The Anonymous Widower

Thoughts On Alcoholism

In the last month or so, I’ve done something that I’ve never done before in my life.

I’ve drunk perhaps half a bottle of beer when I’ve got up. Admittedly, I’d left the bottle half finished by my computer.

It was good.

In the 1960s, I could drink a lot of beer. I just seemed to need it.

About that time, I decided I needed to drink large amounts of fluids and swapped to tea and Coke.

My doctor understands my needs for fluids and the practice nurse has the same problem. The nurse puts it down to leaky skin, which he has.

I actually love walking in the rain, so that might help explain it. We all live by the laws of physics.

My father warned me off alcohol in a practical way, by giving me halves of Adnams down at Felixstowe Conservative Club, whilst we played snooker, when I was about fourteen.

My father drank a lot of fluids, but I never saw him drunk and most doctors would say he was a sensible drinker. Like me, he also drank a lot of tea!

He had a reason to control his drinking! His father had died from complications of being an alcoholic at 40, when my father was about twenty.

My grandfather had lived just around the corner from where I live now and my father had once told me, he had drunk large amounts of beer and had moved on to whisky.

Around 1900, there was very little to drink except beer, so did my grandfather’s need for fluids mean that he turned to what was available?

Now I like a good beer and know of its properties to slake a thirst when you’re dry. I’ve worked in foundries in the 1960s and beer was always available.

So is there a type of person, who needs a lot of fluids and if beer is available they turn to it. In some cases does this lead to alcoholism.

As to myself, I must have gluten-free beer and because I’m on Warfarin, I must keep my alcohol consumption down.

So I now drink a gluten-free beer, that is just 0.25 of a unit and tastes like real beer from Marks and Spencer.

But then it is real beer, as it is brewed in Southwold by Adnams.

My life has come full circle.



March 18, 2018 Posted by | Food, World | , , , , , , , | 2 Comments

An Affordable Reinstatement Of The Stour Valley Railway

The Stour Valley Railway used to link Cambridge to Colchester. The section between Sudbury and Shelford stations was closed in 1967. The only portion remaining is the Gainsborough Line between Sudbury and Marks Tey stations.

So could the line be reopened in an affordable way using modern technology?

In Sudbury To Cambridge – D-Train, IPEMU Or Tram-Train?, I basked what would be the ideal rolling stock on a reopened Stour Valley Railway.

My conclusion was.

It is very much a case of who pays the money makes the choice.

Purists will want a double-track railway with fully manned stations, served by at least two-trains per hour. But they’re probably not paying!

There are plenty enough single-track, single-platform stations in the UK, that work safely and well. The Gainsborough Line, which would connect a restored Stour Valley Railway to the Great Eastern Main Line has the following characteristics, history and aspirations.

So why not extend a  railway across Suffolk, with these features.

  • Single-track throughout.
  • No traditional electrification
  • Single-platform stations.
  • Passing loops at Sudbury or Great Cornard and Haverhill.
  • In-cab wireless signalling, using ERTMS, as piloted on the Cambrian Line in Wales.
  • No level crossings.
  • No freight, except engineering trains.
  • Run under tramway rules.
  • Double-manned trains.
  • Services would be run by Aventras running on stored power.

It would be the ultimate modern railway connecting to one of the world’s most high-tech cities.

A Few Questions

These questions come to mind. If you have any others, let me know and I’ll answer them.

Could an Aventra Travel Between Marks Tey And Shelford Stations On Battery Power?

Both ends of the Stour Valley Railway connect to double-track main lines, which use 25 KVAC overhead electrification.

Current practice, always extends the electrification for a few hundred metres down a branch line and I would assume this would be done, so that a train running on stored energy, which was running short of power, could pull out onto the main line using the electrification.

Estimates of the distances of the sections of the line are as follows.

  • Marks Tey to Sudbury – 12 miles – From Gainborough Line details in Wikipedia.
  • Sudbury to Haverhill – 17 miles – From road distances
  • Haverhill to West Anglia Main Line – 14 miles – From road distances.

Which gives a total of forty-three miles.

These factors will help.

  • The terrain is not challenging.
  • The trains will be using regenerative braking at stops.
  • The trains have been optimised for low energy use.
  • The trains will enter the line with full batteries.

In An Exciting New Aventra, Bombardier are quoted as saying.

So plans were made for an Aventra that could run away from the wires, using batteries or other forms of energy storage. “We call it an independently powered EMU, but it’s effectively an EMU that you could put the pantograph down and it will run on the energy storage to a point say 50 miles away. There it can recharge by putting the pantograph back up briefly in a terminus before it comes back.

The prototype, which was based on a Class 379 train, that I rode in public service in January 2015, could happily travel along the eleven miles of the Mayflower Line. Even then the on-board engineer, that I spoke to, reckoned that longer distances were possible.

Two years on, I can’t believe that Bombardier have not achieved their objective of a train with on-board storage, that can reliably achieve a fifty mile range away from the wires.

In fact for reliable operation over fifty miles, they’d probably need a range of around seventy miles, just to make sure.

Could Charging Be Provided En Route?

Seville’s MetroCentro trams, which I described in Seville’s Elegant Trams, charge themselves at each stop.

I believe that there may be a very simple system, that could be used with Aventra trains.

The Aventras are dual-voltage trains, so could a short length of 750 VDC third rail be provided in some or all stations, which at most times is electrically dead. As is normal practice the rail would be on the side of the track away from the platform.

The sequence of operation would be as follows.

  • The train arrives in the station.
  • The second crew member gets out to supervise the passengers, as is normal practice.
  • The presence of the train, allows the third rail to be switched on.
  • The train connects using a third-rail shoe and charges the batteries.
  • When charging is complete, the third rail is switched off.
  • The second crew member checks all is ready and boards the train.
  • The train goes on its way with a full battery.

I’m sure that by careful design, a very safe system of charging the batteries can be developed.

  • The third rail can’t be switched on unless a train is in the platform.
  • The train would act as a massive safety guard for the third-rail.
  • The shoe could be on the middle car of a five-car train.
  • CCTV could monitor the third-rail at all times it is switched on.

I don’t think that all stations would have charging facilities, but just enough to ensure reliable operation of the trains.

How Would You Rescue A Failed Battery Train?

There are generally two ways, that failed trains are rescued.

  • In most cases, a second train attaches itself to the failed train and drags it out of moves it to a suitable siding out of the way.
  • Alternatively, a locomotive, often nicknamed a Thunderbird moves the train.

Would a battery train be able to shift the dead weight of a failed train?

It has been suggested to me, that Greater Anglia’s Class 755 trains, which are bi-mode will be able to rescue a Class 720 train, which are Aventras.

Now that is probably the ideal solution.

If you are using battery trains on a route, you make sure that you have some bi-mode trains working a route nearby.

How Long Would Colchester To Cambridge Take With A Battery Train?

Currently, the fastest journey by train between Colchester and Cambridge, that I can find takes two hours twenty minutes with a change at Ipswich. The Internet gives a driving time of one hour twenty-two minutes.

So how long would a journey take on the Stour Valley Railway?

The following timings are achieved by electric trains on the part of the route that is electrified.

  • Marks Tey to Colchester – 7-8 minutes
  • Shelford to Cambridge – 7 minutes

With Marks Tey to Sudbury taking twenty minutes. I will assume that a modern train like an Aventra would save a couple of minutes per stop, but then there could be an extra station at Great Cornard.

So let’s leave the timing at twenty minutes.

Scaling this time up for the forty-three miles between Marks Tey and the West Anglia Main Line from the twelve miles between Msrks Tey and Sudbury gives a time of one hour twelve minutes for the centre section of the route without electrification.

Adding everything together gives one hour twenty-seven minutes for the complete  Colchester to Cambridge journey.

I suspect a few minutes could be saved by good driving and some extra electrification at the junctions.

This all adds up to a comfortable three-hour round trip between Colchester and Cambridge.

How Many Trains Would Be Needed To Work A Colchester To Cambridge Service?

The previous section would mean that to provide an hourly service between Cambridge and Colchester would require just three trains. A half-hourly service would require six trains.

Why Not Use Bi-Mode Trains?

It could be argued that everything a Class 720 Aventra train running on battery power could be done by a Stadler Class 755 bi-mode train.


  • The track access charges and leasing costs may favour one train or the other.
  • Tha Class 720 train is probably better suited to gliding silently through the Suffolk countryside.
  • The Class 755 train would run on diesel for most of the journey. Not very green!
  • The five-car Class 720 train may be too big.

Abellio’s accountants and the Marketing Department will decide.

Costs And Benefits

The cost of building the railway between the West Anglia Main Line and Sudbury, is a bit like the old question, as to how long is a piece of string.

Much of the route is still visible in Google Maps and it could be rebuilt as single track with single platform stations, which is the style of the Gainsborough Line.

The picture shows Newcourt station on the Avocet Line in Devon.

There were originally stations between Shelford and Sudbury at the following places.

I don’t suspect all would be needed, but none except perhaps Haverhill and a rebuilt and/or moved Sufbury would be anything more than basic.

To show the level of costs, Newcourt station cost £4 million, when it opened in 2015.

I would estimate that a total cost of the single track and the required stations would be around £100-120 million.

At least, it would be unlikely, if new trains had to be purchased.

Putting value to the benefits is more difficult, but at least they can be listed.

  • Fast growing Haverhill will gain a high-capacity public transport link to Cambridge.
  • It would give Cambridge access to the housing and industrial sites, the |City needs.
  • An efficient route would be built between Cambridge and Colchester via Sudbury and Haverhill.
  • Haverhill and Sudbury get good direct links to Colchester and Ipswich.
  • Most of the locals would be pleased, as house prices would rise!!
  • All areas along the line get links to Addenbrook’s Hospital.
  • If you can’t drive in South Suffolk, it is a beautiful prison.

As to the last point, why do you think I moved to London?


Reinstatement of the Stour Valley Railway  would be the ultimate modern railway for one of the world’s most high-tech cities.








August 13, 2017 Posted by | Uncategorized | , , , , , , | 3 Comments

Could A Class 172 Train Run As A Tram?

I am using a Class 172 train as an example, but it could equally well be any two or three-car train capable of running on the UK network.

This Class 172 train on the Gospel Oak to Barking Line is probably only a tiny bit bigger than your bog-standard modern tram, that you’re starting to see all over the UK. This train is.

  • Modern
  • Diesel-powered.
  • Two cars.
  • Good passenger access.
  • The driver has good visibility.

But it could be better, if a train like this was to be built today.

Consider what an ideal rail line for a train of this type, perhaps to run between Saxmundham and Aldeburgh would look like.

  • Only one train would be allowed on the line at any one time.
  • Freight trans to Sizewell would be allowed under very strict rules.
  • Slow speed limit.
  • Single or double track.
  • Clear colour light signalling, that every passenger understands.
  • Platform-train access would be step-free.
  • Step-free ramp access to the platforms.
  • Passengers can walk across the tracks.

Imagine how Ipswich to Aldeburgh service would work.

  • The train would run to Saxmundham under normal rail rules.
  • From Saxmundham to Aldeburgh and back, the train would proceed at a slow tram-like speed, with the driver keeping an extra vigilant look out
  • Once back at Saxmundham, the train would return to Ipswich.

I can’t see why, it wouldn’t work on lots of branch lines.

It would of course be better with an electric train, so could we see a dual-voltage 25 KVAC/1500 VDC three car train, that could use tram style electrification on the tram-style section?

But it is effectively a small train, that can just run slowly like a tram.

The Class 172 train would do the job, but it would be better if it was a modern version

Something like Stadler’s train with the engine in the middle might do it.

Looks like a tram! Goes like a tram! o it must be a tram! Wrong! It’s a train!

Our small and sometimes annoying loading gauge has its advantages.

Who needs a specialist tram-train?


March 9, 2017 Posted by | Transport | , , , | Leave a comment

The Natives Are Getting Restless

It would appear that Network Rail have stirred up a hornet’s nest in Suffolk over the tricky subject of level crossings.

Over the last couple of days, three letters have appeared in The Times either supporting or opposing the closures.

I’ve also had talks with old friends in the County and some are not happy.

This web page on Network Rail’s web site, which is entitled Anglia level crossings proposals, gives more details. This is said.

We have been working to reduce the risk that level crossings pose and have developed proposals to manage the possible closure or change of use of around 130 level crossings in Anglia across Cambridgeshire, Essex and Suffolk.

We believe it’s possible to close level crossings:

  • with private rights only
  • by diverting people to where a nearby alternative exists
  • by providing a new public route to a nearby alternative

We will also look to downgrade level crossings to non-motorised users. None of the crossings in this proposal involve closing public A or B roads.

We recognise the importance of public rights of way and where possible we will maintain easy access to the countryside.

Having read the full document, I would say that Network Rail are trying to do there best to eliminate these hazards of a bygone age.

But try telling that to some of the locals.

What should bring it home to the locals is the Roudham train crash on April 10th, 2016, when a Class 170 train hit a tractor on a level crossing.

The train hasn’t been returned to service, so as I wrote in An Illustration Of East Anglia’s Rail Problems, the operator is scratching sround for trains.

So one place’s level crossing accident, is another area’s lack of trains.

There are rumours, that the Roudham crash was caused by human error, but the main cause of the crash, was the fact the level crossing existed.

All level crossings should be removed.

July 19, 2016 Posted by | Transport | , , , | 6 Comments

How To Cook Gluten-Free Fish

As a coeliac, I get fed up with restaurants, who can’t cook fish in a simple gluten-free way.

On my trip to Sufbury, which I wrote about in Marks Tey Station And The Sudbury Branch, I needed to eat something.

I did find my usual stand-by of a Pizza Express, but felt that I might be better to wait until I got back to London and buy a gluten-free wrap or sandwich in Liverpool Street station.

I then came across the Codfather, which had a sign saying they did gluten-free fish and chips on Sunday.

The waitress said they could do me a plain grilled fish with new potatoes and vegetables, which I had.

It was excellent and I can heartily recommend the Codfather in Sudbury.

I can’t understand, why more restaurants, don’t use this simple method to satisfy, those like me, who need gluten-free food.

On BBC Breakfast this morning, there is a story about problems in our seaside resorts.

How many of them have a restaurant that sells gluten-free fish lunches and inners  to the standard of the Codfather or Kubicki in Gdansk?

A quick search has found decent places in Brighton, Hastings and Blackpool, but others places don’t seem so well served.




July 11, 2016 Posted by | Food | , , | Leave a comment

Marks Tey Station And The Sudbury Branch

The Sudbury Branch or the Gainsborough Line, is one of those lines that abound all over the UK, to serve a major town stranded from the main line.

These pictures show my visit.


Incidentally, I was able to get to Sudbury from London for just £11.70, using my Freedom Pass to Shenfield and a ticket from there to Sudbury with my Senior Railcard.

The Future Of The Sudbury Branch

With the new franchise being awarded within a few weeks, I wonder what the plans are for Marks Tey station and the Sudbury Branch.

  • I can’t find anything about the building works at Marks Tey station.
  • The station certainly needs a proper bridge with lifts.
  • Marks Tey only has two trains per hour in each direction. Is that enough?
  • Trains are hourly between Marks Tey and Sudbury and for a weekday were fairly busy.
  • In an ideal world, trains would be twice an hour on the Sudbury Branch and would synchronise with trains on the Great Eastern Main Line.
  • The journey takes nineteen minutes between Sudbury and Marks Tey, which probably means that two trains are needed for a doubled frequency.

There is certainly a lot of potential for an improved service.

Two Trains Per Hour To Sudbury

The obvious way to achieve a two trains per hour service on the Sudbury Branch would be to use two trains. Although, this could be expensive as the line probably works currently under rules called One Train Working.

It would also need a passing loop on the single-track branch, two trains and two crews, so I think it could be discounted.

The line has a speed limit of 50 mph and it is not electrified. If the line was upgraded to increase this speed limit, it might be possible for a single train to shuttle twice between Marks Tey and Sudbury in an hour. Time could be saved, by using two drivers and changing them at Marks Tey. But the current time of nineteen minutes for the journey makes four trips in an hour impossible. It probably needs a time in the order of ten to thirteen minutes, which might be possible with a faster train after the track was upgraded to say 75 mph.

Electric trains accelerate faster and generally have shorter station dwell times, than the current Class 156 diesel trains.

So perhaps to electrify the line is an option, that would allow the desired service. But electrification of the line will be expensive and there will be a lot of opposition to having overhead gantries marching through the Suffolk countryside and on top of the Grade II Listed Chappel Viaduct.

An Aventra IPEMU To Sudbury

One solution that would work is to use something like a four-car Class 710 train, that are being built for the London Overground.

It would need to be an IPEMU, fitted with energy storage and there would probably need to be a short length of electrification in Platform 3 at Marks Tey station to charge the train after each trip to Sudbury.

A Suffolk Metro From Sudbury To Felixstowe

An alternative strategy may also be possible, which would require no new track, platforms or electrification.

The Felixstowe branch also needs new trains and could be run using a similar Aventra IPEMU from Ipswich.

So why not link the two services back-to-back to create a half-hourly service from Sudbury to Felixstowe, which called at the following stations?

  • Bures
  • Chappel and Wakes Colne
  • Marks Tey
  • Colchester
  • Manningtree
  • Ipswich
  • Westerfield
  • Derby Road
  • Trimley

The trains would charge their energy storage on the main line and the Felixstowe branch would not need a bay platform at Ipswich station.

The Sudbury and Felixstowe Branches are eleven and twelve miles long respectively, which means that if the trains charged their energy storage on the main line between Ipswich and Marks Tey, they would need to be able to do about twenty-five miles on their on-board energy storage, which is well within all estimates of the train’s range.

Currently, using three trains that would take 72 minutes of train time, but I suspect that time saved on the branches by an Aventra could make the trip in around an hour.

In Could Class 387 Trains Do Norwich In Ninety And Ipswich In Sixty?, I postulated that to achieve the Norwich in Ninety and Ipswich in Sixty targets, all trains North of Colchester, must be capable of running at 110 mph, so they don’t slow the crack East Anglian Expresses down.

This rule would probably have to apply to the Felixstowe to Sudbury trains.

This would be one of those train services where most are winners.

  • Passengers on the two branch lines get a two trains per hour direct service to Ipswich, Manningtree and Colchester, run using modern four-car electric trains.
  • Passengers using stations between Marks Tey and Ipswich would have extra trains to Ipswich and Colchester.
  • The train operator replaces two ageing diesel multiple units, with two brand-new electric multiple units with an IPEMU-capability.
  • Network Rail would have no electrification to install and only minimal changes to make to infrastructure, such as some general track improvement and platform lengthening.
  • It would probably help time-keeping, if the long-promised dualling of part of the Felixstowe Branch were to be done.
  • There might even be a case for reopening disused stations at Bentley, Ardleigh and Orwell and perhaps creating a couple of new ones.

What I have proposed is pure speculation, but it could be the first line of the Suffolk Metro.

Incidentally, I wouldn’t be surprised to see four-car Aventra IPEMUs working the following routes for the new East Anglian Franchise.

  • Cambridge to Norwich.
  • Ipswich to Bury St. Edmunds, Cambridge, Ely and Peterborough
  • March to Wisbech
  • Norwich to Cromer, Lowestoft, Sheringham and Yarmouth.

The only line, which would be outside their capability would be Ipswich to Lowestoft, which is just a bit long. But the Aventras would release Class 170 trains to provide a high quality service on this line.

There are several reasons, why I think that IPEMUs might be used in East Anglia.

  • The tests of the IPEMU technology were carried out by Abellio Greater Anglia on the Harwich branch. The drivers must know how good the IPEMU technology really is.
  • East Anglia has several branch lines for which using IPEMU technology, is an affordable way of introducing electric trains.
  • Network Rail have an appalling record, when it comes to electrification.
  • What is the state of the electrification  on the Braintree, Southminster and Harwich branches? It might be more affordable instead of replacing dodgy wiring to use a train with IPEMU technology.
  • Quite a few of these branches have capacity problems, which a four-car electric train would solve.
  • The invitation to tender for the franchise included the following – “extra points will be awarded to bidders who include plans to trial new technologies in rolling stock”
  • Providing free wi-fi across the franchise is mandated. Does anybody fancy doing this in a Class 153 or Class 156 train?

The new franchise is supposed to be awarded before the 21st of July, this year.

It will be interesting to hear the winner’s plans.

Onward To Cambridge

It is just a pity, that the Stour Valley Railway from Sudbury to Cambridge via Haverhill was closed in the 1960s.

In Sudbury To Cambridge – D-Train, IPEMU Or Tram-Train?, I looked at the various options for reopening the whole line to create a new route from Ipswich and Colchester to Cambridge via Marks Tey, Sudbury and Haverhill.

As trains from Sudbury to Felixstowe will probably be Aventra IPEMUs with a main line capability, these trains would be used through to Cambridge, which is about fifty miles from Marks Tey.

I think this line will eventually be rebuilt.

  • This is the sort of project a devolved East Anglian Authority would back.
  • It creates alternative routes to London and Cambridge.
  • It joins up well with the East West Rail Link and the prtoposed station at Addenbrookes Hospital.
  • It provides another commuting route for Cambridge.
  • It puts Haverhill back on the rail map.
  • It would complete rail links from Suffolk’s County Town of Ipswich to all parts of the county

Who knows what routes will be unlocked by the reopening of the Stour Valley Railway?



July 10, 2016 Posted by | Transport | , , , | 3 Comments

The Platform For The Future

The June 2016 Edition of Modern Railways has a section about The Railway Industry Innovation Awards 2016.

One is labelled the Platform for the Future.

That probably sounds rather boring, but I’m a great believer in disruptive technology and using new and innovative methods to replace something that is rather dull, with something that is better, quicker to be installed and get working and more affordable.

This is said.

Abellio Greater Anglia and Dura have pioneered the use of a composite platform at Needham Market station in Suffolk, which was installed in just 36 hours.

This installation might be considered surprising as Needham Market station is a Grade II Listed building. So  it can’t look like.

A monstrous carbuncle on the face of a much-loved and elegant friend.

But the product comes with these advantages.

  • The design life is sixty years.
  • A financial saving of 25% is reported.
  • As the platforms are built in a factory, the quality should be tip-top.
  • Other features like Harrington Humps could be built-in.

Hopefully, this would dissuade even the most determined member of the Heritage Taliban from objecting.

There’s more here on the Dura website. There’s also this video, of the platform being installed at Needham Market station.

This is a picture I took from a p[passing train.

The New Platform At Needham Market

It looks good and  who would think it was long-life hard-wearing plastic.

Only members of the Taliban tendency of the Green and Heritage lobbies would probably object!

I think that this product could find lots of applications, in traditional heavy rail, light rail and tramways. Certainly, it could be used to create some of the needed extensions to platforms on the Gospel Oak to Barking Line.

Look at these pictures taken at Harringay Green Lanes station.

Would composite platforms make extending these platforms an easier process?

The company might also have the solution to the dual-height platforms, that some people feel are needed for tram-trains. The Germans certainly use stepped platforms so that different types of tram-trains have step-free access.

In fact, why restrict it to rail applications?

It could be used to provide a disabled viewing platform at somewhere like a horse racecourse or other sporting venue.

Or how about helping to create step-free bus stops, that I wrote about in One Of London’s Step-Free Bus Stops?

One Of London's Step-Free Bus Stops

One Of London’s Step-Free Bus Stops

It’s certainly a very good innovation.


June 13, 2016 Posted by | Transport | , , , , | 1 Comment

Electrification Of The Felixstowe Branch And Other Lines In East Anglia

I’m using the Felixstowe branch as an example, as I used to live near Felixstowe station and I know the area well. I’ll make these assumptions.

  • In this rail forum, the cost of electrification was given in 2010 as £100,000 per single track kilometre.
  • The passenger line from Ipswich to Felixstowe is about 16 miles with only 6 miles being double-track. So that is effectively 22 miles or 35.4 kilometres of track.
  • The Port of Felixstowe is exclusively served by diesel locomotives of various noisy and environmentally-non-friendly types, although sometimes these are changed for an electric Class 90 locomotive at Ipswich. So we can probably leave the Port out of the calculations, especially as they don’t seem to keen on electrification.
  • Of the four stations on the line a couple would need to have lengthened platforms for a four-car train.
  • The passenger service is roughly hourly and can be run by a single train.
  • As the line has a W10 loading gauge, all of the bridges would probably be big enough to accept overhead electrification.

So we get a very rough electrification cost that will be £3.5million at 2010 prices to enable electric trains to go to Felixstowe station. You would have to add any platform costs.

At present the service is run by one inadequate single car Class 153 train.

This train pulls into a bay platform without electrification at Ipswich, which is certainly long enough to take one four car Class 387 train and could probably be lengthened to take an eight-car or two separate trains.

It would probably be necessary to electrify enough of the platform and the route to the branch , so that an IPEMU could be fully charged before it left Ipswich station for Felixstowe. As all of this electrification would be linked to the current electrification on the Great Eastern Main Line, it wouldn’t be an unaffordable cost.

I don’t know the cost of leasing a four-car Class 387 train, but I have read here that forty-five Class 710 Aventra trains, will cost £260million or about six million each. This cost is probably inclusive of servicing, financing and other costs.

This calculation is obviously only very rough, but it does show the advantages of electrifying a branch line using IPEMUs rather than traditional electrification.

  • If the line has sufficient gauge clearance for the IPEMU, there are no bridge reconstruction or track lowering costs.
  • Only sufficient electrification to charge the train is needed.
  • Where the branch is linked to an electrified main line, connection costs of the minimal electrification are minimised.
  • Platforms will need to be lengthened as necessary.

From this rudimentary analysis, it would appear that the cost of electrifying a branch line is roughly the same as the capital cost of a new IPEMU.

Looking at the two approaches for the Felixstowe branch for passenger trains only, we get something like.

  • Traditional electrification would cost about £3.5million plus the cost of the train, which would probably be an old EMU ready for the scrapyard at a million or so.
  • A new IPEMU would cost £6million and there would probably be a cost of under a million to upgrade the line.

But the IPEMU approach would give you other advantages.

  • The train company would be running a modern train only a few years old at most.
  • New trains attract passengers.
  • The train could also run on main lines to create new routes and services.

The only losers in the IPEMU approach are the construction companies, putting up the wires and rebuilding bridges.

Passengers, train companies, local residents and the environment would all gain.

I’ll also look at some of the other branch lines in East Anglia.

The Gainsborough Line

The Gainsborough Line from Marks Tey to Sudbury is just over nineteen kilometres long, so it could easily be within the capability of an IPEMU, which charged on the main line at Marks Tey station.

This line shows the advantages of the IPEMU approach.

  • The line goes over the Chappel Viaduct, which is Grade II Listed and one of the largest brick structures in England. Overhead wires could be a problem with both the engineers installing them and the heritage lobby.
  • This branch could be extended towards Cambridge and surely to extend a branch without electrification would be easier.
  • Passenger numbers might show that some trains should perhaps go to or from Colchester and/or Ipswich. IPEMUs are fast enough to mix it on the main line, with its 100 mph speed.
  • The stations on this line are very basic and an IPEMU wouldn’t require any lectrification works.

But the reason, I’d use IPEMUs on this branch, is that a higher capacity line with trains to Marks Tey and perhaps Colchester, would probably take traffic off the congested roads to Sudbury.

The East Suffolk Line

It is my belief that the East Suffolk Line from Ipswich to Lowestoft ,will be electrified using IPEMUs.

  • The new franchise has stated that the operator will run direct services between Liverpool Street and Lowestoft. Will the operator want to run this using diesel trains?
  • A chord is possibly to be built at Reedham to allow direct Lowestoft to Yarmouth trains.

IPEMUs are not necessary as diesel trains could be used, but four car trains would create much needed capacity between Yarmouth, Lowestoft and Ipswich.

The line is fifty miles or just under eighty kilometres long, so charging would be needed at Lowestoft and/or Yarmouth.

I think the Reedham Chord is integral to Network Rail’s plans for the line and the related Whery Lines, as it is only mentioned in this document on their web site, which is entitled Improving Connectivity.

An Ipswich-Manningtree-Colchester Metro

I think that due to the flexibility of the IPEMU and its ability to run on the main line, could lead to something like an Ipswich-Manningtree-Colchester Metro.

There would certainly be advantages in terms of train and platform utilisation, if branch lines were able to run services in a back-to-back manner passing along the main line.

There could be a core route on the main line perhaps serving.

Services would start and finish on the various branch lines.

Obviously, if such a system were to be created, the design would depend on how passengers used the system and where new developments happen.

The Wherry Lines

The Wherry Lines reach east from Norwich to Lowestoft and Yarmouth. None of the lines are very long, but they suffer from a shortage of suitable rolling stock and especially trains that could go between London and Yarmouth in the summer.

IPEMUs would solve the rolling stock problem and could serve these routes.

  • Liverpool Street to Yarmouth via Ipswich and Norwich
  • Liverpool Street to Yarmouth via Cambridge, Cambridge North, Ely and Norwich
  • Norwich to Yarmouth and back to Norwich
  • Norwich to Lowestoft and back to Norwich
  • Norwich to Lowestoft via Yarmouth and Reedham and back to Norwich.

Services could also link to the East Suffolk Line for Ipswich to give a second route between Ipswich and Norwich.

The Bittern Line

The Bittern Line reaches North from Norwich to Cromer and Sheringham and like the other Norfolk branch lines at thirty miles it is well within the range of an IPEMU.

Rackheath Eco-Town lies close to Salhouse station and plans for the town envisage a new station and a frequent service to Norwich.

There has been talk of tram-trains, but IPEMUs could also be used.

I think the biggest problem at the moment is getting the town built.

The Main Lines Without Electrification

The following lines are not electrified.

All of these lines could have electrified services provided by IPEMUs.

The Network Rail document; Improving Connectivity, also mentions changes at Newmarket.

Currently, there are two services between Ipswich and the West.

  • Cambridge to Ipswich
  • Ipswich to Ely and Peterborough

They provide a rather uneven hourly service across Suffolk.

Network Rail are proposing an island platform at Newmarket. The Cambridge to Ipswich service will be as now, but it will have cross-platform interchange  with a new Newmarket to Peterborough via Ely service at the updated station.

This will mean that there will be an increased frequency on the line and passengers from Ipswich wanting to go West will be able to get any train and change if necessary at Newmarket.

Could the platform used by the Newmarket to Peterborough service at Newmarket have facilities to charge IPEMUs?

I wrote about an update Newmarket station and other topics in  Better East-West Train Services Across Suffolk.

New Stations

In this analysis Cambridge North station, which serves the Cambridge Science Park, keeps cropping up. According to Wikipedia, this is the proposed service pattern.

5tph to Cambridge, with 2tph continuing to London King’s Cross; 1tph continuing to London Liverpool Street and 1tph continuing to Stansted Airport. 4tph to Ely, with 1tph continuing to King’s Lynn, 1tph continuing to Birmingham New Street and 1tph continuing to Norwich.

It may be all right if you’re going to Cambridge, London or Norwich, but what about those who want to go to Bury St. Edmunds or Ipswich.

Is this just another manifestation of the prejudice, that Suffolk is full of yokels and idiots?

Look at the rail maps of East Anglia and there are disused stations and places that appear to need one all over the four eastern counties.

I think just as Yorkshire and Devon have developed a penchant for building new stations, I think we’ll see a few built in the area.

Remember that IPEMUs with their regenerative braking and large doors are stop-start specials, that can call at a station, discharge and load passengers, and be on their way, much quicker than the current diesel multiple units.

Long Distance Services

There are still two services starting and finishing in East Anglia, that travel across the country.

  • Norwich to Liverpool
  • Birmingham to Stansted Airport

Both could be run using IPEMUs.

I do wonder if it would be better to improve services between Cambridge, Cambridge North, Ely, Ipswich, Norwich, Peterborough and Stansted Airport and link up with these cross-country services at Cambridge, Ely and Peterborough.

When the new franchise is  awarded in June 2016, thins will probably be clearer.


Remember that Abellio Greater Anglia were very much part of the testing and demonstration of the IPEMU technology last year, so I suspect that they would like to rid the franchise of diesel trains, as most in East Anglia aren’t the best.

The requirements for the new franchise include.

Improve the quality of trains running on East Anglia’s network, providing a modern service with state of the art trains – extra points will be awarded to bidders who include plans to trial new technologies in rolling stock.

Abellio’s and other studies have probably shown, that electrification of passenger trains in East Anglia can be completed using IPEMUs.

So be prepared to see a new franchise awarded, that promises to eliminate diesel trains from East Anglia.

I think this analysis also shows how when in an area, there is a fair amount of electrification, IPEMUs can successfully fill in all the missing links.

Other areas where IPEMUs could do the same thing now or after the current electrification programs are completed include.

  • Birmingham
  • Bristol
  • Glasgow
  • Merseyside and the North West
  • Newcastle and Middlesborough
  • South Wales
  • Sussex

I already feel, that one new line; the  Barking Riverside Extension of the Gospel Oak to Barking Line has been designed without electrification.

March 19, 2016 Posted by | Transport | , , , , | Leave a comment

A Sleigh Ride

We went for a ride on a sleigh pulled by two horses.

The more I look at the horses, the more I think that they have a lot of Suffolk Horse in them.

I also took a video.

I’d like the opinion on the horses, of someone, who knows their Suffolks.

The railway bridge is one of many in the area and was probably built by the Germans as part of the Prussian Eastern Railway, that used to connect Koningsberg and East Prussia to Poland and Greater Germany.

January 20, 2016 Posted by | World | , , | Leave a comment

They’re Not So Silly In Suffolk

I once had a letter published in The Times after C died, in which I praised the joined up thinking, between the Registrars and the Council, which got me a virtually automatic Council Tax reduction.

Have you ever wondered what happened to all those businesses, that were displaced by the Olympics in Stratford?

Quite a few ended up in Haverhill, as St. Edmundsbury Council thought that would be a good place to relocate and they had the sites available. So the Council achieved the highest rate of inward investment of any Council in England in 2012, by some intelligent marketing of the businesses to be displaced. One unlikely story, I heard, was that someone from the Council walked around and knocked on doors!

BBC Breakfast was joking this morning that Bury St. Edmunds-based brewer, Greene King have an export boom to China after David Cameron took the Chinese leader to the local pub and gave him a pint of Greene King IPA.

It’s all reported in this article in the Guardian, entitled Greene King strikes gold as Chinese demand soars after Xi Jinping pint.

November 10, 2015 Posted by | Business, World | | Leave a comment