I’m Off To The Hague Today
Is there any other train journey between two capitals in the world, that is more difficult now than it was six or seven years ago?
When I first did this trip, I was able to buy a Eurostar ticket from London to Any Dutch Station, as many visitors to The Netherlands did.
But when Fyra; the high-speed train started, this was not possible any more. I couldn’t even get to the Dutch capital without a second change.
Today, I’ve bought a Eurostar ticket to any Belgian Station and will go to Antwerp for a spot of lunch, before I buy a ticket to Den Haag Laan van Nieuwe Oost Indie, so that I avoid all the hassle of using Dutch local ticketing, which will mean buying an Oyster-style card.
I will then use Shanks’s Pony to get to my final destination.
If that is progress, you can stick it up your backside.
Suppose to go between London and Edinburgh, you had to change trains at Newcastle or Berwick! Even the most rabid of Scottish Independence advocates, would never want a service like that between Scotland and England!
Also, if I was going to most important stations in Switzerland, I can buy one ticket from London.
Surely, this should apply to all major cities in Europe, that are within say five or six hours from London.
Going the other way, I could buy a ticket from say Paris direct to virtually anywhere in the UK.
An Excellent First Month For The Borders Railway
According to this article on the BBC, which is entitled Borders Railway journeys top 125,000 in first month of operation, the Borders Railway has started with a high level of usage.
I suspect a lot of the usage in the first month is probably down to the novelty value of the railway and we won’t get a true pattern of usage until a couple of months.
But if this level of usage, is sustained, the following will happen.
- New four-car IPEMU trains will be procured for the railway, as they could handle the route with ease and would double the capacity.
- Planning will start to extend the route to Hawick and Carlisle.
Network Rail will also have to look seriously into how they calculate traffic forecasts.
The Proof That Good Design Doesn’t Have To Be Expensive
I’ve watched the transformation of Manchester Victoria station from a dirty dump over the last few years. These are a few posts.
- Manchester’s Disorganised Public Transport
- Victoria Gets A Posh Umbrella
- Will Manchester Victoria Station Be Promoted To The Premier League?
- Coffee And Seats At Manchester Victoria
But now as this article on the BBC shows, it’s all finished.
Compared to other station works in the UK, the title of the report is surprising – Manchester Victoria reopens after £44m upgrade
But then the best design is often not as expensive as the crap!
Long may Victoria reign in Manchester!
Will The London Overground Aventras Have Energy Storage?
When I wrote Is Liverpool Planning To Invade Manchester By Train?, I enclosed a clip from the October 2015 Edition of Modern Railways about energy storage on the proposed new Liverpool trains.
Merseytravel has indicated that it will be seeking ‘innovative proposals’ from manufacturers, with considerable emphasis being placed on the overall cost of operating the fleet rather than just the basic cost of the trains themselves. Options such as regenerative braking and onboard systems to store energy under braking to be used for acceleration will attract particular interest. The independently-powered EMU (IPEMU or battery train) concept evaluated earlier this year on a modified Class 379 in East Anglia ,might see an application here.
So if energy storage is good for Scousers, surely it would be good for Cockneys! I could add Brummies, Geordies, Mancunians, Bristolians, Glaswegians, Hullensians and lots of others too!
I feel that using the new trains in IPEMU-mode would be a better way to run electric passenger trains on the Gospel Oak to Barking and Dudding Hill Lines, as all the inept disruption of putting up the catenary could be performed in a more relaxed manner.
But are there any other advantages, other than the energy saving and flexibility, if the trains have energy storage or an IPEMU capability?
- This morning, the wires are down on the London Overground at Hampstead, so trains are stopped. An IPEMU could possibly get through to provide a limited service.
- At times, lines are closed for work on the electrification and Rail Replacement Buses have to be used. Would an IPEMU be able to provide a service in some cases, by perhaps using another track? Obviously, safety for the workforce would have to be ensured, but Network Rail is improving its working methods all the time.
- London has two different electrification systems; overhead and third rail. Would an IPEMU allow extra services to be developed, which bridge the two systems?
- Would an IPEMU give advantages in the design, construction and operation of depots, by needing less electrification, as trains could move under their own own power.
- Suppose a terminal station like Chingford needs to be rebuilt or a new station needs to be built, would it cost less to design and build a station, if the station had no electrification?
Even if the current order for Aventra trains for the London Overground isn’t delivered with energy storage and an IPEMU capability, I believe it will become the standard for it to be installed on trains in the near future.
The National Infrastructure Commission Is Welcomed By Warwickshire
This article on Rail News is entitled Warwickshire rail campaigners welcome news of National Infrastructure Commission and it discusses the struggles of local campaigners trying to restore the rail line between Stratford-on-Avon and Honeybourne, on the North Cotswold Route. Wikipedia says this about the plans.
The Shakespeare Line Promotion Group is promoting a scheme to reinstate the 9 miles (14 km) “missing Link” between Honeybourne and Stratford. Called the “Avon Rail Link”, the scheme (supported as a freight diversionary route by DB Schenker) would make Stratford-upon-Avon railway station a through station once again with improved connections to the Cotswolds and the South. The scheme faces local opposition. There is, however, a good business case for Stratford-Cotswolds link.
Note this could also be a freight diversion route.
Last year, I went to Stratford-on-Avon and wrote Stratford Upon Avon Station Is Getting A Facelift.
I hinted at more services to come and linked to the Wikipedia comments above.
To return to the Rail News article, it says some interesting things like this.
A NIC could overcome one of the biggest hurdles that has existed for decades. For mainly no other reason the route from Stratford to Honeybourne straddles two government regional boundaries (West Midlands and South West) two Network Rail regions (Chiltern/West Midlands and Western), three County Councils, three District Councils and two Local Enterprise Partnerships.
Is anybody in charge? Perhaps the NIC will be. This is said on visitors to Stratford-on-Avon.
Stratford only attracts six per cent of visitors to the town to travel by rail, while the national average for visitors by rail to similar UK rail-connected tourist destinations is over double that, at 13 per cent.
As the line has a good case for reopening and Stratford-on-Avon station has been upgraded, perhaps this is a project that should be looked at seriously.
We are probably going to live in a new era if George Osbourn’s plans for business rate reform come to fruition, which might see progressive Councils developing infrastructure to enable business, housing and tourism opportunities.
Surely a reconstructed line from Stratford-on-Avon to Cheltenham would tick a few boxes.
There is a major prize at the Cheltenham end if Cheltenham Racecourse, which is one of the busiest in the UK, could be linked to the main line rail network at Cheltenham Spa station. The Google Map shows the Gloucestershire Warwickshire Railway going past the racecourse, where there is already a station.
Cheltenham Racecourse
Unfortunately, there is a supermarket which is partially blocking the route between the racecourse and Cheltenham Spa station.
These are the sort of problems that a National Infrastructure Commission should have the power to solve or dismiss as insoluble.
Watching National Hunt racing at Cheltenham is one of the great sporting spectacles of the British Isles and a viable rail service to the course from London and Oxford needs to be created.
Batteries Or Flywheels?
Hybrid buses and IPEMU trains need some form of energy storage.
Typical systems generally use batteries. Mechanical devices are discussed in this article in Transport Engineer.
Read the article.
Is Liverpool Planning To Invade Manchester By Train?
There is no love lost between the two North-Western cities of Liverpool and Manchester.
I must admit, that I do use the correct feelings towards Manchester, when I’m in Liverpool, as Liverpudlians like it!
In the October 2015 edition of Modern Railways, there is an article about Merseytravel looking for a new fleet of trains for their 750V DC network, which is entitled New Trains For Liverpool. This is said.
Merseytravel has indicated that it will be seeking ‘innovative proposals’ from manufacturers, with considerable emphasis being placed on the overall cost of operating the fleet rather than just the basic cost of the trains themselves. Options such as regenerative braking and onboard systems to store energy under braking to be used for acceleration will attract particular interest. The independently-powered EMU (IPEMU or battery train) concept evaluated earlier this year on a modified Class 379 in East Anglia ,might see an application here.
It does appear on a quick look, that a version of the new Aventra train, which comes with an IPEMU capability as standard might be suitable for Merseyrail, as the size and speed of the current Class 507 and 508 trains, don’t seem to be unusual like some trains of their age.
The trains would need to be dual voltage, so they could work on both electrical systems on Merseyside. But then Bombardier can handle that!
Surely, if the trains were IPEMUs, I can’t believe that Merseyrail would not use their capabilities to provide extra services to new destinations.
Ormskirk to Preston
In my meanderings yesterday, I twice passed the bay platform at Preston, which is the terminus of the Ormskirk Branch. This branch is about twenty miles long and is a monument to the British Rail Crap Design School and is detailed in the line’s History section in Wikipedia. This picture shows how I once changed trains at Ormskirk a couple of years ago.
Changing Trains At Ormskirk
Note the barrier between the two trains.
If Merseytravel’s new trains, were IPEMUs, they would be able to provide a continuous Liverpool to Preston service via Ormskirk.
Dual voltage trains would be needed so they could use the different power systems at the two ends of the line.
Kirkby to Wigan, Bolton and Manchester
The British Rail Crap Design School were not satisfied with one bad interchange, but they did the same at Kirkby station, thus cutting the Manchester to Liverpool route via Kirkby in half and necessitating a change of train for anybody going this way.
Just as at Ormskirk, where IPEMUs can extend the Ormskirk branch of the Northern Line to Preston, dual-voltage IPEMUs could be used to create an extension of the Kirkby branch to Wigan, Bolton and Manchester.
IPEMUs would also enable the construction of a new station at Headbolt Lane between Kirkby and Rainsford, which is an aspiration of Merseytravel.
So IPEMUs would enable Liverpool to have another direct service to Manchester for invasion.
New Services to the North
Which services from Ormskirk and Kirkby get developed, would all be down to the traffic statistics.
But the engineering wouldn’t be much, that a competent small station builder couldn’t handle.
I’ve done the change at Ormskirk a couple of times, where in both cases I waited over thirty minutes.
In this modern age, that is as acceptable as piles!
New Services to the South
At its Southern End, the Northern Line joins the City Line at Hunts Cross station., so IPEMUs could travel to Manchester via Warrington Central, if that was what Merseytravel felt they should do.
I do feel that having another terminus like Warrington Central or even Chester might be worthwhile to increase capacity in the tunnel under Liverpool, where trains have to turn back at Liverpool Central.
But IPEMUs would be very helpful in this area, as apart from the line to Crewe, nothing is electrified.
Expanding the Wirral Line
There are various lines that are not electrified that connect to Merseyrail’s Wirral Line. The operation of IPEMUs has been proposed on one line; the Borderlands Line to improve connectivity between Wrexham and Liverpool. In a Proposed Battery Train section in the Wikipedia entry for the Borderlands Line, this is said.
A trial of an overhead-wire and battery powered converted Electrostar train was undertaken in January and February 2015 on the Mayflower Line. The train can travel up to 60 miles on energy stored in the batteries and also recharges the batteries via the overhead-wires when on electrified track, at stations and via brake regeneration. A month later in March 2015, the introduction of battery powered trains was proposed for the Borderlands Line by Network Rail.
The document suggested that consideration had been given to electrification and to running services further into Birkenhead ceasing termination at Bidston for greater connectivity. However these options were expressed as offering low value for money. They proposed that using battery powered rolling stock precluding full electrification of the line, providing a cheaper method of increasing connectivity into the electrified Birkenhead and Liverpool sections of the Wirral Line.
So if Merseytravel decides not to invade Manchester, they can always invade Wales.
Conclusions
I would feel that Merseytravel have got some planned uses for IPEMUs in mind.
I suspect that some of the uses will be rather surprising, but then the concept of an IPEMU does give transport planners a lot of flexibility and a go-anywhere capability.
This document on the Merseytravel web site is their plan of what they would like to do.
There’s certainly a lot of scope for IPEMUs, tram-trains, clever architects and capable construction companies to give Liverpool a world-class local railway network. For a start, they’re looking at stations in all these places.
Anfield
Beechwood
Carr Mill
Chester-Crewe Line
Deeside Industrial Park
Ditton
Edge Lane
Headbolt Lane
Ledsham
Maghull North
Skelmersdale
St James
Tarbock Interchange (or Halewood South)
Town Meadow
Tuebrook
Vauxhall
Warrington West
Woodchurch
That is a large number of stations for only a small part of the UK.
It’s when I read documents like the Merseytravel report, that I think that local areas, should have more control of their transport infrastructure, as local people and their politicians often know the best way to spend the money.
Also when a new station or line is built in an area and most people are in favour, they think of it as their infrastructure and use it!
A Station For Stonehenge?
Stonehenge is difficult to get to by public transport. Not that I ever have, as although I’ve been past the monument many times, the only time I’ve been was in the last year at Primary School, when we had a field trip to Dinton in Wiltshire. In those days you could walk unhindered amongst the stones and I do feel that any trip now would be an anti-climax.
But according to this article in the Salisbury Journal entitled Designs for new Wilton Parkway project unveiled, it’s going to get a lot easier to get to Stonehenge. The article says this.
Designs for a new railway station at Wilton have been unveiled. The vision for Wilton Parkway has been outlined in a brochure, which includes architects impressions of what the site could look like, which would be built adjacent to the existing Salisbury Park and Ride in Wilton.
It would be on the Salisbury to Bristol line and part of the Trans Wilts route which will run north to south in the county. The brochure says it would “provide new capacity for passengers to access the National Rail Network using direct trains to London, Southampton, Swindon, Bristol and Cardiff” and support sustainable access to Salisbury with a highly attractive five minute journey time”.
The new station would also “offer a fast, high capacity rail-bus link to the World Heritage Site at Stonehenge”.
This is an early artists impression of the station.
Wilton Parkway Station
It would appear that one of the driving forces behind this new station is Transwilts, which is the local Community Rail Partnership.
Hopes are that the station will open in 2019. I hope they’ve checked for bats, newts and Nimbys!
TPOD or Blockade?
This article on the Rail Engineer web site is entitled Preparing The Way For Bath Electrification.
It is a good read and it brings a new acronym into the English language – TPOD. This is said about the change of wording.
Normally, closing a 20 mile stretch of the main line, from Thingley Junction to Bath Station, for six weeks would be referred to as a ‘blockade’ but, during the consultation process, the word blockade became a very sensitive issue. It implied that Bath was closed for business, which wasn’t the case. Therefore, to ensure that tourists were not put off travelling to the city, it was suggested that Network Rail should use a different description for the closure. As a result the acronym TPOD was created – Temporary Period of Disruption! So the work was carried out during a six week TPOD. You’ll get used to it.
Only time will tell, if this friendlier word TPOD becomes accepted. Or will it have the same connotations as Rail Replacement Bus?
But words are important!
As an example, I object to messages on trains and buses using the word terminate at the end of a journey.
It sounds so final!
At least, it seems to be becoming more common for a message like.
This train finishes its journey here.
To be used. Especially, where train staff are giving an announcement.
Developments At And Around Lea Bridge Station
These are the latest pictures I took of the station on September the 21st.
The pictures also show that around the area of the station are a large amount of industrial units, some of which couldn’t be described as high class, by any means. This Google Map shows the area.
Around Lea Bridge Station
The station is being built in the curve of Argall Way, where the railway goes under Lea Bridge Road. The dreadful bridge over the railway can be spitted where Argall Way branches away from the railway at the top of the image.
97, Lea Bridge Road is picked out as that is a site owned by Bywater. According to this report from the Guardian series of local papers, the site and several others in the area are slated for the development of a thousand houses. This is the first two paragraphs.
Two huge housing developments will be discussed next week as developers look to build hundreds of homes in Waltham Forest.
Separate sites in Leyton could be transformed into new neighbourhoods after ambitious plans are put to Waltham Forest council.
Is the station the chicken or the egg?
The Anonymous Widower 