Could Beckenham Junction To Birkbeck Be Run Using Third-Rail Tram-Trains?
Look at this map from carto.metro.free.fr, which shows the lines to the west of Beckenham Junction station.
Lines To The West Of Beckhenham Junction Station
At Beckenham Junction station, there are the following platforms.
- Two through platforms.
- Two Westward-facing bay platforms for trains.
- Two Westward-facing bay platforms for the Tramlink.
But the real problem of operation of the section of line through Beckenham Junction station is that, both the main line and tram line to Birkbeck station are bi-directional, which must limit capacity.
Running Using Third-Rail Tram-Trains
Suppose that the trams going to Beckenham Junction were tram-trains capable of running on both 750 VDC overhead and third-rail electrification, with a limited range of perhaps 2 km. on batteries.
The following would be done.
- The current Tramlink line would be for all Westbound tram-trains and trains.
- The current heavy rail line would be for all Eastbound tram-trains and trains.
- Both tracks betweeen Birkbeck and Beckenham Junction would have third rail electrification.
- There would be no electrification of any sort between Harrington Road tram stop and Birkbeck station.
- All trams using the line would have a tram-train capability, dual 750 VDC pick-up and batteries.
- All trains using the line would be as now.
- Birkbeck, Avenue Road and Beckenham Road stations would revert to traditional stations.
- All platforms would need to be adjusted to give step-free access to the two types of vehicles.
I suspect that Beckenham Junction station could also be remodelled to have bay platforms, that could accept both trains and tram-trains.
The Current Services
The typical off-peak service frequency is:
- 4tph (trains per hour) to London Victoria (Southeastern)
- 2tph to London Bridge via Crystal Palace (Southern)
- 4tph to Orpington (Southeastern)
These train services would be unaffected, except that they could stop in Birkbeck, Avenue Road and Beckenham Road stations, if required.
The tram services would be generally unaffected, although they would need to cross over from the Eastbound line into Beckenham Junction, as trains do now.
Tram-Train Operation
Consider how a third-rail tram-train would operate between Croydon and Beckenham Junction.
- It would run as a normal tram using the overhead electrification to Harrington Road tram stop.
- At Harrington Road tram stop, the pantograph would be lowered and the tram-train would run to Birkbeck station on battery power.
- The tram-train would then lower the third-rail shoe and run to Beckenham Junction on the third rail electrification.
This Google Map shows Harrington Road tram stop and Birkbeck station.
The distance between the two is probably under a kilometre.
Advantages
I can’t believe that creating a double-track railway, that can be used by both tram-trains and say Class 377 trains, doesn’t have advantages.
- The passing loops on the tram line would not be needed, as Eastbound and Westbound trams would be on different lines.
- The double-tracking should reduce train delays.
- It would allow the tram frequency to Beckenham Junction to be increased., which might enable a whole lot of possibilities.
- Tram-train services could be extended to Bromley South station.
I do feel though that the biggest advantages might be enabled, if Birkbeck, Avenue Road and Beckenham Road became single island platforms between the tracks. This would enable.
- Same platform interchange.
- Train passengers going East could change to a tram-train going West and vice-versa.
- A single lift could be installed at Birkbeck, Avenue Road and Beckenham Road stations for step-free access.
There are certainly possibilities to improve the line.
The Bakerloo Line Extension To Hayes and Beckenham Junction Stations
If this happens, which is looking inreasingly likely, there may be advantages in using tram-trains to Beckhenham Junction and Bromley.
Conclusion
By replacing the trams to Beckenham Junction station with tram-trains, capable of running on both 750 VDC types of electrification and with a limited battery capabilty, would simplify operation at Beckhenham Junction and enable Tramlink services to be extended to Bromley South station.
The Third-Rail Tram-Train
I’ve never seen anybody propose a third-rail powered tram-train, but that is probably because everybody has assumed quite rightly, that you couldn’t power a tram by using third-rail electrification. It’s just too dangerous! But is it so dangerous on a segregated track?
In February 2016 I wrote Brummies Go For Battery Trams and it is now ienvisaged that Midland Metro‘s trams will be running services under battery power in 2019.
Battery power is used for trams in several places around Europe and the rest of the World and is becoming a proven technology. Is there any reason why a battery tram-train, can’t be powered by third-rail electrification, when it is running as a train?
The Class 399 Tram-Train
The Class 399 tram-train is under test in Sheffield, to prove that it can run passenger services in the UK.
These tram-trains can handle either 25 KVAC or 750 VDC from overhead wiring. I also think, they are also clever enough to work out what voltage they are getting and configure themselves accordingly.
Since, I originally wrote this post, KeolisAmey Wales have ordered thirty-six tram-trains from the same Citylink family as the Class 399 trains.
Stadler, whose Valemcia factory built the Class 399 tram-trains, will also be building trains for Merseyrail’s network, which will run using 750 VDC third-rail electrification.
Would it be reasonable to assume, that Stadler will be able to design an appropriate pick-up shoe for the Class 399 tram-train, so that it can run on a 750 VDC third-rail network?
Batteries
A battery system would also be needed, but I believe that this will be generally offered by all tram and tram-train manufacturers, as trams and tram-trains will be running increasingly in heritage or sensitive areas.
Charging The Batteries
Batteries would normally be charged, when the tram-train is running on an electrified line, under power from the third-rail system.
The MetroCentro in Seville, works without catenary and has a fast charging system at the two end stops.
There is no reason to believe that a Class 399 tram-train with batteries, couldn’t work with a fast charging station like a Railbaar.
Tram-Trains For The South Wales Metro
Since, I originally wrote this post, KeolisAmey Wales have ordered thirty-six tram-trains from the same Citylink family as the Class 399 trains, for running on the South Wales Metro.
These tram-trains will be fitted with batteries.
Would A Third-Rail Tram-Train Have A Pantograph?
This would be a matter for the operator.
But there is one UK tram network; the London Tramlink in Croydon, which is surrounded by an extensive third-rail electrified network.
The ability to run on both types of 750 VDC systems might be an asset and enable new services to be created without any extra electrification, by using a small amount of battery power to change from one system to another.
Changing Between Third-Rail And Overhead Electrification
This map from carto.metro.free.fr shows the track layout at Mitcham Junction station.
Suppose a link were to be provided, so that tram-trains could come from the South, pass through Mitcham Junction station and then cross over to the tram tracks for Wimbledon.
These pictures show the area.
As the link would have no electrification, the power changeover would be as follows.
- Arrive in Mitcham Junction station, using third-rail power.
- Raise and isolate the third-rail shoe.
- Switch to battery power.
- Proceed using the link to Mitcham tram stop.
- Raise the pantograph and switch to overhead power.
A reversed procedure would be used in the opposite direction.
Range On Third-Rail Power
The range of a Class 399 tram-train running on third-rail power, would be more limited by the train-tram’s speed of 100 kph and interaction with other services, rather than any electrification issues.
The range will probably be the same as the German cousins of the Class 399 tram-trains on the Karlsruhe Stadtbahn. These trams run on both 750 VDC and 15 KVAC, to places up to fifty kilometres from the Centre of Karlsruhe.
As a simple example, a third-rail tram-train running on the London Tramlink, could certainly use third-rail lines to access Gatwick Airport.
Range On Battery Power
In Out Of The Mouths Of Brummies, which describes an interview with those involved in the Midland Metro battery train project, I published this quote about battery trams.
Since then there has been lots of work and we’re now comfortable that battery technology has advanced sufficiently for it to be viable.
Under test conditions with plain straight track a tram could travel 20 km catenary-free. In practice, this would be rather less for a fully laden tram ascending the 9% gradient on Penfold Street. The longest catenary-free run we’ve envisaged is around 2 km, and we’re comfortable we can achieve that.
I think until Birmingham proves otherwise, 2 km. would be a sensible range for a tram or tram-train running on a full battery.
Compatibility Issues With Other Rail Vehicles And Platforms
This to me is a matter of design, but after the Sheffield tram-train trial and the analysis of platform solutions in Europe, I suspect that we’ll come up with a solution that works.
I think it is true to say, that many of our trains are badly matched to the platforms, but as this picture of a Class 378 train on the London Overground shows, the gap is becoming easier to mind.
I think too, we have an advantage over Europe, in that our loading gauge is smaller and our trains are closer in size to a modern tram or tram-train.
We are also good at innovative access solutions, as this picture from Canonbury station shows.
We may have a problem with using double-deck trains, but I believe that good design can minimise the problems of good access to both trains and tram-trains at the same platform.
Applications
The applications will be limited by battery range and by the gradients of the line.
In Southampton – A City Built For Cars, I describe how if they built their proposed Solent Metro around third-rail tram-train technology, they could transform the city.
In Could Beckenham Junction To Birkbeck Be Run Using Third-Rail Tram-Trains?, I show how third-rail tram train-technology , could be used to create more capacity at Beckenham Junction station.
In Could Third-Rail Tram-Trains Be Used To Increase Services In South London?, I show how third-rail tram-train technology, could be used to expand the London Tramlink.
In Could Third-Rail Tram-Trains Work The Epsom Downs Branch?, I show how third-rail tram-train technology, could serve the Royal Marsden Hospital.
In The Cranleigh Line, I suggest that third-rail tram-train technology could be used on this route.
Conclusion
Technically, I feel that a Class 399 tram-train capable of running on third-rail electrified lines is possible.
But it would have to run on battery power or 750 VDC overhead, when running as a tram.
Southampton – A City Built For Cars
These pictures show Southampton as I walked between Southampton Central station and the Town Quay for the ferry to Hythe.
The last few pictures are when I walked back.
This Google Map shows the layout of Southampton
Note how the city sits between the two rivers; the Itchen in the East and the Test going to the West.
Crossing the Itchen is a modern Itchen Bridge, which was built in 1977, that takes the A3025 into and out of the City.
, To the East of the bridge two stations; Woolston and Sholing on the West Coastway Line can be seen.
From Woolston station, the West Coastway Line, curves Northwards and follows the East bank of the River Itchen through Bitterne station, which can be picked out at the top of the map, East of the River Itchen.
The West Coastway Line then joins the South Western Main Line at St. Denys station.
This Google Map shows Bitterne and St. Denys stations.
After going along the river for a short distance and passing Northam Depot, the line splits, as this Google Map shows.
One branch goes South past St. Mary’s stadium and the other turns West and takes Southampton Tunnel to Southampton Central station.
I wrote about the upgrading of Southampton Tunnel in Boxing Clever, where I said this about how the project was performed.
I particularly liked the way that the 1847 Southampton Tunnel was made larger. Rather than use the traditional approach and closing the tunnel for two to three months, as they did when they upgraded Ipswich Tunnel, they did it a track at a time closing for only three weekends and over Christmas 2009, saving a year on the project.
It is my belief that we can save a lot of money on infrastructure projects, like roads, railways, hospitals ands schools by thinking things through with a great deal more innovation, enterprise and by borrowing good and proven ideas and methods from other countries and industries.
The Wikipedia entry for Southampton Tunnel, has a section called Tunnel Development, which says this about those works.
During the period Sunday 27 December 2009 to Sunday 3 January 2010, the tunnel closed for the track to be lowered to achieve W10 (freight container) route clearance. Previously, Hi Cube intermodal container traffic had to be carried on special low wagons with areas which could not be loaded, resulting in both traffic planning issues and lower train capacity. Additionally, all container trains were restricted to 20 mph when passing through the tunnel because of the limited clearances at the top edges of the loaded containers. Since rebuilding no speed or loading restrictions apply to the tunnel and container trains can travel at up to the line speed of 40 mph, the limit for the tunnel. The work meant containers could be transported more easily by rail from the Port of Southampton.
In some ways the Southampton Tunnel sums up the problems with the UK’s railways. The Victorian layout doesn’t really support the needs of modern transport. And especially freight transport!
The railways will have to live with the updated Southampton Tunnel, as I doubt there is an alternative route to get intermodal container traffic between Southampton Container Terminal and the rest of the UK.
I will finish my East-West journey across Southampton by showing this Google Map, which shows Southampton Central station and the Docks that lie to its West.
Note Millbrook station to the North of the Docks. It doesn’t appear to be a very busy station.
I shall now return to the Itchen Bridge along the Waterfront.
Note the following can be seen on this map.
- The Itchen Bridge
- St. Mary’s Stadium
- Southampton Central station.
- Red Funnel Ferries on Town Quay
- The Ocean Terminal.
- The West Quay Shopping Centre
There are also vast areas of surface car parks.
A Metro For Southampton
Southampton is a city, where I believe that too much emphasis has been placed on access to the City by car.
But the skeleton of an urban railway is still there, as this map of the railway lines through Southampton shows.
To be fair, the chance may have been missed when the Itchen Bridge was built in 1977. I suspect that at that time in Germany for example, the bridge would have been future proofed for trams to be added at a later date.
But the thoughts at the time in the UK, were that trams were of the Past and not of the Present.
This Google Map, which shows the Itchen Bridge, with St. Mary’s Stadium on the West Bank and Woolston station on the East.
If you look at this map carefully, the rail corridor to the old Southampton Terminus station is still there and about two hundred metres North of the station, a train in South West trains livery can be seen. The line is obviously used for some purpose by Northam Depot.
If I look at various rail systems, I’ve seen all over the UK, it would appear that the following could be done.
Reopen The Rail Line To Southampton Terminus
The line from St. Denys station to Southampton Terminus station could be reopened with possible stations at Northam and St. Mary’s Stadium.
St. Denys is a four-platform station and it could act as a cross-platform interchange between services going to and from Southampton Terminus and Central.
Run West Coastway Services To Southampton Terminus And London Waterloo Services To Southampton Central
Consider.
- The South Western Main Line is at capacity with freight and passenger services.
- The West Coastway Line is less busy.
So why not run West Coastway services to Southampton Terminus?
Remodel St. Denys Station
St. Denys is a four-platform station and it could act as a efficient cross-platform interchange .
- Platform 1 – Services from Southampton Central to London
- Platform 2 – Services to Southampton Central
- Platform 3 – All services between the West Coastway and Southampton Terminus
Note.
- By making Platform 3 bi-directional, this means that trains using the West Coastway Line don’t have to cross the main line if they terminate at Southampton Terminus.
- Travellers going West would just walk across the platform, whereas those going East would use the bridge.
- Provision would be made to allow services to go between the West Coastway Line and Southampton Central.
- Provision would be made to allow trains to access Northam Depot.
There is probably a better layout, but by careful design and the opening up of Southampton Terminus, Southampton would be given extra capacity.
A Cross-City Tram
Every time, I’ve gone to Soiuthampton, I’ve always seemed to walk halfway across the City.
Looking at the map, there must be scope for a tram route.
This article in the Romsey Advertiser is entitled Plans for multi-million pound tram project in Romsey are being investigated.
This is said about the route.
Phase one of the “Solent Metro” network would see trams run from Eastleigh past the airport, down to a new station at Southampton St Mary’s, on to an interchange at Royal Pier, then back up to Westquay and Southampton Central railway station.
The plan also envisages the network – which could be trams or a light railway – being extended west to Romsey and from there back to Eastleigh, and eastwards to Segensworth.
Southampton certainly needs something that connects the Waterfront to the West Quay Shopping Centre and Central station, hopefully with a good connection to St. Mary’s Stadium.
Tram-Trains
My preference would be for a tram-train system, where tram-trains started at places like Bournemouth, Eastleigh, Fareham, Fawley, Lymington, Portsmouth and Romsey as trains and then went walkabout as trams in the City Centre.
At the East, the tram trains would change mode in the vicinity of the old Southampton Terminus station and proceed to St. Mary’s and St. Denys stations as third-rail electrified trains
This Google Map shows the old Southampton Terminus station, which is now a casino.
The rail line goes North to St. Mary’s Stadium, Northam Depot and St. Denys station. To the South it goes as far as the Waterfront, where it finishes just to the East of the Ocean Terminal.
In the West they would need to join the South Western Main Line in the area of Southampton Central station.
The Google Map shows the area.
I’m sure that a more than adequate connection could be arranged after what I have seen in places like Karlsruhe.
There would of course be only one way for the the tram-trains to cross between Southampton Terminal and Southampton Central stations and that would be on battery power. I’m certain if Birmingham do it across a City with much more of a gradient, as they intend, then Southampton could do it across the Waterfront.
Serving The Cruise Ships
The plan from the Solent Local Enterprise Partnership detailed in the Romsey Advertiser mentions running the trams or light rail service to the Royal Pier, where they would reverse.
This Google Map shows the Ocean Terminal, with a handy cruise ship alongside.
Note how the rail line that runs down behind St. Mary’s stadium continues to the dockside, just to the East of the Ocean Terminal.
If tram-trains were working the routes around Southampton, they could all terminate by the Ocean Terminal and thus give cruise passengers access to tourist attractions like Bournemouth, The New Forest and Portsmouth, in addition to the whole of Southampton City Centre.
I’m sure those clever engineers from Stadler can come up with a third-rail version of a Class 399 tram-train, that had enough battery power to traverse across Southampton. Especially, if a charge station like a Railbaar was installed at the Ocean Terminal to charge waiting tram-trains.
Conclusion
The possibilities at Southampton to improve public transport in the City are endless.
Walking Manchester Metrolink’s Second City Crossing
I took these pictures when I walked the route of Manchester Metrolink‘s Second City Crossing (2CC).
I think it could be more interesting than just a second route across the City Centre for the trams.
This Google Map shows the train and tram lines through Deansgate station and Deansgate-Castlefield tram-stop,
Note.
- St. Peter’s Square tram-stop, which is the Western end of the 2CC, is the next one to the East from Deansgate-Castlefield.
- The rail and tram lines run close together to the West of Deansgate station.
- The rail line runs to Trafford Park, Warrington Central and then on to Liverpool.
This Google Map shows the train and tram lines to the immediate East of Manchester Victoria station.
Note.
- Victoria station is the Eastern end of the 2CC.
- The rail and tram lines run close together to the East of Victoria station.
- The rail lines run to Rochdale, Burnley, Hebden Bridge and Ashton-under-Lyme.
I can’t believe that the 2CC wasn’t designed without thinking about incorporating it as part of a tram-train route across the City.
Consider the Class 399 tram-train being trialled in Sheffield.
- It can work as a standard tram on a tram network, running under tram rules.
- It can work as 62 mph train on an electrified rail line.
- It can run on both 25 KVAC and 1500 VDC overhead electrification.
- On rail lines it can share with any train, like for instance a Class 319 pr Class 185 train.
It would probably need to be a version tailored to Manchester’s tram standards, but once the Manchester to Liverpool Line via Warrington and the Calder Valley Line are electrified, a Class 399 tram-train could work the following route.
- Starting from Liverpool Lime Street it would run as a train until just before Deansgate station.
- It would then switch to the tram lines and take the 2CC to Manchester Victoria station, running as a tram.
- To the East of Victoria station, the tram-train would switch to the Calder Valley Line and run as a tram, perhaps to Burnley or Hebdeb Bridge.
You have to remember that tram-trains are a bit like 4x4s and if there is a route on which they can run, then they can take it given that track, electrification and signalling are in place.
There would be no reason, why once at Burnley say, the tram-train could not go walkabout around the town.
Conclusion
On a quick look, it would appear that the Second City Crossing (2CC) has been built so that tram-trains across the city centre have not been ruled out.
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?
£690 Million Competition For Local Authorities To Tackle Urban Congestion And Get Local Transport Networks Moving Again
This quote is directly from today’s budget and is the real joker in the pack.
Is the £690 million all for one project, or is it to be split between say thirty ones of £20 million or so.
What I like about it, is that several towns and cities will come forward with very good well-structured schemes.
Schemes, I’ve seen in Europe that I like include.
- Zwickau Zentrum Station and the Rail Link That Thinks It’s A Tram To The Hauptbahnhof, that I wrote about in Riding The Vogtlandbahn.
- Seville’s Short Battery Tram Route Across The City Centre, that I wrote about in The Trams Of Seville.
- Kassel’s Tram-Trains Where The Interchange Is In The Main Square, that I wrote about in The Trams And Tram-Trains Of Kassel.
In some ways the Kassel tram-train system is the most impressive. I sat in a cafe and watched trams and large trams (tram-trains) cross in front of me. Passengers would get off and on and then when their next tram or tram-train arrived they would board and go on their way.
When you see Kasssel, you realise what an opportunity was missed in Manchester, where tram-trains could come into Piccadilly station, take to the streets and pass through Piccadilly Gardens and then go to Victoria station, where they took to the tracks again.
If we look at the cost of the latest Manchester Metrolink extension to the Trafford Centre, it is disclosed in this article in Railway Technology Magazine at £350 million.
So you could get two tram lines for the whole £690 million. Or one line and a lot of tram-trains, trams or trains.
- Large central squares are rare in the UK compared to Europe.
- Birmingham has one, but it’s already got a local transport network. It was also have their version of Seville’s trams.
- Liverpool has the waterfront, but it’s buying new trains.
- Nottingham has one, but like Birmingham has a tram network.
The interesting one is Middlesbrough.
This Google Map shows the town centre.
Note the railway passing through the town with the Grade II Listed Middlesbrough station to the North of the town centre.
One line through the station is the Tees Valley Line from Saltburn on the Coast to Bishop Auckland a few miles inland.
If this line were to be run by tram-trains or at least modern trains (London Overground Class 172 (?)) that looked like trams, they could go walk-about through the gardens and the shops in the centre of the town and have stops by the shops in the centre, the Town Hall and the Riverside stadium.
Stops on the line would include Redcar, Darlington and Newton Aycliffe.
Branches from the line go all over the area to Hartlepool, Stockton, Whitby and Sunderland and Newcastle via the Durham Coast Line.
A lot of people will have fun with this competition.
Places to watch would include.
- Brighton to Hove along the front.
- Southend.
- Portsmouth to Southampton
- Cardiff
- Milton Keynes
- Huddersfield
- Leeds-Bradford and the Airport.
Some of the schemes that don’t get funding could even be picked up by the various infrastructure funds, that are always looking for investments.
Spreadsheet Phil has had an idea with vision!
The size of the fund could bring forward some very innovative ideas, other than the usual by-passes, car-parks and more of the same shops.
An Innovative Scheme For A Rail Link To Glasgow Airport
This article on Renfrewshire 24 is entitled New Option Could See Glasgow Airport Rail Link Run From Relocated Glasgow St. James Station.
The new option, which is proposed by Junction 29 (Scotland) Ltd, would relocate Paisley St. James Street station nearer to the airport and it would be connected to the airport using a PRT system similar to that used at Terminal 5 at Heathrow.
This Google Map shows the area.
Note.
- Junction 29 of the M8 is the mass of spaghetti in the upper middle of the map, with the Inverclyde Line passing to the South-west of the junction.
- Paisley St. James station is towards the bottom of the map.
- Junction 29 (Scotland) Ltd. own the block of land to the West of the railway and the new station would be built in this area, where the PRT system would connect to the Airport.
I think it could be a feasible plan and these are my thoughts.
A Proven System
Wikipedia says this about the PRT System at Heathrow.
Construction of the guideway was completed in October 2008. The line is largely elevated, but includes a ground level section where the route passes under the approach to the airport’s northern runway. Following various trials, including some using airport staff as test passengers, the line opened to the public in May 2011 as a passenger trial. Subsequently it was made fully operational and the bus service between the business car park and Terminal 5 was discontinued. The pods use 50% less energy than a bus. They run 22 hours a day. Unlike all UK road and rail traffic, which drives on the left, the PRT system drives on the right. As of May 2013 the system passed the 600,000th passenger milestone.
The interesting thing, is that it runs under the runway approach, so it must have a fairly small footprint.
I actually think that using this system has other advantages.
- It could go on a roundabout route between the station and the Airport, serving car parks and other important places.
- It could serve the car parks, which are also proposed for the site.
- It could bring those with movement difficulties to the station for the Park-and-Ride to Paisley and Glasgow.
- It is very much a proven system.
- The tram-train alternative works in many places in the world, but the concept seems to cause Network Rail indegestion.
- The PRT System is independent of the railway.
But in my view the system’s biggest advantage is that it could have a serious wow factor for children of all ages.
Cost
The cost of the PRT option is quoted at £70-£80m, as opposed to £144m for the tram-train alternative.
Journey Times
Journey times to the airport will certainly be competitive, but I think the wow factor will encourage passengers to use it, whether they come by train or car to the station.
Why Would You Want To Close The Existing Station?
I would not close the existing Paisley St. James station for these reasons.
- It serves Paisley Town centre and St. Mirren Football Club.
- Closing it could be a hassle.
- Extra stations are never a bad thing.
- Modern trains stop and start again at a station very quickly.
- The new station could be called Glasgow Airport to avoid confusion.
But then there may be better reasons to close it.
Train Frequency
There needs to be at least four trains per hour (tph) to Paisley Gilmour Street and Glasgow.
If not more, as the frequency of the PRT system will annoy passengers waiting for the trains.
I also think that a turnback facility should be provided, so that a posh Airport shuttle train could work a 2 tph limited-stop service to Glasgow Central.
If Glasgow got its act together, the posh train could also serve Edinburgh.
Construction
It is stated in the Renfrewshire 24 article, that the new station and the PRT system could be built in twelve months alongside the existing network.
As all the land is owned by the Airport, Junction 29 and Network Rail, this must help, unless they find newts.
They could even lift a lot of the design of some of the other new stations like Kirkstall Forge.
Future Development
I’m sure Junction 29 (Scotland) Ltd. have got some good plans for the rest of their site.
Conclusion
Go for it! Glasgow has been procrastinating for far too long!
I think we’ll see a lot of systems like this around the world!
The system is described here in Wikipedia.
It’s British by the way and was developed in Cardiff and Bristol.
A Tram-Train Between Skipton And Colne
Skipton station is a station at the western end of the electrified lines to and through Leeds. There are several plans for the future, involving direct trains to London and more frequent services to and from Leeds. There is also an aspiration of the Embsay and Bolton Abbey Railway to extend into Skipton.
Colne station is at the eastern end of the partly single-track East Lancashire Line, with services all the way to Blackpool South station via Burnley, Blackburn and Preston.
The two stations used to be connected until 1970, when it was closed, despite not being recommended for such by Beeching.
An organisation called Skipton-East Lancashire Rail Action Partnership is pressing for the line to be reopened. This map shows the rail lines in the area.
Skipton To Colne
Reopening this just under twelve miles length of track could bring a lot of benefits.
Most of the trackbed hasn’t been built on, but look at this Google Map of Colne station.
Colne Station
Note how the dual-carriageway, A6068 and a football pitch have been built, where any link from Colne would probably go.
So there would be a need for an expensive bridge. But as the line to Colne is only single-track, I suspect that the bridge could get away with one track, providing there was a passing loop at Colne station.
Having seen tram-trains in Germany, I know what the Germans would do and that is run tram-trains from the Blackpool tramway across Lancashire as trains and then over a tramway to Skipton. The advantage would be simpler infrastructure and lower costs.
The Tram-Train At Karlsruhe Station
The picture shows one of Karlsruhe tram-trains at the Hauptbahnhof. The tram-train is essentially the same as those that will be trialled between Sheffield and Rotherham in the near future.
The advantages of tram-trains would be simpler infrastructure and lower costs. Once the Calder Valley Line is electrified between Preston and Burnley Manchester Road station, a tram-train could start at either Leeds or Bradford Forster Square stations, go via Keighley, Skipton and Colne and then reach Blackburn and Preston, after joining an electrified Calder Valley Line at Rose Grove. From Skipton to Rose Grove, the line could be single track with passing loops and the electrification would be 750 VDC, like all trams in the UK. But of course, Skipton to Leeds and the Calder Valley would be to the main line standard of 25 kVAC.
An Outwardly Normal Class 379 Train
But we have our own British solution in the shape of the IPEMU. The picture shows the prototype, which I rode as a paying passenger in early 2015.
These trains have batteries or some other form of energy storage, which is charged whilst running on electrified lines.
An IPEMU could charge its batteries at Skipton and Preston and use batteries on any line without electrification in between.
The advantage would be no wires and possibly only a single track across the Pennines.
But if it is decided to create a link between Skipton and Colne, the railway technology developments of the last few years, could make the link more affordable and much less of an intrusion into some of our most beautiful countryside.
Summing Up Karlsruhe’s Tram-Trains
Karlsruhe invented the tram-train and running them under the Karlsruhe model.
It’s a bit like having a vehicle that can go anywhere in your city carrying a couple of hundred people, where there is a railway or tram track.
The only other vehicle that offers a similar flexibility is a bus, but buses are less eco-friendly and they are difficult to make all electric.
Karlsruhe incidentally, only seems to have a few buses and you will notice in Building A Tram-Train Tunnel In Karlruhe, how few cars and taxis there are. So are all the people on foot or in the tram-trains?
Surely, the great thing about a tram-train network like Karlsruhe, is that once the main tracks are laid and electrified, as they will be in Karlsruhe, once the tunnel is open, your biggest improvements come by adding more and better vehicles to the routes.
I went to Karlsruhe to see The Latest Citylink Tram-Trains In Karlsruhe, as they are similar to those being introduced in Sheffield.
According to this article in the Internation Railway Journal, the city has just ordered another twenty five of these tram-trains.
On return from Dubrovnik I found this article on Global Rail News, which says that they’ve also ordered another twelve Flexity Swift tram-trains from Bombardier.
If you want to see what a low-floor Flexity-Swift looks like, go to Croydon. I don’t think that the London Tramlink could use tram-trains, as all the rail lines in South London are third-rail, but don’t underestimate engineers. You probably couldn’t have the automatic voltage changeover that you get with overhead wires.
Both these batches are low-floor, so expect one of the developments over the next few years in Karlsruhe is that more trams become low-floor. Obviously, some stations won’t be able to be modified, so the network probably won’t become 100% low-floor.
Are Karlsruhe playing this network expansion in a very canny way?
They now have a specification for a vehicle than can work all lines in its network.
- Dual voltage of 750 VDC and 15 kVAC.
- Low floor or adapted to railway and tram stations.
- A defined loading gauge.
- A preferred seating layout.
It strikes me that there will be several manufacturers, who would like to supply Karlsruhe, as they obviously know what works, as they invented the standard.
Karlsruhe also has the advantage in that the tram-trains they don’t want probably have a good residual value, as if say a city wants to built a tram-train network, provided that they obey Karlsruhe’s rules, then the tram-trains can be delivered and after testing, start a service.
The only problem is that Germany’s non-standard 15 kVAC may need to be changed to perhaps 25 KVAC. But that would probably be more affordable than buying a whole fleet of new tram-trains.
Tram-Trains From Karlsruhe-Durlach Station
Karlsruhe-Durlach station is the second station in Karlsruhe. Wikipedia says this.
Karlsruhe-Durlach station is the second largest station in the city of Karlsruhe in the German state of Baden-Württemberg after Karlsruhe Hauptbahnhof. It is used by services of the Karlsruhe Stadtbahn and the Rhine-Neckar S-Bahn, regular regional services and occasional long-distance trains.
I went there, as I thought it might be an interesting place to see the yellow and red tram-trains on the Karlsruhe Stadtbahn working.
I was not disappointed and took these pictures in the station and as the tram-train I caught climbed up to the main tram line through the city, that eventually goes through the main shopping street.
I got off at Tullastrasse and hoped to catch one of the new tram-trains to the city centre. In the end I caught an older one.
This Google Map shows Karlsruhe-Durlach station.
Karlsruhe-Durlach Station
Note the two Stadtbahn platforms on the North-West side of the station and how they curve up to join the main tram route through the city.
The Anonymous Widower 