able to go from Theale station to Platform 5 at Slough station, through Platform 15 at Reading station, which is a possible route that a Newbury to the Elizabeth Line Central Tunnel train would take.
Freight trains appear to be able to go from Platform 4 at Slough station to Theale station, through Platform 15 at Reading station, which is a possible route that an Elizabeth Line Central Tunnel to Newbury train would take.
It would appear that the Newbury and London Paddington services could be moved to the Elizabeth Line, by doing the following.
- The Class 387 trains would be replaced by Class 345 trains.
- Trains through Reading would follow the freight route.
- There might be a need to lengthen a few platforms.
Note.
- The Newbury to London Paddington services would not need to use the main line.
- 1 tph would be removed from Paddington station.
As one electric train is being replaced by another, there would probably be no need for more electrification.
Conclusion
It looks like the capacity of Paddington station can be increased by the following.
- Building a new second concourse at the Western end of the station.
- Heathrow Express releasing a platform.
- Oxford and Great Malvern services could share a platform at Paddington
- Moving Didcot Parkway and Newbury services to the Elizabeth Line.
No new electrification would be required.
A Fraught Journey Between Worcester Shrub Hill And Reading Stations
My train home from Worcester Shrub Hill station didn’t make the most impressive of starts to my journey back to Reading.
- The five-car train was supposed to leave at 15:15.
- It was also supposed to arrive in Reading at 16:58.
- But the relief driver was delayed.
Eventually, we left at 15:31.
The train didn’t appear to be running at full speed and around Moreton-in-Marsh, staff started distributing water, which in my view is always a sign that all is not well.
I measured the temperature and humidity at 26.7 °C and 40% respectively, so the water was welcome.
I asked one of the staff what was up and was informed, that two of the engines were overheating because of the heat, so were we effectively running on the remaining cool engine?
Eventually, we were informed that the train would terminate at Charlbury station, where we would all be picked up by the following train, which would have nine cars.
After Charlbury, things didn’t get much better.
- The rescue train eventually left Charlbury at 17:38, which was twenty-six minutes late.
- The train wasn’t full and I had a table to myself, but after Oxford, there wasn’t a seat anywhere.
- We missed out the stop at Didcot Parkway station because of flooding, caused because of a violent thunder storm.
- The rescue train didn’t even make Paddington and it was terminated short in the bi-directional Platform 7 at Reading, because of an unwell passenger.
Eventually, when I arrived in Reading station at 18:55, the rescue train was fifty-five minutes late.
As my original train, should have arrived at 16:58, I was actually, three minutes short of two hours late.
By the time, I got to Platform 14 for the 16:59 Elizabeth Line train to Central London, it had gone, so I had another thirty minute wait.
I finally arrived home at 21:00, after a nearly 5¾ hour journey.
I have a few thoughts.
Changing At Reading
Part of the reason, that I missed my Elizabeth Line train, was that the escalators to Platform 14 were out of action and I had to wait for the lift, as I don’t trust myself going down stairs.
I have said before that if you need a ticket in your change a Reading, there should be a ticket machine on the bridge.
As Reading station is managed by Network Rail, perhaps, they should examine the operation of the station with a good dose of old-fashioned time and motion in more detail.
The Elizabeth Line Frequency To London
The Elizabeth Line only runs two trains per hour (tph) between London and Reading.
This may be fine when everything is going well, but on days like Sunday, when trains aren’t performing well and the weather is not behaving itself, would four tph be better?
Perhaps, the two extra trains would run between Reading and Abbey Wood, and only stop at say Twyford, Maidenhead, Slough, Hayes & Harlington, Southall, Ealing Broadway, Old Oak Common, Paddington, Bond Street, Tottenham Court Road, Farringdon, Liverpool Street, Whitechapel, Canary Wharf, Custom House and Woolwich.
Great Western Railway Trains Between Oxford, Reading and Didcot Parkway and London
The three terminals get the following services to and from London
- Didcot Parkway – 4 tph
- Oxford – 4 tph
- Reading – 11½ tph – 8½ fast and 3 slow
Consider these questions.
- How many travellers between Didcot Parkway, Oxford and Reading and Paddington, now use the Elizabeth Line for onward travel from Paddington?
- How many of the endless visitors to Oxford start their journey on the Elizabeth Line?
- How many visitors to Oxford combine a trip with one to Bicester Village?
- How many travelling by train between Oxford and Cambridge will use part of the Elizabeth Line for the journey?
- Is it fair, that Cambridge is connected to four London rail terminals; King’s Cross, Liverpool Street, London Bridge and St. Pancras and Oxford is connected to just two; Marylebone and Paddington?
I suspect there’s considerable scope to reorganise services between the three stations and London to provide a better service.
GWR’s Paddington and Didcot Parkway service, which has a frequency of two tph, could be moved to the Elizabeth Line and possibly extended to Oxford, once Didcot Parkway and Oxford is electrified.
This would give.
- Didcot Parkway would have two fast tph to Paddington and two stopping tph on the Elizabeth Line with all its connectivity and delights.
- Oxford would have two fast tph to Paddington and two stopping tph on the Elizabeth Line.
- Reading will have a much-needed Elizabeth Line frequency of four tph.
Note.
- Terminating the Elizabeth Line at Oxford, means that there are services connecting Oxford and Cambridge, with a single change at either Farringdon or Liverpool Street.
- Oxford would also get one change connectivity to Gatwick, Heathrow and Stansted Airports.
- The slow lines between Oxford and Maidenhead typically have operating speeds of 90-100 mph. So if the Class 345 trains on the Elizabeth Line and the track were upgraded to 100 mph, this might save a few minutes in the outer reaches of the Elizabeth Line.
- The Elizabeth Line could terminate in one or two South-facing bay platforms on the East side of the station. This position would reduce passenger traffic on the crowded footbridge.
- If all the bay platforms were on the same East side of the station, this would simplify and ease passenger flows.
- Chiltern and East West Railway services could be timed for an easy interchange.
- The proposed Cowley Branch could also use the South-facing bay platforms.
The more I look at it, the more I like the idea of running the Elizabeth Line to Oxford.
The Heat Problem On The Class 800 Trains
The Wikipedia entry for the Class 800 trains has this paragraph on the overheating of the engines or generator units (GUs) on the trains.
The GU is installed on vibration-isolating mountings, and fitted with side-mounted cowls to reduce external noise. Heat management measures include thermal insulation around key areas such as cable ducts. According to Modern Railways magazine, the limited space available for the GUs is responsible for them being prone to overheating. It claimed that, on one day in summer 2018, “half the diagrammed units were out of action as engines shut down through overheating”.
That was in 2018, which was five years ago. But it appears to be still happening.
Would Overheating Happen With Battery Units?
One of the reasons, I went to Worcester was to assess the feasibility of battery-electric trains on the route.
This article from EV-Lectron is entitled Electric Cars in Hot Weather – What You Need To Know, gives a detailed set of answers.
But it probably comes to the conclusion, that cold weather with the extra heating load might be more of the problem.
I suspect, that if you were running battery electric trains on a route of over fifty miles, the best thing would be to have electrification at both ends of the route.
If, as I have calculated in Reading And Oxford – 10th June 2023, that to run battery-electric trains to Hereford needs a length of electrification between Worcester Shrub Hill and Great Malvern stations, then when they leave the electrification, they should have the interiors at the right temperature for staff and passengers.
I also suspect that battery-electric trains need to be well insulated to cope better with cold weather.
Could Hull Station Be Electrified?
I took these pictures, as I passed through Hull station yesterday.
It appears that Hull station has a similar Victorian roof to Liverpool Lime Street and London Paddington, so I suspect the answer is yes.
These pictures show the platforms and overhead electrification at Liverpool Lime Street station, since the recent remodelling.
The electrification seems to be very traditional, with lots of steel gantries over the tracks.
These pictures show the platforms and overhead electrification at London Paddington station.
Note.
- The roof seems to have extra tie-bars reaching across.
- The wires seem to be hung from the roof.
- At the end of the platform they are fixed to large arch supports.
- Because Liverpool Lime Street’s electrification is newer than Paddington’s, it seems to have much more professional look.
After looking at the electrification in Liverpool Lime Street and Paddington, I believe that Hull station could be successfully electrified.
This map from OpenRailwayMap shows the platform layout at Hull station.
Note.
- Yesterday, my trains arrived in and left from Platform 7, which is the Northern-most platform.
- Other pictures in this blog show Hull Trains’s London service in Platform 7.
- Yesterday all Class 802 trains to and from London run by Hull Trains and LNER used Platform 7.
- I have been told by station staff, that Platform 7 can take a nine-car LNER Azuma.
- In Ten-Car Hull Trains, I talk about ten-car Class 802 trains running to and from Hull.
- Platform 7 or another platform at Hull station must be able to handle a ten-car train, which means that Hull station can handle a train, that is 260 metres long.
Looking at the station map, I believe that Hull station’s capacity for long express trains, is on a par with that of Liverpool Lime Street station.
I could see both stations handling two trains per hour (tph) across the Pennines and to and from London, with if necessary trains being formed of a pair of five-car trains.
How Many Services From Hull Station Can Be Run With Battery Trains?
Hull Trains service between London and Beverley travels for 44.5 miles on unelectrified track between Temple Hirst junction and Beverley.
Typically Hull Trains services wait in Hull station for the following times.
- Going between London King’s Cross and Beverley – Between ten and fifteen minutes.
- Returning to London King’s Cross – Upwards of twenty-five minutes.
I believe these waits in Hull station would mean that.
- A train going North to Beverley will have a battery containing enough electricity to get the train to Beverley and back, which is a distance of 16.7 miles.
- A train going South from Hull will have a battery containing enough electricity to get the train to Temple Hirst junction, which is a distance of 36.1 miles.
I believe that Hull Trains are currently working a timetable, that has been designed for operation by trains with a range on batteries of around fifty miles, provided there is electrification in at least one platform at Hull station to charge the trains.
It is also interesting to look at LNER’s two services that serve Hull.
- The 0700 to London, is scheduled to arrive at Hull station at 0635 from stabling at Doncaster and waits up to twenty-five minutes before leaving for London.
- The 2004 from London, is scheduled to arrive at Hull station at 2004 and waits up to twenty-five minutes before going South to overnight stabling in Doncaster.
It looks like LNER’s two trains follow Hull Trains rules.
- They use Platform 7 in Hull station.
- Trains going South have up to twenty-five minutes in the station.
It appears to me, that both Hull Trains and LNER are running a timetable, that would allow their services to be run using trains with a battery that had a range of around fifty miles, that could be fully-charged at Hull station before going South.
TransPennine Express run an hourly service to Liverpool Lime Street via Leeds and Manchester Victoria.
According to OpenRailwayMap’s map of electrification, when the TransPennine Upgrade is complete, the only section of the route without electrification will be the 42.1 miles between Hull and Micklefield.
As TransPennineExpress have some of the same Class 802 trains as Hull Trains, if there were at least two electrified platforms in Hull station, then Hull and Liverpool services could be run by battery-electric trains, with a similar specification to those of Hull Trains.
Northern Trains run an hourly service to Halifax via Leeds.
According to OpenRailwayMap’s map of electrification, , the only sections of the route without electrification will be the 42.1 miles between Hull and Micklefield and the 17.5 miles between Leeds and Halifax.
As Leeds and Micklefield is timetabled for seventeen minutes, I suspect this would be enough time to fully charge a battery-electric version of CAF’s Class 331 train and with charging in Hull station, then this route could be electrified.
Northern Trains also run other services, but because the Goole swing bridge is closed, I can’t get all the distances without electrification from Hull.
Ones I can find are.
- Beverley – 16.7 miles for return trip.
- Bridlington – 31.1 miles
- Doncaster – 40.8 miles
- Micklefield – 42.1 miles
- Scarborough – 53.8 miles
- Sheffield – 59.4 miles
- Temple Hirst – 36.1 miles
- York – 41.1 miles – Hull and Church Fenton
Note.
- York and Doncaster are electrified.
- Bridlington and Scarborough have suitable platforms where 25 KVAC overhead electrification could be installed to charge trains.
- Sheffield and Doncaster is only 18.6 miles and this may be the way to electrify between Sheffield and Hull.
- In The Data Sheet For Hitachi Battery Electric Trains, I state that Hitachi’s battery-electric trains have a range of 43.5 miles
It looks if enough platforms are electrified at Hull, all current services from the city could be run by battery-electric trains.
Conclusion
I believe that by electrifying Hull station, that Hull could have a station consistent with the HumberZero philosophy, with battery-electric trains running hither and thither, handling all rail traffic to and from the City.
A Waste Of Valuable Resources Between Paddington And Heathrow
Much of my working life was spent in writing project management software.
I like to think, I was an expert at writing software to juggle resources.
I wrote my first piece of software in that field in ICI, to get my boss out of trouble, after he’d promised the department a program to allocate the department’s office space more efficiently.
Unfortunately, the student, who’d written the software, without leaving anything that worked or any decent instructions.
So I told my boss;Colin, that I’d have a go.
In my previous position at ICI in Runcorn, I’d worked out an algorithm to decode mass spectrometer traces, which started with a rough idea of what was there, which was entered by an operator and then used permutations and combinations to fit the output.
I used the algorithm in every resource scheduler, I ever wrote and it worked a treat.
So when I see a waste of resources, I get angry, as I know those who devised the system could have done a lot better.
Look at these pictures, I took of a Heathrow Express, that I took today.
It is barely ten percent full.
It has become a waste of resources; train, valuable paths in the Heathrow tunnel, and platform space at Paddington.
These are a few thoughts.
Capacity To And From Heathrow
Consider.
- Heathrow Express uses twelve-car Class 387 trains, with a capacity of 672 seats, that run at a frequency of four trains per hour (tph), which is 2,688 seats per hour.
- The Elizabeth Line uses nine-car Class 345 trains, with a capacity of 454 seats, that run at a frequency of six tph, which is 2,724 seats per hour.
- The Class 345 trains can also carry another 1046 standing passengers on each journey, which adds up to a maximum of 6276 standees per hour.
- The Piccadilly Line uses 73 Stock trains, with a capacity of 684 seats, that run at a frequency of twelve tph, which is 8,208 seats per hour.
This gives a capacity of 19,896 passengers, staff and visitors per hour, or which 13,620 get seats.
Expressed as percentages, the four modes of transport are as follows.
- Heathrow Express – 13.5 %
- Elizabeth Line – Sitting – 13.7 %
- Elizabeth Line – Standees – 33.8 %
- Piccadilly Line – 41.2 %
In Effects Of The ULEZ In West London, I said this about journeys to and from the airport.
Heathrow Airport is one of the world’s busiest airports and 76,000 people work at the airport, with many more employed nearby.
The airport handled 61.6 million passengers in 2022, which is a few short of 170,000 per day.
If you consider that those that work at the airport do two trips per day and passengers generally do one, that means there are 322,000 trips per day to or from the airport.
But as it now so easy to get to the Airport using the Elizabeth Line will more people use the new line to meet and greet and say goodbye to loved ones or business associates. Since the Elizabeth Line opened, I’ve met a couple of friends at Heathrow, who were passing through.
I wonder, if that daily journey total of 322,000 could be nearer to 350,000 or even 400,000.
If the ULEZ charge makes some passengers and staff switch from their car to using a bus or train, this probably means that public transport to and from the airport, will need to be boosted by a substantial amount.
322,000 trips per day is 13,416 per hour assuming a 24 hour day.
Consider.
- The ULEZ will drive employees and passengers to trains to Heathrow.
- A lot of would-be travellers to Heathrow have had a tough couple of years.
- Because of the Elizabeth Line more meeters and greeters will go to the airport.
- The Elizabeth Line is making it easy to get to Heathrow for a large proportion of those living in the South-East.
- There have been numerous car parking scandals at Heathrow and other airports.
- Are there enough charging points for electric cars in Heathrow’s parking?
- Parking at Heathrow is expensive.
- Taxis to the airport are very expensive.
- Passengers with large cases can use the Elizabeth Line.
- Good reports of the Elizabeth Line will push people to use it.
- The Elizabeth Line serves the City, Canary Wharf and the West End.
- The Elizabeth Line has a step-free connection with Thameslink.
- Passengers seem to travel with very large cases.
- Passengers seem to be deserting Heathrow Express, as I wrote in Elizabeth Line Takes Fliers Away From Heathrow Express.
Note.
- The train, I took back from Heathrow this morning was full with all seats taken and quite a few standees.
- And it was a Sunday morning!
- We won’t know the effect of the ULEZ until August, but I believe it will be significant.
Obviously, I’m only using rough figures, but they lead me to believe that in a few months, the Elizabeth Line will be at full capacity to and from Heathrow.
Heathrow Express’s Train Paths Should Be Re-Allocated To The Elizabeth Line
This would increase hourly passenger capacity from 19,896 to 23,208 or by seventeen percent.
Great Western Railway would get two extra platforms at Heathrow and the Class 387 trains could be reallocated.
Where Would Great Western Railway Run Trains From Two Extra Platforms?
Consider.
- Various government levelling up funding has been allocated to Wales and the West.
- I talk about the Mid-Cornwall Metro in Landmark Levelling Up Fund To Spark Transformational Change Across The UK.
- The Mid-Cornwall Metro could include direct trains between London and Newquay.
- There are also plans for a new station at Okehampton Parkway.
- Given all the wind farm development in the Celtic Sea, I can see more trains between London and Pembrokeshire.
- Cardiff and Bristol would probably welcome extra services.
I don’t think Great Western Railway will have problems finding destinations to serve from two extra platforms.
What Will Happen To The Class 387 Trains?
Currently, twelve Class 387 trains are used for Heathrow Express.
In The Future Of The Class 387 And Class 379 Trains, I said this.
The Battery-Electric Class 379 Train
I rode this prototype train in 2015.
An Outwardly Normal Class 379 Train
I think it is reasonable to assume, that as battery technology has improved in the seven years since I rode this train, that converting Class 379 trains to battery-electric operation would not be a challenging project.
Creating A Battery-Electric Class 387 Train
If the Class 387 train is as internally similar to the Class 379 train as it outwardly looks, I couldn’t believe that converting them to battery-electric operation would be that difficult.
I could see a lot of the Class 379 and Class 387 trains converted to 110 mph battery-electric trains.
Would Heathrow Express Completely Disappear?
If the Elizabeth Line trains are going between Heathrow Airport and Central London, at a frequency of 10 tph or one train every six minutes, I feel there may be scope for marketing and operational reasons to create a sub-fleet of the Class 345 trains.
The trains would be identical to the Elizabeth Line’s current fleet, except for livery, seating and some internal passenger features.
- Perhaps, they could be called the Heathrow Train boldly on the outside, so even the dimmest passenger didn’t get on a Reading train instead of a Heathrow one.
- All trains would have wi-fi and 4G connectivity. These features have been promised for the Class 345 trains.
- Some coaches would be fitted with luggage spaces for the outsize cases people carry.
I could envisage the Heathrow Trains terminating at a wide number of places in addition to Abbey Wood and Shenfield. Possibilities must include Beaulieu Park, Ebbsfleet, Gravesend, Northfleet and Southend Victoria
We’re Increasing Capacity At Oxford Station To Accommodate Additional Services From 2024
The title of this post, is the same as that of this news item on the Network Rail web site.
This is the sub-heading.
The rail infrastructure in the Oxford Station area is close to full capacity and currently wouldn’t support the start of East West Rail services from the end of 2024. Through Oxfordshire Connect, the station is being expanded and the wider area upgraded, bringing a range of benefits to passengers and residents alike.
I have a few thoughts,
East West Rail Services
East West Rail is aiming to get these services up and running. for Phase 2 of the project.
- Oxford and Milton Keynes Central via Oxford Parkway, Bicester Village, Winslow and Bletchley – two trains per hour (tph)
- Oxford and Bedford via Oxford Parkway, Bicester Village, Winslow, Bletchley, Woburn Sands and Ridgmont – one tph
- Aylesbury and Milton Keynes Central via Aylesbury Vale Parkway, Winslow and Bletchley – one tph.
I suspect not all services will be delivered by the end of 2024. But extra platforms may be needed at Oxford station to accommodate services on East West Rail.
Direct Services Between Oxford And London
There are two direct services in each hour, between Oxford and London Paddington.
- One service terminates at Oxford and the other service terminates at either Great Malvern, Hereford or Worcester.
- Both services stop at Slough and Reading.
- Both services are run by Class 800 electro-diesel trains.
Distances without electrification are as follows.
- Hereford – 96.9 miles
- Great Malvern – 76.1 miles
- Worcester Shrub Hill – 67.6 miles
- Oxford – 10.5 miles
Hitachi are developing a series of battery-electric Intercity trains, which I described in Hitachi Rail And Angel Trains To Create Intercity Battery Hybrid Train On TransPennine Express.
This Hitachi infographic shows the Hitachi Intercity Battery Hybrid Train.
And this Hitachi infographic shows the Hitachi Intercity Battery Hybrid Train.
It looks to me, that one or both of these trains could work some or all of the the four routes to and through Oxford.
A battery train with a range of 21 miles would certainly be able to go between Paddington and Oxford, with battery charging to the East of Didcot.
These trains could be running services by the end of 2024.
Elizabeth Line: More Than 100 Million Journeys On Elizabeth Line, Says YouGov
The title of this post, is the same as that of this article on the BBC.
These three paragraphs introduce the article.
More than 100 million journeys have been made on London Underground’s new Elizabeth Line since it opened last May, according to a survey.
The YouGov poll suggested 45% of the capital’s residents had also used the line from Reading, Berkshire, to Abbey Wood and Shenfield in Essex.
Transport for London (TfL) said on 1 February it had completed about 600,000 daily journeys.
That is all well and good, but to me, this is the most significant paragraph.
TfL said the railway was “on track to break even” based on operating costs by the end of the 2023/24 financial year.
So it looks like that the planners got the modelling of the operation of the railway correct.
From my experience of project management, I believe that the Elizabeth Line project could have been considered as five main projects.
- The boring of the Central Tunnel
- The updating of the existing branches to Abbey Wood, Heathrow, Reading and Shenfield
- The building of the Class 345 trains
- The signalling
- The fitting out of the stations in the Central Tunnel
Delivery though was a bit patchy!
These are my thoughts on each sub-project.
The Boring Of The Central Tunnel
I was told, that early on, it was realised by the contractors that they didn’t have enough workers, who were certified to work underground.
So the Tunneling and Underground Construction Academy or TUCA in Ilford, was built to train more workers.
This helped the Central Tunnel to be completed on time.
Since then, two more tunnels; the Thames Tideway and the London Power Tunnel have been successfully completed on time and on budget, thus vindicating the building of TUCA.
The Updating Of The Existing Branches To Abbey Wood, Heathrow, Reading and Shenfield
There were a few hiccups, but generally the branches were updated and were operating into Paddington and Shenfield before the line opened.
The Building Of The Class 345 Trains
This wasn’t perfect and Bombardier’s financial state didn’t help, but the trains had good tests running out of Liverpool Street and Paddington.
The Signalling
A lot of commentators have said the signalling was too complicated. But eventually, it all seems to be working.
Was enough testing done away from the Elizabeth Line?
My feeling is that a new UK test track should have been built in the early 2010s, so that some testing could have been done professionally away from London.
The Fitting Out Of The Stations In The Central Tunnel
This was certainly a cause of late handover of stations like Bond Street, Farringdon, Whitechapel and others.
I heard tales, where other projects in London, were offering more money, so consequently workers were moving with the money, thus delaying the completion of stations.
I certainly heard a tale, where all the electricians on one station project moved en masse to complete the new Tottenham Hotspur stadium.
Some of the projects were office projects, paid for by sovereign wealth funds with bottomless projects, so they could make sure their project finished on time.
There were also the problems caused by Brexit, the pandemic and major projects running late in Germany and Europe.
It is my view that Elizabeth Line should have been given more priority, by delaying commercial projects, so that the pool of available labour wasn’t exhausted.
Some of the forest of projects around Elizabeth Line stations, should have been given planning permission, that meant they couldn’t start until Elizabeth Line was finished.
In the 1960s, there was certainly a similar labour problem in Aberdeen. I was told, that the oil majors, who nearly all used the project management system; Artemis, that I had written, talked to each other to make sure the situation didn’t get any worse.
I wonder, if someone was watching the labour shortage problems in City Hall?
Conclusion
I believe that if Elizabeth Line had been given the priority it should have been, that it would have been opened earlier and just as it is now, it would be showing a sensible cash flow.
Now it is a question of catching up financially.
Extending The Elizabeth Line – Connection To Southeastern High Speed One Services
The Two Stratford Stations
In this post, Stratford station is the station handling Greater Anglia and London Overground, Underground and Docklands Light Railway services, with Stratford International station handles High Speed services.
The Elizabeth Line And The Great Western Railway Services
One of the most important stations on the Elizabeth Line is Paddington, where it connects to the London terminus of the Great Western Railway.
I would expect that quite a few passengers going to the West and Wales on the Great Western Railway, will be transported to Paddington by the Elizabeth Line.
The Elizabeth Line And Greater Anglia Services
Another of the important stations on the Elizabeth Line is Liverpool Street, where the station is the London terminus of the Greater Anglia.
I would expect that quite a few passengers going to East Anglia on the Greater Anglia, will be transported to Liverpool Street by the Elizabeth Line.
Southeastern High Speed One Services
Southeastern runs some High Speed services on High Speed One to provide Kent with an improved service to London.
Current services are
- London St Pancras International to Ramsgate via Faversham.
- London St Pancras International to Ramsgate via Dover Priory.
- London St Pancras International to Margate via Canterbury West.
Note
- All trains are one train per hour (tph).
- All trains stop at Stratford International and Ebbsfleet International.
- All trains are run by 140 mph Class 395 trains.
There has also been talk of running a fourth service to Hastings and Eastbourne via Stratford International, Ebbsfleet International and Ashford International.
St. Pancras Station
All of these trains terminate in three platforms; 11 to 13 at St. Pancras International station.
St. Pancras is not the ideal terminal for the Southeastern High Speed services.
- St. Pancras is not on the Elizabeth Line.
- St.Pancras doesn’t have good connections to Heathrow.
- All connections to the Underground are a long walk.
- Eurostar services are a longer walk.
- East Midland services are also a longer route, with stairs and escalators for good measure.
St. Pancras station was designed by a committee, as a museum to Victorian architecture, rather than as a working station.
Ebbsfleet International Station Must Be The Largest Parkway Station In The UK
It holds nearly five thousand cars and it is served by Southeastern High Speed Services.
Thanet Parkway Station Will Open This Year
Thanet Parkway station is under construction.
- It will have nearly three hundred parking spaces.
- It will be served by Southeastern High Speed Services.
- It should open in May 2023.
This station will need a good connection to London.
Could An Interchange Between The Elizabeth Line And Southeastern High Speed Services Be Provided At Stratford?
Such an alternative interchange would be popular with passengers.
- The Elizabeth Line from Stratford currently serves the West End, the Northern section of the City of London, East London, Liverpool Street, Paddington and the West End directly.
- The Elizabeth Line from Stratford currently serves Canary Wharf, Cannon Street, Charing Cross, Euston, Heathrow, King’s Cross. Reading, St. Pancras and Victoria with a change at Whitechapel.
- The Central Line, which shares platforms with the Elizabeth Line serves Bank and the West End directly.
- The Overground is easily accessed for travel across North London to Richmond.
- The Jubilee Line is easily accessed for travel to London Bridge, Waterloo and Westminster.
It would be connected to two large parkway stations and lots of parking all over Kent.
I believe that Stratford must be promoted as an alternative terminus for Southeastern High Speed Services.
Today, I walked both ways between two Stratford stations.
These pictures show the route I took between Stratford and Stratford International stations, through the Eastfield Shopping Centre.
Note.
- I went through the Shopping Centre.
- I passed Marks & Spencer’s large food hall, excellent toilets and a Food Court.
- By the Food Court is an exit that leads to an entrance to Stratford International station.
- The walk took about 10 minutes.
- It was vaguely level.
- Lifts by-passed the escalators.
- One thing that makes the journey to London easier, is to travel in the Eastern end of the train, as the lifts and escalators at Stratford International station, are at that end.
It does need some better signage, but they were doing a bit of refurbishment, so that may already be underway.
It could be a very high quality interchange and it is already better than St. Pancras.
Coming back I took the longer route outside the Shopping Centre.
Note.
- I just turned left out of the entrance, walked along the road and turned right past the bus station.
- If the weather had been colder or wetter, I’d have gone back via the Shopping Centre.
- The walk took about 12 minutes.
I think normally, I’d go back through the Shopping Centre, as there’s a Marks and Spencer Food Hall on the route and it’s slightly quicker and often warmer.
Could Stratford Station Be A London Superhub Station?
When you consider the stations connected to Stratford in London, East Anglia and Kent, it has an excellent collection.
- Airports – Gatwick, Heathrow, Luton, Southend and Stansted
- Cities – Cambridge, Canterbury, Chelmsford, Colchester, Ipswich, Norwich and Southend-on-Sea
- London Main and Terminal Stations – Cannon Street, Charing Cross, Clapham Junction, Euston, Farringdon, King’s Cross, London Bridge, Liverpool Street, Marylebone, Moorgate, Paddington, Victoria and Waterloo
- Major Areas – Canary Wharf, City of London, Hampstead, Olympic Park and West End
- Ports – Dover, Felixstowe, Folkestone and Harwich
You can even get a train to Slough, with a change at Whitechapel.
I would think it already is a London Superhub Station.
Regulator Approves New Grand Union Train Service From Carmarthen To London Paddington
The title of this post, is the same as that of this press release from the Office of Rail and Road.
This is the sub-heading of the press release.
The Office of Rail and Road (ORR) has opened up the Great Western Main Line to competition and enabled a significant increase in rail services between London and South Wales.
These points are made in the press release.
- The rail regulator has approved the introduction of new train services between London, Cardiff and South West Wales from the end of 2024.
- The services will be operated by a new open access operator, Grand Union Trains, bringing competition to the Great Western route out of Paddington.
- Passengers travelling between London, Bristol Parkway, Severn Tunnel Junction, Newport, Cardiff, Gowerton, Llanelli and Carmarthen will benefit from an extra five daily return services and greater choice of operator.
- The decision opens up the Great Western Main Line to competition for the first time, with potential benefits in terms of lower fares, improved service quality and innovation for all passengers using the route.
- The application, submitted to ORR in June 2022, was disputed by Network Rail due to concerns about capacity on the network. But following careful consideration and analysis, ORR has directed Network Rail to enter into a contract with Grand Union.
- Grand Union has committed to significant investment in new trains.
- As an ‘open access’ train operator, however, it will not get paid subsidies from public funds, unlike current operators along the route.
ORR supports new open access where it delivers competition for the benefit of passengers. In making this decision, the regulator has weighed this up against the impact on Government funds and effect on other users of the railway, both passengers and freight customers.
These are my thoughts.
The Company
Grand Union Trains have certainly persevered to get this approval.
- The company was created by Ian Yeowart, who previously created open access operators; Alliance Rail Holdings and Grand Central before selling both to Arriva.
- After multiple negotiations with the Office of Road and Rail (ORR), Yeowart must know how to get an acceptable deal.
- Grand Union Trains have a similar application for a service between Euston and Stirling with the ORR.
Grand Union Trains also have a web site.
The home page has a mission statement of Railways To Our Core, with this statement underneath.
At Grand Union we are passionate about Britain’s railways. We are committed to the traditional values of providing a high-quality customer service and a comfortable journey experience at a fair price.
I’ll go with that.
The Financial Backing Of The Company
All the UK’s open access operators are well-financed either by Arriva or First Group.
The ORR would not receive any thanks, if they approved an operator, which duly went bust.
So what is the quality of the financing behind Grand Union Trains?
This article on Railway Gazette is entitled RENFE Looks At Entering UK Rail Market Through Open Access Partnership, which starts with this paragraph.
Open access passenger service developer Grand Union Trains is working with Spain’s national operator RENFE and private equity firm Serena Industrial Partners on a proposed service between London and Wales.
That is fairly clear and would surely help in the financing of Grand Union Trains.
The Route
Trains will run between Carmarthen and London Paddington, with stops at Llanelli, Gowerton, Cardiff, Newport, Severn Tunnel Junction and Bristol Parkway.
A new station at Felindre will replace Gowerton at some time in the future.
There will be five trains per day (tpd).
I have some thoughts and questions about the route
Felindre Station
Felindre station is named in Wikipedia as the West Wales Parkway station, where it is introduced like this.
West Wales Parkway is a proposed railway station north of Swansea, near to the boundaries of the neighbouring principal area of Carmarthenshire, and the villages of Felindre and Llangyfelach. The station is proposed to be situated at the former Felindre steelworks, near Junction 46 of the M4 and A48, and near Felindre Business Park and Penllergaer Business Park. The project is in the planning stages, as part of a wider Department for Transport proposal to re-open the Swansea District line to passenger traffic.
This Google Map shows where, it appears the Felindre station will be built.
Note.
- The Felindre Business Park in the North-West corner of the map, with a Park-and-Ride.
- The M4 running across the bottom of the map.
- The Swansea District Line runs East-West between the motorway and the Business Park.
It looks that the new station could be located on the South side of the Business Park.
When High Speed Two Opens Will Trains Call At Old Oak Common?
When High Speed Two opens, all GWR trains will stop at Old Oak Common station for these connections.
- Chiltern for for Banbury, Bicester, High Wycombe and the West Midlands
- Elizabeth Line for Central and East London and the Thames Valley
- Heathrow Airport
- High Speed Two for Birmingham and the North
- Overground for Outer London
As Old Oak Common will be such an important interchange, I think they should.
Will The Platforms At Carmarthen Station Need Lengthening?
This Google Map shows Carmarthen station.
Note.
- The station has two platforms.
- There are certainly pictures of the station with an InterCity 125 in the station. There is a picture on the Wikipedia entry for Carmarthen station.
These pictures show the station.
I suspect that the station will be upgraded to accommodate Grand Union Trains.
The Trains
An article in the June 2022 Edition of Modern Railways, which is entitled Grand Union Bids For London To Carmarthen, gives these details of the trains.
- Three classes.
- 2023 start for the service.
- Cycle provision.
- Vanload freight will be carried.
- Electric trains could start between London and Cardiff by 2023.
- In 2025, trains could be nine-car bi-modes.
- South Wales-based operation and maintenance.
- 125 full-time jobs created.
It certainly seems to be a comprehensive and well-thought out plan.
I have a few thoughts on the trains.
What Make Of Trains Will Be Procured?
Consider.
- Lumo’s Class 803 trains were ordered from Hitachi in March 2019 and entered service in October 2021.
- So if they ordered their version of the Hitachi trains by the end of 2022, the trains could be in service by July/August 2025.
- It would probably be easier, if the only fast trains on the Great Western Main Line between London and South Wales were all Hitachi trains with identical performance.
But the Spanish backers of Grand Union Trains may prefer Spanish-designed trains assembled in South Wales. So would a bi-mode version of CAF’s Class 397 trains be suitable?
On the other hand, the Carmarthen and Cardiff section of the route without a reverse at Swansea is only seventy-five miles.
This Hitachi infographic shows the Hitachi Intercity Tri-Mode Battery Train.
Consider.
- Charging could be provided at Carmarthen using a short length of electrification or one of Furrer + Frey standard chargers.
- Charging would also use the electrification between London Paddington and Cardiff.
- A nine-car Class 800 or Class 802 train has five engines and a five-car train has three engines.
- The Intercity Tri-Mode Battery Train was announced in December 2022.
- In the intervening two years how far has the project progressed?
- For the last twelve months, Lumo have been running trains with an emergency battery-pack for hotel power. How are the batteries doing, whilst being ferried up and down, the East Coast Main Line?
Can Hitachi configure a train with more than one battery-pack and a number of diesel engines, that has a range of seventy-five miles? I suspect they can.
I suspect that CAF also have similar technology.
There is also a benefit to Great Western Railway (GWR).
If GWR were able to fit out their Class 802 trains in the same way, they would be able to run between Cardiff and Swansea on battery power.
- It is only 45.7 miles.
- Charging would need to be provided at Swansea.
- GWR could still run their one tpd service to Carmarthen.
It looks like both train operating companies could be able to do as Lumo does and advertise all electric services.
What Could Be The Maxmum Range Of A Hitachi Train On Batteries?
This Hitachi infographic shows the Hitachi Regional Battery Train.
Consider.
- It has a battery range of 90 km or 56 miles on the single battery.
- I would expect that by a regional train, Hitachi mean a five car Class 800 or 802 train, like those that go to Cheltenham, Lincoln or Middlesbrough.
- A five-car Hitachi Regional Battery Train would have a battery that could contain power equivalent to 280 car-miles.
- Five-car Class 800 or 802 trains have three engine positions.
- These Hitachi trains have a very sophisticated control system, which I wrote about in Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?
I believe the engineers at Hyperdrive Innovation have designed the battery-packs that replace the diesel engines as simulations of the diesel engines, so they can be a direct replacement.
This would mean that battery-packs could be additive, so the following could apply to a five-car train.
- Two battery packs could have a range of 112 miles.
- Three battery packs could have a range of 168 miles.
GWR generally runs pairs of five-car trains to Swansea, which would be 90 miles without electrification.
If five-car trains with two battery packs, could be given a range of 112 miles, GWR could run an electric service to Swansea.
They could also run to Carmarthen, if Grand Union Trains would share the charger.
What ranges could be possible with nine-car trains, if one battery pack is good for 280 car-miles?
- One battery-pack, gives a range of 280/9 = 31 miles
- Two battery-packs, give a range of 2*280/9 = 62 miles
- Three battery-packs, give a range of 3*280/9 = 93 miles
- Four battery-packs, give a range of 4*280/9 = 124 miles
- Five battery-packs, give a range of 5*280/9 = 155 miles
- Six battery-packs, give a range of 6*280/9 = 187 miles
- Seven battery-packs, give a range of 7*280/9 = 218 miles
Note.
- I have rounded figures to the nearest mile.
- There are five cars with diesel engines in a nine-car train, which are in cars 2,3,5, 7 and 8.
- Diesel engines are also placed under the driver cars in five-car Class 810 trains.
- For the previous two reasons, I feel that the maximum numbers of diesel engines in a nine-car train could be a maximum of seven.
- I have therefor assumed a maximum of seven battery packs.
These distances seem sensational, but when you consider that Stradler’s Flirt Akku has demonstrated a battery range of 243 kilometres or 150 miles, I don’t think they are out of order.
But, if they are correct, then the ramifications are enormous.
- Large numbers of routes could become electric without any infrastructure works.
- Grand Union Trains would be able to run to Carmarthen and back without a charger at Carmarthen.
- GWR would be able to run to Swansea and back without a charger at Swansea.
Prudence may mean strategic chargers are installed.
Rrenewable Energy Developments In South West Wales
In Enter The Dragon, I talked about renewable energy developments in South West Wales.
I used information from this article on the Engineer, which is entitled Unlocking The Renewables Potential Of The Celtic Sea.
The article on the Engineer finishes with this conclusion.
For now, Wales may be lagging slightly behind its Celtic cousin to the north, but if the true potential of the Celtic Sea can be unleashed – FLOW, tidal stream, lagoon and wave – it looks set to play an even more prominent role in the net zero pursuit.
The Red Dragon is entering the battle to replace Vlad the Mad’s tainted energy.
South West Wales could see a massive renewable energy boom.
Grand Union Trains will increase the capacity to bring in more workers to support the developments from South Wales and Bristol.
The Anonymous Widower 