The Anonymous Widower

My First Ride In A Class 769 Train

I went to Cardiff today and had my first ride in a Class 769 train. These pictures summarise my ride on the train between Cardiff Central and Bargoed stations.

So what was it like?

Noise And Vibration

Going up to Bargoed, I deliberately sat as near over the top of the engine as I could.

There was a bit of a whine, but not as much as in a new Class 195 train.

For those, who commuted on Class 319 trains for years on Thameslink, they probably wouldn’t notice much difference.

Performance

For a 100 mph electric train built for running between the flat lands of Bedfordshire and the South Coast over the hillocks of the Downs, the train climbed to Bengoed, which has an altitude of around a thousand feet with a purpose.

But then I have a Porterbrook brochure for these trains and the power source was sized, such that the train would be able to climb the stiffest routes in the UK.

The Interior

It looked to me like the Thameslink interior with new sea covers and plugs to charge a mobile phone.

They could certainly be upgraded a bit further to the standard of the Class 319 trains on the Abbey Line, that I wrote about in A Very Smart Class 319 Train.

A Job To Do

Trains for Wales has acquired these trains for extra capacity, whilst they refurbish their Class 150, 153 and 160 trains.

It looks to me, that they will do this job more than adequately.

Future Uses

I suspect Porterbrook hope that these trains will find uses around the UK, as they have spent a lot of time, effort and money to bring these trains into service.

But there are around eighty of the Class 319 trains in service or in store, from which the Class 769 trains are converted.

So they could find uses in several niche applications.

Short Term Fleets

This is effectively, the Trains for Wales application, where extra trains are provided, so that a fleet refurbishment can be performed.

  • They would surely, have been a better replacement fleet for Greater Anglia, than the three Mark 2 coaches and a pair of diesel locomotives, that they used after a series of level crossing accidents.
  • They could also be used to increase capacity for some major events like the Open Golf or a pop festival.
  • Uniquely, they can stand in for both a 100 mph electric train or a 90 mph diesel train.
  • They can even be fitted with third-rail shoes.
  • They are the right size at four cars.
  • They fit most UK platforms.
  • They can be run in formations of up to twelve cars.

I wouldn’t be surprised to see Porterbrook or someone on their behalf, keep a fleet of trains on standby to handle short term needs.

Route Development And Testing

There has been a lot of pressure to open up new routes in recent years and these trains would be ideal to try out routes and test new electrification.

Tri-Mode Services

Great Western Railway have a particular problem with their service between Reading and Gatwick, in that it has some third-rail electrification. As they might like to extend this service to Oxford, an ideal train would be dual-voltage and self-powered.

This extract is from the Great Western Railway section in the Wikipedia entry for the Class 769 train.

Although initially planned for use in London and the Thames Valley whilst twelve Class 387 units are modified for Heathrow Express services, the future plan for these units will be operating on services between Oxford, Reading and Gatwick Airport, which would mean operating on unelectrified, 25 kV AC OHLE and 750 V DC third-rail routes. To enable this, Great Western Railway’s allocation of Class 769 units will retain their dual-voltage capability in addition to being fitted with diesel power units. The units will also receive an internal refurbishment and be fitted with air cooling.

I suspect, that they’ll also be used on the Henley, Marlow and Windsor branches, which have some operational problems.

  • The branches are not electrified.
  • Some branches run occasional services to Paddington.
  • The Windsor branch probably needs more capacity.

The Marlow branch could be difficult, but I suspect that, there’s a solution somewhere.

Luxury Bi-Modes

Greater Anglia felt they needed luxury bi-modes for East Anglia and they bought Class 755 trains, which are probably a lot more expensive, as they are brand-new and from Stadler of Switzerland.

Surprisingly, the Class 319 trains have a higher passenger capacity.

But both trains could do a similar task, where the route is partially electrified.

As I said earlier about the GWR units.

The units will also receive an internal refurbishment and be fitted with air cooling.

Porterbrook’s brochure for the Class 769 train talks about using them between Manchester and Buxton.

Surely, this route could do with a Northern version of a GWR interior.

I also think a service should link Hellifield and Buxton. as I wrote about in Why Not Buxton To Hellifield?

That would show what Class 769 trains could do!

It would also connect the Peak District to the hills North of Lancashire.

I might also be, that the standby-fleet should also be the luxury variant of the train. Surely, supporters going to the Open at some of the inaccessible venues could afford pay to pay extra for a comfy train.

Express Freight And Parcels Services

Rail Operations Group would appear to have placed the second-largest order for Class 769 trains, which they will use to launch a high-speed parcels service called Orion.

This extract is from the Rail Operations Group section in the Wikipedia entry for the Class 769 train.

Orion is aiming to launch its first trial service conveying parcels and light freight in April 2021, with the Midlands to Mossend now likely to be the debut flow. The company is to use converted Class 319s for the service and is now planning for a fleet of 19 four-car units – nine Class 319s and 10 Class 769s. Arlington Fleet Services at Eastleigh is modifying the interiors of the units to accommodate roller cages for parcels, with the aim of operating primarily under electric power but with the 769s using their diesel engines to act as tractor units for the 319s on non-electrified stretches. The first 769 bi-mode, No 769501, has undergone its Flex conversion at Brush in Loughborough and is due to be outshopped from Arlington at Eastleigh in March following its interior modification.

In Did These Strawberries Have Road- Or Rail-Miles?, I talked about strawberries going between Scotland and London.

Surely, the movement of high-quality food could be one of the cargoes for Orion.

It wouldn’t be the first such traffic, as Class 43 power cars of the InterCity 125s used to carry flowers and fish up to London from Cornwall.

There’s a lot of space in the back of a Class 43 power car.

I certainly feel there are possibilities for using Class 769 trains as high speed parcels transport.

It should be noted that Class 325 trains already run high speed parcel services up and down the country on behalf of Royal Mail. These trains may look like later British Rail trains, but they are in fact based on Class 319 trains.

 

So I doubt, there’ll be any worries that the trains can’t handle the required services after conversion.

Conclusion

It looks to me that Porterbrooks plan to convert numbers of their Class 319 trains into Class 769 trains will find several ready markets.

It could be argued that more carbon savings could be achieved by perhaps a new battery-electric or hydrogen-electric train. But these will take years to develop!

These trains are a good short-term solution, that will help define their zero-carbon successors.

 

 

 

 

June 9, 2021 Posted by | Transport | , , , , , , , , , , , , , , | 2 Comments

Did These Strawberries Have Road- Or Rail-Miles?

These strawberries were grown my M Porter in Perthshire and I bought them in the M & S Simply Food store in Waterloo station.

So did they travel between Perthshire and London, by truck or train?

I think the strawberries came from East Seaton Farm, owned by Lochart and Debbie Porter.

If the strawberries were to be grown any further East, they’d be grown in the middle of the North Sea.

But did they come South, by road or rail?

I suspect it was the former, but there is change in the air! Or do I mean on the rails?

In My First Ride In A Class 769 Train, I talked about Rail Operations Group and their proposed Orion parcels service, that will use Class 769 trains.

This service would surely be ideal to bring strawberries and Arbroath smokies to the South.

 

June 8, 2021 Posted by | Food, Transport | , , , , | 8 Comments

Freight Tram-Train To Be Tested In Karlsruhe

The title of this post is the same as that of this article on Railway Gazette.

This is the introductory paragraph.

Trials with a prototype freight tram or tram-train are to start in Karlsruhe and the surrounding area in 2022. The concept is being drawn up with a view to improving urban life by reducing road traffic and the emissions it generates.

There are other cargo trams in Germany, like the CarGoTram in Dresden and I think it is a concept, we’ll see in other places.

In High Speed Urban Freight Logistics By Rail, I wrote about Rail Operations Group’s plans to run freight services between London Gateway and Liverpool Street station.

It may be different technology, but it has similar objectives.

August 10, 2020 Posted by | Transport | , , , | Leave a comment

Class 88 Locomotive Heads On To The East Coast Main Line

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

This is the first three paragraphs.

Direct Rail Services has confirmed that one of its Class 88 broke new ground last week when it ran the length of the East Coast Main Line.

Last weekend, freight operator, DRS, ran a new diversionary route to enable the Class 88 locomotives to run almost the length of the ECML on electric power, as well as feeder routes that link up Daventry and Mossend.

The route normally follows the West Coast Main Line, but engineering work last weekend required a diversion.

That makes a second Class 88 locomotive story, where the locomotives are serving new routes, after ’88’ Makes Sizewell Debut.

Could it be that with new electrification coming on stream and more being planned, Direct Rail Services are researching what these locomotives can do?

The Route

As the Rail Advent article says, the route is electric all the way from Mossend to Daventry.

Mossend to Edinburgh via the Shotts Line.

  • Edinburgh to Stevenage via the East Coast Main Line.
  • Stevenage to Alexandra Palace via the Hertford Loop Line.
  • Alexandra Palace to Camden Road Central Junction via the East Coast Main Line.
  • Xamden Road Central Junction to Camden Junction via the North London Line.
  • Camden Junction to Daventry via the West Coast Main Line.

But it does go round the houses!

Note.

  1. The journey took fifteen hours and it arrived about two-and-a-half hours late.
  2. Edinburgh to Stevenage was timed to take seven hours, whereas passengers can do that journey in four-and-a half hours with a change.

With some strategic electrification would the train be able to cut across from the East Coast Main Line to reach Daventry?

The Future Of Direct Rail Services

Direct Rail Services have a mixed fleet of locomotives.

Only the last two types are modern locomotives, that are capable of hauling trains at 100 mph.

The Wikipedia entry also says this.

In September 2017, Direct Rail Services issued a tender for ten brand new diesel-electric locomotives.

Consider.

  • As Government policy is a zero-carbon UK by 2050, is that likely to change the tender to electro-diesel locomotives?
  • Direct Rail Services is owned by the Government,
  • The order from Rail Operations Group for Class 93 locomotives seems to have stalled.
  • Rail Operations Group have some ambitious plans for the use of the tri-mode 110 mph Class 93 locomotives, which I wrote about in Rail Operations Group Gets Serious About Thunderbirds Etc.
  • As any locomotives delivered in the next few years, will probably still be running in 2060, surely this conflicts with Government policy.

Perhaps, all three parties are working on a cunning plan to jointly order a common design.

 

 

 

 

 

May 23, 2020 Posted by | Transport | , , , , , | Leave a comment

Class 319 Train Used In GB Railfreight Parcel Test At London Euston

The title of this post is the same as that of this article on Rail Advent.

This is the introductory paragraph.

GB Railfreight has used a Class 319 train during a successful trial of former commuter trains for express parcel delivery services.

Other points from the article.

  • Standard roll-cages can be loaded and offloaded at most major stations.
  • A substantial amount of cargo can be carried.
  • GBRf is talking to the Government about deliveries to hospitals.

It should be noted that the Class 325 trains that are used to move goods for Royal Mail are based on Class 319 trains.

  • Both trains are based on the legendary Mark 3 coach.
  • There are sixteen of these Royal Mail trains.
  • Each train is four cars.
  • Each car can hold up to twelve tonnes.
  • They are capable of 100 mph like the Class 319 trains.
  • Class 319 trains are being converted into bi-mode Class 769 trains for use by Rail Operations Group as parcel trains.

As there are still at least fifty Class 319 trains still available for modification, will it mean a more will be converted into parcels trains?

April 27, 2020 Posted by | Transport | , , , , , , | Leave a comment

Thoughts On Very Light Rail

The article on Railway Gazette International, which is entitled Very Light Rail Research On Track, a list of thirty-five rail lines, that could use the technology are given.

These are some of my thoughts.

Multiple Working

These are some examples of branch lines, where very light rail my be used.

  • Cromer  to Sheringham – 226,000
  • Liskeard to Looe – 118,000
  • St Erth to St Ives – 750,000
  • Twyford to Henley-on-Thames – 771,000
  • Maidenhead to Marlow – 300,000
  • Slough to Windsor & Eton Central – 2,024,000
  • Watford to St Albans Abbey – 167,000

Note.

  1. The first station is on the main line and the second is the terminus of the branch line.
  2. The figure is the number of passengers, who used the terminal station in 2018-2019

The numbers have quite a range and I’m sure that a single eighteen metre vehicle carrying 56 seated and 60 standing passengers, will not be big enough, even if it runs at a frequency of four trains per hour (tph) on some routes.

 

So I am convinced that the vehicles must be able to work in multiple.

One picture on this page on the Transport Design International web site, shows the vehicle with a coupler.

Increasing Passenger Numbers, Festivals And Sporting Events

Forecasting passenger numbers on a new rail service, is a very inexact science. I talk about London Overground Syndrome, which seems to occur regularly.

There are also the problems of festivals and sporting events of various kinds, where perhaps for a week or so traffic is much higher.

Extra very light rail vehicles can be added to the trains as required or even drafted in at times of high demand.

Automatic Coupling And Uncoupling

They must also be able to couple and uncouple quickly and automatically, as needs vary throughout the day and to rescue a stranded unit.

Transit Mode

Suppose a large event, like say the Open Golf was taking place near a station with an inadequate train service and for the duration of the event, a dozen very light rail vehicles were to be running a shuttle to the nearest major rail hub.

A method must be developed to bring the vehicles to the event. I suspect Rail Operations Group, who are the experts in rolling stock movements would have a simple solution, perhaps by using a diesel locomotive to tow them to and from central warm storage.

It could probably be argued, that a capability to build temporary stations is needed.

Automation

These very light rail vehicles are prime candidates for automation.

I can envisage a lot of routes being run automatically, with the driver in a supervisory role, very much as the Victoria Line has been run since it opened in 1968.

  • At each station, when they had ascertained that the passengers had all left and boarded the train safely, they would close the doors and activate a control to start the vehicle.
  • It would then move to the next station and stop in the right place.
  • The doors would then be opened automatically or by action of the crew.

Dear old Vicky has been doing this for over fifty years!

I also think, that with automation and CCTV, a system could be devised, where the driver stays in one cab all the time.

This would speed up operations.

Procedures For Running On Shared Tracks With Freight, Private And Heritage Railways

These suggested routes for very light rail are either freight, private or heritage railways.

  • Bodmin Parkway to Bodmin General
  • Kidderminster to Stourport
  • Ashington to Blyth
  • Sheffield to Stocksbridge
  • Paignton to Brixham
  • Totton to Hythe

I’m sure procedures can be devised, so that all traffic can run safely.

 

February 3, 2020 Posted by | Transport | , , , , , | 3 Comments

Thoughts On The Design Of A High Speed Freight Shuttle

I am enthusiastic about the concept proposed by Rail Operations Group, that will see Class 769 trains running freight shuttles between London Gateway and Liverpool Street station, which I wrote about in A Freight Shuttle For Liverpool Street Station Planned.

But if you were starting from scratch, how would you design the ultimate freight shuttle train?

Consider these objectives.

The Amazon Objective

Amazon and their suppliers would like next day delivery for all of their customers.

Probably within a country the size of the UK, next day delivery can be achieved.

But I suspect that Amazon and their competitors would like anybody in the world to get as near as next day delivery as possible from anywhere in the world.

Giving worldwide next day delivery is obviously impossible, but giving it to as much of the world as is currently practical is clearly an Amazon objective.

We live in a I-Want-It-Now world!

Destinations To Be Served

I feel that places to be served by high speed light freight shuttles fall into various groups.

Major Cities

The proposed shuttle into Liverpool Street station will be the first of many.

Liverpool Street station is also an easy station at which to run such a service.

  • There is level access from the street for vehicles like electric vans and cargo bikes at Platform 10, using the old taxi cab road.
  • The station and the approaches are fully electrified.
  • Crossrail will release platform space at the station.

Three trains per day can probably be accommodated in the Off Peak hours, with more services during the night.

It would not be possible to fit a light freight facility into all city-centre stations, as easily as it appears to be at Liverpool Street.

But I do think light freight facilities of this type at the following stations could be possible..

  • Brighton
  • Bristol Temple Meads
  • Glasgow Central
  • Liverpool Lime Street
  • London Euston
  • London Paddington
  • Manchester Piccadilly
  • Nottingham

Some recently rebuilt stations like Birmingham New Street, would be very difficult, so I would recommend that all station developments, should take possible light freight facilities into account.

Logistics Parks, Ports And Airports

London Gateway is a large port and logistics facility, to the East of London.

This Google Map shows London Gateway.

The logistics park is still being developed to the North of the port, with the rail lines in between the two.

  • I have searched the rail lines and I can’t see anything like a loading bay for a freight shuttle, which surely will be something like a platform for passengers.
  • It is early days yet and this map could be a couple of years old.
  • There would also be space to the North of the rail lines for someone like Hermes, UPS or Yodel to build a large secure shed with a siding alongside, served by a platform, so that goods could be rolled into the trains.
  • It should be possible to electrify the siding, in a similar way to Platform 10 at Liverpool Street station.

It’ll all come clear, when the service starts.

Other ports like Felixstowe, Immingham, Liverpool and Southampton might also want to develop high speed light freight services as will the various logistics parks and freight terminals dotted around the country.

Most are served by rail connections, although in many cases like Felixstowe, London Gateway, Liverpool and Southampton, the last few miles need to use some form of independent power.

Could these light freight services connect to airports like Heathrow, Manchester and Stansted?

Retail Parks And Out-Of-Town Shopping Centres

Large retail groups, like Marks and Spencer, Sainsburys and Tesco have set up large distribution centres often in the centre of England, some of which have rail access.

Could major retail centres like Lakeside in Essex, Sheffield Meadowhill, Gateshead Metro Centre and others receive goods by rail.

Specialist Terminals

If you go to Montrose station, you can see the remains of sidings, where Scottish fish was loaded to be taken by rail to ports for export to places like New York.

But it is likely that specialist terminals will be setup to handle goods, such as seafood, flowers and Scotch whisky.

Some seasonal products like Cornish flowers would only need a part-time facility, but these would only be rudimentary.

Long Rural Routes

I can see the requirement for light freight deliveries increasing in all parts of the UK.

Some destinations are probably expensive for delivery companies.

But could an integrated delivery system be setup using the long rural rail routes.

  • Inverness and Wick
  • Inverness and Aberdeen
  • Glasow and Oban
  • Chester and Holyhead
  • Settle and Carlisle

Services might automatically roll pallets off and on at stations, which would then be handled locally by a purpose-built van or light truck.

  • Some services would start in London and the South-East, but others could start in the East Midlands or the Scotland’s Central Belt
  • Some services would connect with ferries to serve islands, like the Hebrides and the Orkneys.
  • A daily service might do wonders for business in rural areas.

London and Wick takes thirteen hours by passenger train. This would enable, somebody in Wick wanting an urgent part for a machine that has broken, to order it from London and certainly receive it within forty-eight hours.

Great Britain And Ireland Services

Services between Great Britain and Ireland will be a problem, as trains will have to unload on one side of the Irish sea onto trucks for delivery after the sea crossing.

Unless politicians do what I suggest in A Solution To The Northern Irish Problem!, which is to build a high speed rail system connecting Scotland and Northern Ireland.

  • The main crossing would be a bridge or a tunnel, where my preference would be for a bridge.
  • The main route would be Glasgow and Dublin via Stranraer and Belfast.
  • There would be a 125 mph connection between Carlisle and Stranraer
  • The Irish section of the route would be an electrified standard-gauge railway capable of running trains at 125 mph.
  • The route would handle passengers and freight.
  • There could a branch to Shannon, where some proposals have been made to create a deep water port.

I estimated that London and Belfast would take four hours, with an hour longer for Dublin.

But as this fixed link would probably not be built this century, as Ulster always says no, unloading on to trucks would probably be necessary for a long time.

Continental Services

Why not? Unlike Ireland, there’s a rail connection and it’s standard gauge!

Eurostar has shown that the same trains can run successfully on British, French, Belgian and Dutch railways and trains can now be fitted with systems to access the various electrification voltages.

I wouldn’t be surprised to see a Europe-wide high-speed light freight service for appropriate cargoes.

Summing Up Destinations

I can sum up the destinations as follows.

  • They will not be large grand affairs, in many cases.
  • There must be easy access for local transport, which will include a proportion of electric vehicles.
  • Destinations are generally within a few miles of an electrified main line.
  • Some services like Cornish flowers or Scottish seafood will need an independently-powered train, with a moderate range.

You can see why Rail Operations Group have chosen to use bi-mode Class 769 trains, as they will be ideal to connect to places perhaps a hundred miles from electrification.

New Or Refurbished Trains?

The proposed service is to be run with a Class 769 train, which is a bi-mode rebuild of a 1980s Class 319 train.

But would it be better to use a brand new train, rather than an old conversion?

In the future, if the experiment is a success, a new train will probably be designed, that will be based on the experience of the trials.

But at the moment modifying an old train, is probably a more affordable approach and one that carries less risk.

Operating Speed

The Class 769 train can operate at 100 mph on electrified lines and at around 90 mph, when relying on the diesel generators.

In High Speed Urban Freight Logistics By Rail, I talked about Rail Operations Group’s plans for running high speed freight services between Thames Gateway and the Central Belt in Scotland.

Surely, a faster train would be desirable for services along high speed lines.

Train Capacity And Interior

This will depend on the application and I suspect Rail Operation Group’s trial will show the optimum design.

But I wouldn’t be surprised to see trains based on British Rail’s standard length of eighty metres, as this would mean, they will easily fit so many existing stations without expensive modification.

If longer trains are needed for busy routes, then the trains could work in twos or threes, as many British Rail electric multiple units have done for decades.

Are Freight Shuttles Ideal Trains For Battery Power?

The train will not need the full air-conditioning and toilet services of a passenger train, which could mean.

  • Electrical power needed for services other than traction would be lower.
  • Underneath the train could be relatively free of equipment.

In addition, it should be noted.

  • Most routes will be run for the major part on electrified lines.
  • Charging technology for batteries at remote destinations could be easily provided.
  • Battery-electric trains have operational, environmental and marketing advantages over trains with diesel engines.

So why not efficiently fill space under the train with batteries?

For their initial service between London Gateway and Liverpool Street station, Rail Operations Group would probably only need to use diesel for less than a dozen miles.

Could Modified InterCity 125 Trains Be Used?

The fact that they are diesel is a major drawback, but there are other problems too!

  • Major structural work would be needed to create cargo doors.
  • I suspect that they may be too long.
  • They may not be very operator friendly.

Other companies have proposed them for high speed freight, but nothing has materialised so far.

Conclusion

Rail Operation Group’s thinking is spot on!

 

 

November 4, 2019 Posted by | Transport | , , , , | 2 Comments

The New Light Freight Terminal At Liverpool Street Station

These pictures show the old cab road at Liverpool Street station, where the proposed light freight terminal will be developed.

The spacious cab road shut a few years ago and was moved to its current position in front of the station. Nowadays it is used mainly for deliveries to the station and the retail units, by Network Rail maintenance vehicles and sometimes by Rail Replacement Buses.

This second set of pictures show the exit of the cab road in Primrose Street, behind the station.

Note  these points about the old cab road.

  1. There is some nice ironwork and a vaulted ceiling, but nothing that would be damaged if electric vans and cargo bikes used the cab road to serve freight shuttles.
  2. The road surface and the brickwork all appear to be in good condition.
  3. By removing the barrier between the cab road and platform 10, there would be no problem loading and unloading trains.
  4. There is also a good wide passage leading from the old cab road to the main concourse of the station.

I suspect that the only functional building in the area, which is the Left Luggage Office, will have to be moved. But it might be better placed on the main concourse.

Platform 10 Looks Very Convenient For The Freight Shuttle

The closeness of Platform 10 and the old cab road makes the platform look very convenient for the terminus of freight shuttles from London Gateway

How Will The Freight Shuttles Travel Between London Gateway And Liverpool Street Station?

The route from London Gateway to Liverpool Street station will be as follows.

This map from carto.metro.free.fr shows the tracks, where the Gospel Oak to Barking Line crosses over the Great Eastern Main Line.

The train will join the Great Eastern Main Line here for a fast run into Liverpool Street station.

  • I suspect the train will switch to the fast lines using the crossovers shown in the map.
  • Note that the performance of a Class 769 train on electrified track, will be only slightly less than the expresses.

At Liverpool Street station, the train will run into Platform 10.

Will Liverpool Street Station Lose A Platform?

Currently, Platforms 9 and 10 are generally used for the London and Norwich services.

  • These trains run at a frequency of two trains per hour (tph).
  • They are formed of a rake of Mark 3 coaches topped sand tailed by a Class 90 locomotive and a driving van trailer.
  • They call at various stations en route including Chelmsford, Colchester and Ipswich and are very heavily used at peak times.
  • Entry to and exit from the trains is not of a modern standard and I suspect turnround times can sometimes must be very slow.

From next year, these trains will be replaced  by modern twelve-car Class 745 trains.

  • These trains have 757 seats, which I have read somewhere is more than the current trains.
  • The trains will have level access between train and platform at all stations.
  • I suspect turnround times will be shorter, due to the modern design.

Frequency between London and Norwich will also be increased yp three tph, by extending a service between London and Ipswich, which will be run by a Class 720 train.

Will it be possible to fit three tph into Platforms 9 and 10?

I suspect that it might be tight, as over the last few months, Norwich trains have sometimes  been using higher numbered platforms like 14.

So will the proposed three tph to Colchester, Ipswich and Norwich be moved to two higher numbered platforms.

This would enable platform 10 to be used by freight shuttle trains, but will the station be able to run all the services, with one platform less?

Current Services Into Liverpool Street Station

Current services from Liverpool Street station are as follows.

  • Six tph – GEML – TfL Rail – Shenfield
  • Three tph – GEML – Greater Anglia – Southend
  • Two tph – GEML – Greater Anglia – Norwich
  • One tph – GEML – Greater Anglia – Ipswich
  • One tph – GEML – Greater Anglia – Clacton
  • One tph – GEML – Greater Anglia – Colchester Town
  • One tph – GEML – Greater Anglia – Braintree
  • Four tph – WAML- London Overground – Chingford
  • Two tph – WAML- London Overground – Cheshunt
  • Two tph – WAML- London Overground – Enfield Town
  • Four tph – WAML- Greater Anglia – Stansted Airport
  • Two tph – WAML- Greater Anglia – Hertford East
  • Two tph – WAML- Greater Anglia -Cambridge

Totalling these up means the following.

  • 16 tph use the double-track West Anglia Main Line (WAML)
  • 15 tph use the four-track Great Eastern Main Line (GEML) as far as Shenfield.
  • 6 tph use the double-track GEML to the North of Shenfield.

It looks neatly balanced.

Would moving Norwich services to a pair of the higher-numbered platforms improve operation?

All WAML services would be in platforms 1 to 9, as against platforms 1 to 8 now!

All GEML services would be in platforms 10 to 18, as against platforms 9 to 18 now!

If platform 10 is used by the freight shuttles, this would make operational sense, as the shuttle will approach Liverpool Street along the GEML after joining at Manor Park station.

Future Services Into Liverpool Street Station

From 2021 or so, these could be the from Liverpool Street station.

  • Three tph – GEML – Greater Anglia – Southend
  • Three tph – GEML – Greater Anglia – Norwich
  • One tph – GEML – Greater Anglia – Clacton
  • One tph – GEML – Greater Anglia – Colchester Town
  • One tph – GEML – Greater Anglia – Braintree
  • Four tph – WAML- London Overground – Chingford
  • Two tph – WAML- London Overground – Cheshunt
  • Two tph – WAML- London Overground – Enfield Town
  • Four tph – WAML- Greater Anglia – Stansted Airport
  • Two tph – WAML- Greater Anglia – Hertford East
  • Two tph – WAML- Greater Anglia -Cambridge

Totalling these up means the following.

  • 16 tph use the double-track West Anglia Main Line (WAML)
  • 9 tph use the four-track Great Eastern Main Line (GEML) as far as Shenfield.
  • 12 tph from Crossrail will use the slow lines as far as Shenfield.
  • 3 tph use the double-track GEML to the North of Shenfield.

Crossrail has opened up capacity on the Great Eastern Main Line.

  • Currently, there are 15 tph on the GEML using platforms 9 to 15.
  • In 2021, there will be just 9 tph on the GEML using platforms 10 to 17.

There will be extra services to Lowestoft and Crossrail’s Peak Hour service to Gidea Park station.

But even so, I suspect there will be space for more services.

 

 

November 3, 2019 Posted by | Transport | , , , , , , | 11 Comments

High Speed Urban Freight Logistics By Rail

The title of this article is the same as that of this article  on World Cargo News.

It describes from a freight operator’s point-of-view,  Rail Operation’s Group‘s plans to run freight services between London Gateway and Liverpool Street station, which I wrote about in  A Freight Shuttle For Liverpool Street Station Planned.

Points include.

  • Current operators are struggling to lower their carbon footprint.
  • Congestion is affecting delivery times.
  • Charges to use London’s ULEZ could add two hundred pounds per round trip to costs.
  • To enter London, trucks will need high visibility cabs in a couple of years time.
  • Last mile delivery would be by e-vans and cargo bikes.
  • This initial service is about proving the concept and identifying the best techniques.

The article also discloses that Rail Operations Group are planning to run a high-speed overnight freight service between London Gateway and the Central Belt in Scotland, using their modified Class 769 trains.

  • Journey time will be reduced from eleven-twelve hours by truck to five-and-a-half by rail.
  • The deadline for guaranteed overnight delivery will go from 20:00 to 23:00.
  • Trains will be running at 100 mph on electricity all the way.
  • If it works going North, surely it will work going South.

I can see Rail Operations Group needing a lot more trains, than the two they have ordered.

 

 

November 3, 2019 Posted by | Transport | , , , , | 4 Comments

A Freight Shuttle For Liverpool Street Station Planned

Edition 889 of Rail Magazine has an article which is entitled London Gateway-Liverpool Street Freight Trial Planned.

Rail Operations Group are planning to run a freight shuttle between London Gateway and Liverpool Street station.

Trains will be Class 769 bi-mode trains.

  • The trains will be fitted with roller doors, roller cages and strengthened floors.
  • Three aervices will leave Thames Gateway at 0029, 1208 and 1856.
  • They will return from Liverpool Street at 0242, 1421 and 2100.
  • Services will use Platforms 9 and 10 in Liverpool Street station.

It seems a very detailed plan.

A few of my thoughts.

Journey Time

I would estimate that a time of about 45 minutes to an hour would be possible.

Use Of Platforms 9 and 10

These two platforms are generally used for the London and Norwich expresses via Colchester and Ipswich, but it appears that only one service is timed to arrive in times when the station is really busy.

Platform 10 is near to the old Cab Road and so there is good vehicle access from the back of the station.

Final Delivery

The article says that trucks would be used for the final deliveries, with battery vehicles planned for the future.

Would There Be Sufficient Capacity For Trucks In The Cab Road?

A Class 769 train has four twenty metre long cars, so capacity will be equivalent of four small-to-medium supermarket delivery articulated trucks.

You wouldn’t get artics into the Cab Road, but would you get enough small trucks in to pick up a complete train-load?

  • At night or in the evening, this would surely be possible!
  • However, in the afternoon, it would surely be too busy, for more than a couple of delivery vans.

I’m sure Karl Watts has a well-laid plan.

What Is The Role Of UPS In This Freight Service?

In the Wikipedia entry for London Gateway, this is said.

Development of the Logistics Park has followed the initial stages of development of the port. UPS is developing a 32,000 square metre package sorting facility on the site – one of the American firm’s largest ever infrastructure investments outside of the USA. Since March 2017,

UPS wouldn’t build a facility the size of thirty two football pitches and then send out a series of trucks to their biggest market in the City of London , only for the packets to get stuck in the  traffic.

I suspect that packets will be sorted into small easily-managed loads for delivery by electric vans, cargo bicycles or Shank’s Pony, from Liverpool Street station.

And Could Lidl Be In On The Act?

The Wikipedia entry for London Gateway also says this.

German grocery retailer Lidl has been operating out of the DP World London Gateway Logistics Centre, the first warehouse to be developed on the site.

This article in the Guardian is entitled Lidl In The Middle: Chain To Open First Store In Central London. This is said.

Lidl is to launch its first store in central London as it opens 40 new shops across the capital in the next five years.

Could Lidl be thinking of using such the proposed service to supply Central London stores?

  • Last mile delivery could be by electric vehicles.
  • Catching the 0029 train from London Gateway could be ideal.
  • Goods could be on the shelves by early in the morning.

I think that this could offer interesting possibilities.

Supermarket deliveries were also one of the cargoes proposed in the LaMiLo project that I talked about in The LaMiLo Project.

Why Use Bi-Mode Trains?

Consider.

  • Virtually all of the route is electrified, except for the last mile or so into the London Gateway.
  • It would be possible to electrify those last few miles and use electric trains.
  • Electric trains like unmodified Class 319 trains could be used for the service.

But cranes, containers and 25 KVAC overhead wires are a possible disaster waiting to happen, as a crane driver once told me!

When Will The Service Start?

The article says that the service could start in April or May.

Could There Be Other Services?

This is the last paragraph of the article.

Watts mentioned that other routes were a possibility for the business, suggesting that routes from the West Midlands to the Scottish Central Belt and the West Midlands to the West Country have been investigated. No dates have yet been given for any such trials.

I would also think, that there could be opportunities for moving high-value or perishable cargoes into major city centre stations in the middle of the night.

Suitable stations could be.

  • Birmingham New Street
  • Bristol
  • Edinburgh
  • Glasgow
  • Leeds
  • Liverpool Lime Street
  • Manchester Piccadilly

I am not being anti-Geordie, but Newcsastle might be a difficult station to unload cargoes from trains onto trucks!

Conclusion

If seems to me that Rail Operations Group are being innovative with trains.

 

 

 

 

 

 

October 7, 2019 Posted by | Transport | , , , , , | 2 Comments