The Anonymous Widower

National Trust Looks At Car Ban In Lake District

The title of this post is the same as that as that of this article in yesterday’s Sunday Times.

The secondary headline sums up the article.

Nearly 20m visitors a year are ‘loving the national park to death’, and officials are looking at excluding drivers.

So what is to be done?

Can The Railways Help?

In 2015, I spent Three Days in Preston and explored the area by train.

These problems were apparent on the trains and at the stations.

  • The capacity, quality and frequency of the trains to Windermere is pitiful.
  • The capacity, quality and frequency of the trains along the Cumbrian Coast Line is inadequate.
  • Bus information and interchanges could be better.
  • Getting a train to Penrith North Lakes station was difficult.

The only line with an acceptable train service is the West Coast Main Line.

Everything else needs major improvements.

These are some random thoughts.

Could Carlisle Become The Rail Tourism Centre For The Borderlands And The Lakes?

These rail lines and services are already or will be connected to Carlisle Citadel station, within the next few years.

  • Virgin services on the West Coast Main Line between London and the South and Glasgow and Edinburgh in Central Scotland.
  • TransPennine Express services on the West Coast Main Line between Liverpool and Manchester in the South and Glasgow.
  • Possible Grand Union services on the West Coast Main Line between London and Stirling for the North of Scotland.
  • High Speed Two services between London and the South and Glasgow and Edinburgh in Central Scotland.
  • ScotRail services on the Glasgow South Western Line between Carlisle and Glasgow via Dumfries and Kilmarnock.
  • ScotRail services on an extended Borders Railway between Carlisle and Edinburgh via Hawick and Galashiels.
  • Northern services on the Tyne Valley Line between Carlisle and Newcastle via Hexham and the Metro Centre.
  • Northern services on the Settle and Carlisle Line between Carlisle and Leeds.
  • Northern services on the Cumbrian Coast Line between Carlisle and Carnforth via Workington, Whitehaven and Barrow.

Carlisle sits at the centre of a network of some of the most scenic rail lines, anywhere in the world.

Rail services in the area with the exception of the through services, provided by Virgin and TransPennine Express are probably considered by their operators to be a pain.

  • They are generally not used by commuters.
  • There are regular operational problems like floods and landslips.
  • They are overcrowded at some times of the year and need expensive new rolling stock.
  • Rail tourists from aboard probably complain like mad.

But above all the services probably lose money hand over fist.

What Is The Ideal Train For Scenic Routes?

Two possible trains for scenic routes are now in service in the UK.

The Scottish Solution – Inter7City

ScotRail are now introducing four- and five-car InterCity 125 trains on routes between the seven cities in Scotland.

They will probably do a good job and they have the following.

  • Large windows to enjoy the views.
  • Many seats have tables.
  • An on-board buffet and trolley service.
  • Wi-fi and power sockets for phones and laptops.
  • The trains should be reliable, as there is a vast knowledge base about running these trains.
  • The trains can be easily lengthened, by adding extra cars.
  • The trains were 125 mph trains and are probably slower in this application.

But the trains are forty years old and have two enormous diesel engines on each end.

The Swiss Solution – Class 755 train

Greater Anglia are introducing three- and four-car Class 755 trains on rural routes in East Anglia.

They appear to be doing a good job with high passenger satisfaction and they have the following.

  • Large windows to enjoy the views.
  • A number of seats have tables.
  • Space for bicycles.
  • Wi-fi and power sockets for phones and laptops.
  • The trains have level access between train and platform.
  • Hopefully, the trains will be reliable, as they are brand new and Stadler has been making similar trains for over ten years.
  • The trains can use 25 KVAC overhead electrification, where it is available.
  • The trains can work in multiple formations.
  • The trains can be easily lengthened, by adding extra cars.
  • The trains are 100 mph trains.

But the trains still have a diesel power-pack in the middle for operation independently.

In future, these trains will be used to run new services between London and Lowestoft, which is a distance of 118 miles of which 59 miles is electrified.

Similar trains will be fitted with batteries for the South Wales Metro.

Could a train be built with the best of all the features?

I believe the Class 755 train is a pretty good start, but it would have the following extra features.

  • Ability to run at up to 125 mph on 25 KVAC overhead or 750 VDC third rail, where the track allows.
  • A well-designed buffet.
  • 50 mile battery range.
  • A stand-by generator.
  • The ability to fast-charge the battery at a station stop.

I also think that Hitachi could make a five-car AT-300 train and Bombardier could make an Aventra, that met this specification.

What would a fleet of battery-electric trains do for the rail lines around Carlisle?

  • Hopefully, they would become a tourist attraction in their own right and encourage visitors to corm by train.
  • Frequencies would be at least two trains per hour on all routes.

This could be a starting point for making the area easier to access.

Should Stations Around The Lakes Be Developed With Bus Interchanges?

I’ve seen the bus interchange at Windermere station, but are other stations around the Lakes as well provided with comprehensive bus routes?

The objective surely should be that if a family wanted to have a day out in the Lakes from their home in Liverpool or Manchester, they should be able to get a train to a convenient station and a bus to their final destination.

Surely, if there is a sensible alternative, then visitors might use it.

Could The Cockermouth, Keswick and Penrith Railway Be Reopened?

The Cockermouth, Keswick and Penrith Railway was finally closed in the 1970s and according to Wikipedia, the track-bed has been used for roads and other developments.

I doubt that the railway could be reopened, but a modern light rail route would probably be a very valuable tourist asset.

But Would Good Train And Bus Routes Cut The Traffic In The Lakes?

I doubt it!

If someone has spent £40,000 or more on an expensive car, they feel they have bought the right to drive it anywhere they want!

The Dutch once talked about road pricing for every vehicle and that government lost the next election.

Conclusion

Traffic congestion in the Lakes, is a problem that threatens other areas, where tourists want to go.

So will as the National Trust are suggesting have to ban cars to restore some sanity?

I suspect so!

But it won’t be popular!

 

 

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

The Mysterious Scotsman

A couple of years ago, I was contacted by a Scot called Andrew, who wanted to talk to me about blogging and my blog in particular.

I said, on my next trip North, why don’t we meet at somewhere like Stirling, which I sometimes use as a base for trips. I wrote about the city as a base in this post called Stirling.

We met and had a pizza in the City and we talked about Stirling’s direct rail connections to London.

This morning, I was looking up Grand Union, who are a proposed open-access train company, who aim to be running a rail service between London Paddington and Wales, within the next few years using InterCity 225 trains.

And what did I find?

The company is also proposing to run a service between London and Scotland. In a London-Scotland section in the Wikipedia entry, this is said.

In August 2019, Grand Union lodged an application to operate three or four trains per day between London Euston and Stirling calling at Milton Keynes Central, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet, Greenfaulds and Larbert with InterCity 225s from May 2021.

As I said in my meeting, I feel that a direct London and Stirling service could be invaluable.

  • Stirling has good rail connections to the rest of Scotland.
  • Stirling will be served by Scotrail’s upmarket Inter7City services.
  • The route is fully-electrified between London and Stirling.

I doubt the good burghers of Stirling would object.

I have a few comments.

The Route

The route is interesting, as it gives some new connectivity, that I’m sure will be welcomed by customers.

Milton Keynes

Consider.

  • Milton Keynes Central is a well-connected station.
  • It will get even better when the East-West Rail Link is opened in a few years.
  • Some journeys will be easier with a change at Milton Keynes, rather than in London.

Current services between Milton Keynes and Scotland, go via Birmingham.

Nuneaton

Nuneaton is becoming a busy hub station between Birmingham, Coventry and Leicester and must improve services along the West Coast Main Line to and from the North and Scotland.

Crewe, Preston And Carlisle

The new service will add connectivity to these important hubs.

Lockerbie

Lockerbie station only gets three trains per day in both directions.

If Grand Union stopped all their services, this would double the number of services calling at Lockerbie.

Motherwell, , Whifflet, Greenfaulds And Larbert

These stations should give good connectivity in South-East Glasgow, with links to Ayr in the West and Edinburgh in the East.

Stiring Station

In addition to good rail connectivity, Stirling station is not  far from the City Centre and has good facilities.

The Trains

Wikipedia says the services will be run by InterCity 225 trains.

I would assume they will be shortened to perhaps five to seven cars.

The Timings

Currently, the fastest train between Euston and Motherwell is the 17:30, which takes fours and fifteen minutes, with six stops.

As the proposed service would also take six stops between Euston and Motherwell, I would assume that Grand Union would be aiming for a similar time.

Looking at individual timings on the route the train would take between Motherwell snd Stirling via Whifflet, Coatbridge Central, Greenfaulds, Cumbernauld, Carmuirs Junction and Larbert, I am fairly certain that a train running with three scheduled stops could do the trip in around 38-42 minutes.

This is the summary of the times.

  • London Euston and Motherwell – four hours and fifteen minutes.
  • Motherwell and Stirling – 38-42 minutes.

Which would give a time between Euston and Stirling of around five hours.

This compares with the current best timings.

  • London Kings Cross and Stirling – five hours and eighteen minutes
  • London Kings Cross and Edinburgh – four hours and twenty minutes
  • London Euston and Glasgow – four hours and thirty minutes

So the new service would appear to give the following advantages.

  • A faster service between London and Stirling.
  • Faster services between London and Whifflet, Greenfaulds and Larbert.

This is in addition to the big advantage of three or four new direct services per day.

Services Between The South And Inverness With A Change At Stirling

Could this be one of the markets that Grand Union are looking to exploit?

Currently, there are two direct services between London and Inverness.

  • The daily direct daytime service takes eight hours and runs once a day.
  • The Sleeper takes even longer, but you do get an overnight rest.

So could a service between London and Stirling provide extra services?

Consider.

  • Currently, Scotrail’s services between Stirling and Inverness take just under three hours and run roughly two-hourly.
  • Network Rail are improving the Highland Main Line with passing loops and longer platforms to increase capacity and operating speeds.
  • Scotrail are introducing new better quality Inter7City trains on the route.
  • The new December 2019 timetable looks like services could be a few minutes faster.

I suspect, if the trains were appropriately timetabled, there could be extra services between Inverness and London Euston.

  • There would be a change of train at Stirling.
  • Timing could be around seven and a half hours.
  • Both trains would be high-quality ones.

I suspect that three new services with times of less than eight hours could be created bertween London and Inverness

The Glasgow By-Pass

If you want to go between Carlisle and Stirling, you will be recommended to take the following route.

  • Carlisle to Glasgow Central – Up to four trains per hour (tph)
  • Glasgow Central to Glasgow Queen Street – Walk as I do or a bus.
  • Glasgow Queen Street to Stirling – three tph

The journey time is just over two and a half hours.

I estimate that Grand Union’s services could go between Carlisle and Stirling in around forty-five minutes less, without a change of train.

The route is also now fully-electrified between Stirling and Carlisle, so could this be used by other services.

High Speed Two

When High Speed Two is completed, there will be two tph to both Edinburgh and Glasgow, with I suspect the trains working as a pair South of Carstairs, where they will split and join.

I suspect that High Speed Two will take the lion’s share of passengers between London and Edinburgh and Glasgow, but the two services could work together.

  • It might be quicker to change at Preston to Grand Union, if you’re going to Stirling.
  • If Stirling to Aberdeen and/or Inverness were to be electrified, could classic-compatible High Speed Two trains go further North?
  • At the Southern end, places like Milton Keynes and Nuneaton will not be served by High Speed Two, but existing and Grand Union services could provide connections.
  • North of Crewe, it is planed that High Speed Two will run on an upgraded West Coast Main Line.

For reasons like this High Speed Two will need to be integrated with other services.

Conclusion

Grand Union will make services from London to Stirling and the Northern part of coitland netter and more competitive.

 

 

 

 

 

 

November 10, 2019 Posted by | Transport | , , , , , , | 2 Comments

Shapps Supports Beeching Axe Reversals

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

This is the introductory paragraph.

Secretary of State for Transport Grant Shapps says he supports the reopening of routes closed in the Beeching cuts of the 1960s.

In the article, which describes proceedings in the House of Commons, Grant Shapps, says he was very supportive of opening the Market Harborough Line.

Digging around the Internet, I found this article on the Harborough Mail, which is entitled Harborough Rail Group Says Plan To Reopen Historic Line Is A ‘Excellent Idea’.

This is the introductory paragraph.

Moves to reopen the historic Market Harborough-Northampton railway line are being backed by a local rail passengers’ chief.

The Market Harborough-Northampton Line was only finally closed in 1981.

  • It used to connect the two stations with a double-track railway.
  • It is about fourteen miles long.
  • It is now partly a heritage railway and a walking and cycling route called the Brampton Valley Way.

I have flown my virtual helicopter along the route and can make these observations.

  • There is space for a bay platform at Market Harborough station.
  • Once clear of Market Hrborough, the route appears to be across open countryside.
  • The connection to the Northampton Loop Line wouldn’t be too difficult.

The only problem, I can see is that the route into Market Harborough station could be tricky.

These are a few of my thoughts.

What Passenger Service Would Be Provided?

Consider.

  • The route could certainly handle an hourly shuttle, as does the nearby Marston Vale Line.
  • Northampton station currently has three trains per hour (tph) to and from London.
  • Timings between Northampton and Market Harborough stations would probably be around twenty minutes.
  • Fast services between Northampton and Euston take about an hour.
  • Four tph between Northampton and London would probably be desirable.

So could a fourth service to and from London, be extended to Market Harborough station? Or perhaps even Leicester, which already has a platform, where the trains could be turned back?

  • I estimate that with a ten minute turnround at Market Harborough, a three hour round trip would be possible and very convenient.
  • A single track between Northampton and Market Harborough station would be enough.
  • The fourteen miles between the two stations could be handled by a battery-electric train, as there will be electrification at both ends of the route.
  • Porterbrook are developing a battery-electric Class 350 train.

It looks to be a very sensible proposition.

This map clipped from Wikipedia, shows the rail line between Milton Keynes Central and Northampton stations.

It is planned to introduce, a service between Marylebone and Milton Keynes Central using the tracks of the East West Rail Link.

  • It could be run by East West Rail or Chiltern.
  • It might be an easier service to operate as trains wouldn’t need to be turned back at Milton Keynes Central station.
  • It might be a better financial option, if services were to be extended to Northampton and Market Harborough.

As the East West Rail Link is being built by a private company, do they have plans to create services between say Leicester and Oxford?

Could Freight Trains Use The  Northampton And Market Harborough Line?

Consider.

  • A large rail freight interchange is being developed close to East Midlands Airport.
  • The East West Rail Link will be a better route between Southampton Docks and the West Coast Main Line, than the current roundabout routes.
  • Multimodal trains need to travel between the East Midlands and Sheffield and Southampton Docks.
  • Stone trains need to travel between the North Midlands and West London.

If the  Northampton and Market Harborough Line were to be reopened, it would provide a convenient freight route between the Midland Main Line and the Great Western Main Line.

Would the The Northampton And Market Harborough Line Be Electrified?

Consider.

  • It joins the electrified Midland Main Line at Market Harborough station.
  • It joins the electrified Northampton Loop Line at Northampton station.
  • It is only fourteen miles long.
  • Most trains should be able to bridge use the line on battery power.
  • It will be a new well-surveyed railway, which is easier to electrify.

I suspect, whether the line is electrified will be more down to planning issues.

Would the The Northampton And Market Harborough Line Be Double Track?

The line was double-track when it closed and I think that only planning issues will stop it being reopened as a double track.

Is the Opening Of The Northampton And Market Harborough Line Being Driven By The East West Rail Link?

This is a paragraph from the Rail Magazine article.

Asked by Andrew Lewer (Con) at Transport Questions on October 24 whether he would elaborate on plans to open the proposed Market Harborough line as part of the Oxford to Cambridge expressway he said: “I understand that the reopening is at a formative stage, but I am very supportive of it. Indeed, I support the reopening of many of the smaller lines that were closed as a result of the Beeching cuts under a Labour Government, and I should like to see as many reopened as possible.”

Does that mean that The East West Rail Link is driving this project?

Conclusion

Reopening of the Northampton and Market Harborough Line  could be a nice little earner for the East West Rail Link.

  • Freight trains between Southampton Docks and the Midlands and Yorkshire.
  • Stone trains between the North Midlands and London.
  • Passenger trains between Marylebone and Market Harborough and/or Leicester.
  • Passenger trains between Oxford and/or Reading and Market Harborough and/or Leicester.

These sections could be electrified.

  • Basingstoke and Reading
  • Didcot Packway and Oxford
  • Oxford and Milton Keynes
  • Northampton and Market Harborough

Much of the abandoned Electric Spine would have been created.

 

 

October 29, 2019 Posted by | Transport | , , , , , , , , , | 2 Comments

First Trenitalia Awarded West Coast Partnership

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

There is all the usual good things about more seats and services, but little of the plans for the trains except these two paragraphs.

A new fleet of 13 electro-diesel and 10 electric trainsets will be introduced from 2022. These would replace the Bombardier-built Class 221 Super Voyager tilting DEMUs used by Virgin Trains, which will get an intermediate ‘refresh’ by the end of 2020. The new bimode units would be used on services between London and North Wales, while the electric sets would provide capacity for the additional services to Liverpool. Eliminating diesel operation on the electrified sections of the route is expected to reduce CO2 emissions by 61%

First Trenitalia will invest £117m to refurbish the current fleet of 56 Alstom Class 390 Pendolino trainsets, providing ‘more comfortable’ standard class seats and additional luggage space, along with improved passenger information systems and enhanced toilets. More than £70m has been committed to providing free on train wi-fi and 5G capability.

This is all to be expected, as the replacement of the Class 221 trains has been indicated and the Pendelinos or Class 390 trains are now 

I will look at what this train order means.

West Coast Rail

There is now a Wikipedia entry for West Coast Rail, which will be the operating name of the new company.

The New Fleet

West Coast Rail are introducing a new fleet of thirteen electro-diesel and ten electric trains will be introduced from 2022.

I would suspect the following.

  • Both types of trains will be the same length and will appear identical.
  • Performance of both types of train will be identical.
  • Electro-diesel trains can probably stand in for the electric versions.
  • The trains could be faster, have better acceleration and braking and be able to make faster station stops, than the current Class 390 trains.
  • The trains will be ready for digital signalling.

Hitachi must be the front-runner to supply the trains, as they have sold lots of trains to First Group and some of the trains are built in Italy.

The lengths and seating capacity of the various trains are as follows.

  • Nine-car Pendelino – 217.5 metres  with 469 seats.
  • Elrven-car Pendelino – 265.3 metres  with 589 seats.
  • LNER Nine-car Class 801 – 234 metres with 637 seats

Note

  1. The Hitachi Class 801 train is only seventeen metres longer than a nine-car Pendelino, but has 36% more seats.
  2. The Class 801 train is also shorter than an eleven-car Pendelino, but has 8% more seats.

From personal experience, the LNER Class 801 trains appear less cramped than a Pendelino.

London and Liverpool Services

I will look at the direct Virgin services between Euston and Liverpool Lime Street stations

  • Northbound trains leave at XX:07 and take two hours and 12-14 minutes for the journey.
  • Trains wait for 26-28 minutes in the platform at Liverpool Lime Street station.
  • Sorthbound trains leave at XX:47 and take two hours and 12-16 minutes for the journey.
  • Trains wait for 4-8 minutes in the platform at Euston station.

It looks to me, that Virgin are using the platform at Lime Street station to balance the service. It does mean that trains probably keep more reliably to the timetable, but it hogs the platform at Liverpool Lime Street

The round trip time is five hours, so for an hourly service five trains are needed.

This frequency could need a second platform at Liverpool Lime Street station, but the station has now been remodelled and at least one extra platform has been added.

A second train to Liverpool in an hour, will need another five trains or a total of ten trains.

So does this mean that Euston and Liverpool service gets a dedicated fleet of new trains?

  • Liverpool Lime Street station used to have length issues, so are the trains the maximum length for the station.
  • Will the trains have better performance that the Pendelinos?
  • Will the trains be able to run at 140 mph on in-cab signalling?
  • The current journey times, probably date from before Norton Bridge Junction was improved.
  • The current journey time is two hours and twelve minutes.

A new timetable is coming in December 2022! Will this timetable and the new trains and improvements enable a Euston and Liverpool round trip of four hours?

This would mean.

  • A time between London and Liverpool of around one hour and fifty minutes, with a ten minute turnround time.
  • Two tph would need just eight trains, or only three more trains than the present.hourly service.
  • A clockface timetable.
  • A more than doubling of capacity between London and Liverpool.
  • It might also be possible to run all services into the same platforms at both ends of the route!

If the last point is is correct, West Coast Rail will need one less platform at both Euston and Liverpool Lime Street stations. It should be noted that platform space at Euston is at a premium.

It would also mean that passengers will always go to the same platform at Euston and Lime Street, so this should reduce the scrum at Euston.

Will All The New Electric Trains Be Assigned To London And Liverpool Services?

The new electric trains will probably be faster, have better acceleration and shorter station dwell times than the Pendelinos, so will be able to go between London and Liverpool in a shorter time.

  • In a mixed fleet of new trains and Pendelinos, some trains would be slower.
  • The new trains have more capacity than the Pendelinos.
  • If a Pendelino had to replace a new electric train, it would most likely be late and would cause problems for the booking system.
  • A mixed fleet on a route, would probably increase the cost of staff and their training.
  • If eight trains are needed for the two tph service, a fleet of ten new trains would allow for one in maintenance and a spare.

For these reasons, I feel that the London and Liverpool services will get the whole fleet of new electric trains, thus releasing the five current bog-standard Pendelinos  on the route, to strength other services.

London and Manchester Services

If the London and Liverpool services could be speeded up, I suspect that the same could happen to London and Manchester services.

  • At the present time trains can do the round trip in four hours and forty minutes, so fourteen trains are needed for the current three tph.
  • The current Class 390 trains are probably capable of doing a round trip in four hours and thirty minutes, but this doesn’t fit a three tph timetable very well.
  • But it does fit a four tph service and it would need eighteen trains to run the service.
  • Manchester would get a thirty-three percent increase in capacity to and from London.

So if the five Class 390 trains released by the new trains on London and Liverpool services are moved to London and Manchester services, these services can be increased to four tph.

There is nothing to say it will happen, but it is pathetically possible and West Coast Rail will have enough Class 390 trains.

The addition of a fourth service will be driven by passenger numbers and perhaps a need to introduce a better service to and from the intermediate stops of Milton Keynes Central, Stoke-on-Trent, Crewe, Macclesfield, Wilmslow and Stockport

London And Blackpool Services

Currently, Virgin Trains run four trains per day between Euston and Blackpool North stations, with  two Class 390 trains used for the service.

The Wikipedia entry for West Coast Rail, says that some of the new trains will be used on the Blackpool service.

This may happen, but the new trains will certainly release some Class 390 trains from the London and Liverpool service to reinforce the Blackpool service.

Alternatively, better performance of the new trains, may enable two trains on the Blackpool route to run to a much more passenger-friendly timetable.

London And Birmingham Services

The Wikipedia entry for West Coast Rail, says that some of the new trains will be used on the Birmingham service.

I can’t see this happening, although all current diesel services, through Birmingham will be replaced by Class 390 trains or the new bi-mode trains.

Class 221 Train Replacement

The Railway Gazette article says this about the replacement of theClass 221 trains.

These would replace the Bombardier-built Class 221 Super Voyager tilting DEMUs used by Virgin Trains, which will get an intermediate ‘refresh’ by the end of 2020. The new bimode units would be used on services between London and North Wales. Eliminating diesel operation on the electrified sections of the route is expected to reduce CO2 emissions by 61%.

Currently, there are twenty Class 221 trains.

  • They are five-car trains
  • They are 116 metres long
  • They can operate at 125 mph
  • They have a tilting capability.

These paragraphs from Wikipedia describe their Operation.

Virgin Trains (West Coast) uses the Class 221 units primarily from London Euston to Scotland via Birmingham New Street (despite the route being electrified throughout) and, from London Euston to Shrewsbury and, London Euston to Chester and North Wales. They are also used by a few London Euston to West Midland services.

The trains to and from Scotland often operate as double units and alternate between Glasgow Central and Edinburgh Waverley (in turn alternating with TransPennine Express trains to and from Manchester Airport). When longer trains are needed for some of the busier services, a Pendolino will run through from and to London Euston, and the Super Voyager then fills in for it on the London to West Midlands route.

The trains on the North Wales route sometimes operate as double units. They run from London Euston and Chester and terminate at any of Chester, Holyhead, Bangor or Wrexham.

Note that they normally run as double units, which are 232 metres long.

As a nine-car Hitachi Class 800/801/802 train is 234 metres long, they would probably be able to call at any station, where a pair of Class 221 trains can operate.

If the trains are always assumed to run in pairs, then this means that there are ten operational ten-car trains.

So it looks like West Coast Rail will be ordering three additional bi-mode trains, as cover or to develop new routes.

London And Chester Services

I doubt there will be a major improvement in train timings between Euston and Chester, unless the new trains will be able to run at 140 mph using in-cab signalling between Euston and Crewe on the West Coast Main Line.

I also think, that as the new trains will be bi-modes and will run between Euston and Crewe using the electrification, that the chances of electrifying between Crewe and Chester will have decreased.

Extra Services

The Wikipedia entry for West Coast Rail does give some details on extra services under Services.

Conclusion

With some rigorous mathematics and the addition of ten new electric trains, I believe West Coast Rail will be able to offer the following improved services.

  • London and Liverpool – two tph in perhaps one hour and fifty minutes.
  • London and Manchester – four tph in under two hours.

Will there be any other service improvements on this scale?

 

August 15, 2019 Posted by | Transport | , , , , | 7 Comments

Getting To The Proposed Morecambe Eden Project By Train

I originally wrote this post as part of Thoughts On The Morecambe Bay Eden Project, in August 2018, but I now feel it is better as a standalone post!

Current Train SAervices To Morecambe

Morecambe is served by the Morecambe Branch Line, This diagram from Wikipedia, shows how Morecambe is well-connected to Lancaster and the West Coast Main Line.

Note.

  1. The line has two stations in the town at Bare Lane and Morecambe and another at the nearby Heysham Port.
  2. Service between Morecambe and Lancaster seems to have a frequency of two trains per hour (tph) and a journey time of around ten minutes.
  3. There are also upwards of three services a day to and from Skipton and Leeds, which reverse at Lancaster.

I don’t think that a train every half-hour, is sufficient to serve a major attraction.

Possible Expansion Of The Train Service

As both Bare Lane and Morecambe stations have two platforms and there used to be extra tracks along the route, I think it would be possible to create a railway system to Morecambe that could include.

  • Two tph to and from Lancaster.
  • Trains to and from Leeds via Lancaster, Carnforth, Hellifield for the Settle & Carlisle Railway and Skipton
  • Trains to and from Windermere via Lancaster, Carnforth and Oxenholme Lake District.
  • Trains to and from Carlisle via Lancaster, Carnforth, Barrow and the Cumbrian Coast Line.

There is tremendous scope to expand rail services in an area of scenic beauty, that includes the Lake District and the Pennines.

Creating an iconic attraction at Morecambe could be a catalyst to develop the rail services in the wider area.

A decent rail service with good provision for bicycles and wheelchairs, might also encourage more tourism without the need for cars.

The West Coast Main Line And High Speed Two

The West Coast Main Line, which will also be used by High Speed Two trains in the future goes between Lancaster and Carlisle.

  • Trains to and from Morecambe, Windermere and Barrow will have to share with the 125 mph trains on the West Coast Main Line.

For this reason, I feel that the specification for local trains must be written with care.

Battery Trains Between Morecambe And Lancaster

In my view, the short Morecambe and Windermere Branch Lines are ideal for services that use battery trains, which would charge the batteries on the electrified West Coast Main Line.

  • All trains between Lancaster and Morecambe could use battery power.
  • Morecambe to Windermere could even be a 125 mph electric train on the West Coast Main Line, that used batteries on the short branch lines at either end.

Consider

  • Bombardier are talking about a 125 mph bi-mode Aventra with batteries. Diesel power would not be needed, so add more batteries.
  • Battery trains are talking about ranges of thirty miles, in a few years.
  • Batteries would be charged on the West Coast Main Line.
  • The trains would not be slow enough to interfere with the expresses on the West Coast Main Line.

How cool is that?

The battery-powered trains would surely fit in well with the message of the Eden Project.

Hydrogen-Powered Trains Between Morecambe And Leeds

In my view these routes would be ideal for environmentally-friendly hydrogen-powered trains.

  • Morecambe and Leeds
  • Lancaster and Carlisle via Barrow and Workington
  • Carlisle and Newcastle
  • Carlisle and Leeds via the Settle and Carlisle Line.

All passenger trains in Cumbria would be zero-carbon.

Conclusion

Morecambe and the Eden Project could be at the centre of an extensive zero-carbon rail network.

These major cities would have direct electric trains to Lancaster, which would be a short local train ride away.

  • Birmingham
  • Edinburgh
  • Glasgow
  • Liverpool
  • London
  • Manchester

All journeys could be zero-carbon.

July 26, 2019 Posted by | Transport | , , , , , , | 2 Comments

The High Speed Local Train

If Great Western Railway (GWR) are going to run a train service between Paddington and Bedwyn, they need an electric train which can power itself on the last thirteen miles between Newbury and Bedwyn, which is not electrified and is unlikely to be so in the next couple of decades.

The train must also be capable of cruising at 125 mph on the fast lines of the Great Western Main Line between Reading and Paddington.

GWR have no choice, but to run the service with a five-car Class 802 train.

When Hitachi were designing these 125 mph trains in Japan, I don’t suspect that running a service over a distance of 66.5 miles between London and a small village in Berkshire, was in the specification.

This morning, I took the 10:05 service from Paddington to Bedwyn, with the intention of returning on the 11:41 from Bedwyn to Paddington.

These are a few of the pictures that I took.

But things didn’t turn out as planned.

  • Nothing serious and some animals got on the tracks between Reading and Swindon, meaning that we were some minutes late into Bedwyn, due to platform congestion at Reading.
  • The return journey was consequently delayed.

These are a few observations.

Operating Speed

These were speeds on various parts of the journey.

  • I timed the train at 115 mph through Southall and at 123 mph through Hayes & Harlington as the train accelerated out of Paddington.
  • The train was doing just short of 125 mph for the major part of the route between London and Reading, until it had to stop because of the congestion.
  • The train was doing around 100 mph on the electrified line between Reading and Newbury.
  • Between Newbury and Bedwyn, speeds were between 80 and 90 mph.

Similar speeds were attained on the return journey.

Passenger Numbers

As the pictures show, there weren’t that many passengers who were travelling to Bedwyn, although there were more heading back to London.

Many more joined and left the service at the three larger stations of Reading, Newbury and Hungerford.

Now that the service is hourly between Reading and Bedwyn and half-hourly between Reading and Newbury in modern, comfortable trains, I can see passenger numbers growing.

Current Service

There are eleven trains per day, between Paddington and Bedwyn, at an hourly frequency, which take around three hours for a round trip.

So it would appear that three trains are needed for the service.

The service is also supplemented by an hourly stopping shuttle train between Reading and Newbury.

Two years ago, the service was just one three-car diesel train per hour between Paddington and Bedwyn with a few additional stops from long-distance trains.

Bedwyn Station Improvements

I got the impression, that Bedwyn station is probably at its limit for car parking with the current twenty-five spaces and cars all over the place.

This article on the Wiltshire Gazette and Herald, is entitled It’s A Rail Problem At Great Bedwyn and indicates that commuters and residents don’t see eye-to-eye with the car parking.

If the car parking were to be increased and usage at the station increased then I feel that a step-free bridge could be needed.

In Winner Announced In The Network Rail Footbridge Design Ideas Competition, I wrote how the competition was won by this bridge.

So could a factory-built bridge like this be installed at Bedwyn station?

The installation wouldn’t be difficult, but the politics could be.

Other Station Improvements

A quick look at other stations suggest these improvements.

  • Hungerford station, which has a large car park, needs a step-free bridge.
  • Kinbury station doesn’t have a bridge.
  • Midgham station doesn’t have a bridge
  • Theale station has improvements planned.

There are level crossings at Hungerford, Kintbury, Thatcham and Midgham.

Future Trains To Bedwyn

In Hitachi Plans To Run ScotRail Class 385 EMUs Beyond The Wires, I discussed how Hitachi were proposing to add battery power to Class 385 trains, which are in the same family as GWR’s Class 802 trains.

So surely, what is a power source for the goose is also a power source for the gander.

As it would only be a journey of thirteen miles both ways between Newbury and Bedwyn, this would surely be an ideal route for the use of battery power.

The other route, where battery power could be used would be between Didcot and Oxford, which is just over ten miles.

A Future Service To Marlborough

I covered this proposal in A Station For Marlborough.

Marlborough would be served by a single-track branch line on an old railway alignment, probably terminating near the large Tesco superstore in a single platform station.

The advantages of doing this would be.

  • Marlborough, which is an important market town of 8,500 people would be connected to the rail network.
  • Adequate car parking could be provided.
  • Creating a station at Marlborough could be an alternative to expanding Bedwyn station, which could be problematical.
  • It would improve the economics of the Paddington and Bedwyn service.

This is the sort of service, that should be developed.

Other Possible Services

The big advantage of this high speed local service for Great Western Railway, is that when it is on the Great Western Main Line, it becomes just another 125 mph service or once digital signalling is installed a possible 140 mph service.

These routes could have this type of high speed local services.

Great Western Main Line

Great Western Railway has several routes, where Class 800 and Class 802 trains break away from the Great Western Main Line to operate local services.

  • Paddington and Bedwyn
  • Paddington and Oxford

It could be argued that services to Cheltenham and Hereford are also high speed local services.

East Coast Main Line

In April 2018, I wrote Call For ETCS On King’s Lynn Route.

This post was based on an article in Rail Magazine, which talked about running 125 mph trains on the Kings Cross and Kings Lynn route.

This would make operation of the East Coast Main Line easier with herds of 125 mph trains steaming into and out of London.

I think, improvement would also extend to the Cambridge Line, in addition to the Fen Line.

  • Operating speed up from 90 mph to 110 mph plus.
  • Full digital signalling.
  • Automatic Train Control.

Journey times and frequency to and from London Kings Cross would be improved significantly.

Siemens would probably need to uprate the Class 700 trains for faster running, as 100 mph trains are just too slow!

If you look at the East Coast Main Line between Doncaster and Edinburgh, large sections of the line are only double track.

It is the ambition of train operating companies to run more high speed expresses between London and the North of England and Scotland.

I can see a time, when all trains using the East Coast Main Line will have to confirm with a high minimum speed, otherwise the future plans cannot be fulfiled.

Midland Main Line

By the end of 2020, the Midland Main Line South of Market Harborough, will be a 125 mph electrified railway with a high speed branch to Corby, which will be served by a half-hourly twelve-car electric service.

From 2022, 125 mph bi-mode trains will be running services on the Midland Main Line.

I can see services between St. Pancras and Corby becoming another high speed local service.

  • Half-hourly service.
  • 125 mph running.
  • Limited stop between Corby and London, with stops at Kettering, Luton And Luton Airport Parkway.
  • The journey time could even be under an hour.

Selected trains could even use battery power to extend the service to Melton Mowbray.

West Coast Main Line

The West Coast Main Line will become increasingly crowded with fast 140 mph trains, especially after the opening of Phase 2a of High Speed Two to Crewe in 2027.

I believe that this will mean that all passenger services using the West Coast Main Line will need to be run using trains capable of at least 110 mph and possibly 125 mph.

The new operation of suburban services on the West Coast Main Line; West Midlands Trains are replacing their fleet with new Class 730 trains. Like the previous trains, they are 110 mph units, but are they capable of upgrading to 125 mph?

If they are upgradeable, they would ease timetabling problems between London and the West Midlands, as they could mix it with Virgin’s Class 390 trains.

Further North, Northern run services like these.

  • Barrow and Manchester Airport.
  • Blackpool and Manchester Airport
  • Windermere and Manchester Airport

Currently, the operator is introducing new Class 195 and Class 331 trains, alongside the Class 319 trains.All of these trains are 100 mph capable, which is probably not fast enough, if they have to use the West Coast Main Line between Crewe and Lancaster, some of which is only double-track.

In Northern Considering Options For More New Trains, I wrote about Northern’s future rolling stock plans.

I suspect some 125 mph trains are in their plans for both the East and West Coast Main Lines.

Implications For Freight

There must surely be pressure for freight trains to go faster.

The 110 mph Class 93 locomotive is on its way, but with rail freight increasing we need to radically think how we run freight trains on a busy passenger line.

Conclusion

We will increasingly see upgrading of suburban services that use 125 mph line and not just around London.

 

 

 

 

 

 

 

 

 

 

July 16, 2019 Posted by | Transport | , , , , , , , , , , | Leave a comment

Northern Considering Options For More New Trains

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

This is a paragraph.

Senior Northern sources told RAIL on June 28 that the operator believes the new trains will entice more people onto its services, and that within two years – once all 101 new trains are in service – there could be overcrowding.

This sounds to me, like another case of London Overground Syndrome.

At least, Northern have identified it early and taken the only action that works – Acquire more trains.

The High Speed Train Problem

Several of Northern’s routes use 100 mph trains on the West Coast and East Coast Main Lines.

  • Blackpool and York
  • Chester and Leeds
  • Hull and York
  • Leeds and York
  • Liverpool and Blackpool via Wigan
  • Manchester and Crewe
  • Manchester and Stoke
  • Manchester Airport and Barrow
  • Manchester Airport and Blackpool
  • Manchester Airport and Windermere

Will Northern acquire some 110 mph or even 125 mph trains to ease the creation of timetables amongst so many high speed trains using the main lines?

Greater Anglia’s New Train Order

Greater Anglia have ordered thirty-eight Class 755 trains, which have a total of 138 cars.

These will replace twenty-six assorted trains, which have a total of 55 cars.

This is an increase of 46% in the number of trains and  150% in the number of cars.

Greater Anglia didn’t increase the fleet so that could sit in sidings, so I think we can expect some new services and higher frequencies.

Conclusion

Northern’s actions are in line with other operators.

July 15, 2019 Posted by | Transport | , , , , | 3 Comments

Puzzled By New Fleets For TransPennine Express

TransPennine Express (TPE) are replacing all their trains, but their choice of three different new fleets puzzles me.

The new fleets and their routes are as follows.

Nova1

This is a fleet of nineteen five-car bi-mode Class 802 trains.

According to Wikipedia, they will work the following routes, with probably a frequency of one tph

Liverpool Lime Street and Edinburgh via Newcastle, which I estimate will take 4:15 hours

Manchester Airport and Newcastle, which takes around 2:45 hours

These two services would probably need nine for the Edinburgh service and six for the Manchester Airport service.

This means that there are four extra trains.

If there is a spare or one in maintenance, that means that two trains are available to boost capacity on busy services if needed, by running a ten-car train.

I doubt that ten-car services to Manchester Airport could be run through the Castlefield Corridor due to the inadequate stations, but Liverpool and Edinburgh might be a route for longer trains.

I have some observations on Nova1.

  • The trains are 125 mph trains, that can be upgraded to 140 mph with in-cab signalling.
  • The trains will share the East Coast Main Line with LNER’s Azumas, which are other members of te same family of Hitachi trains.

The trains have been authorised to start running services.

Nova2

This is a fleet of twelve electric Class 397 trains.

According to Wikipedia, they will work the following routes,

  • Manchester Airport and Glasgow Central, which takes around 3:30 hours.
  • Manchester Airport and Edinburgh, which takes around 3:15 hours.
  • New route – Liverpool Lime Street and Glasgow Central, which could take around 3:30 hours.

Currently, the two existing routes run at a frequency of one train per two hours, which would probably need at least seven trains.

This probably means that there will be four trains left for the service between Liverpool and Glasgow, if it assumed there is one train spare or in maintenance.

As a round trip between the two cities, would probably take eight hours, it looks like the frequency will be one train per two hours.

This would give the following services, all with a frequency of one train per two hours.

  • Manchester Airport and Glasgow Central via Manchester Piccadilly
  • Manchester Airport and Edinburgh via Manchester Piccadilly
  • Liverpool Lime Street and Glasgow Central

Passengers wanting to go between Liverpool Lime Street and Edinburgh should keep reading.

I have some observations on Nova2.

  • They are 125 mph trains that are replacing the 110 mph Class 350 trains.
  • In the next few years, these 125 mph trains will be sharing the West Coast Main Line with faster trains like Class 390 trains and the trains of High Speed Two, both of which should be capable of 140 mph, when running using in-cab signalling.
  • I would assume that the trains can be similarly upgraded, otherwise they will have to be replaced.
  • There was an option for more trains, but I suspect the success of Class 802 trains on the Great Western Railway led to it not being taken up.,

The trains should come into service later this year.

Nova3

This is a fleet of five-car rakes of Mark 5A coaches, hauled by a Class 68 diesel locomotive.

There are fourteen locomotives and driving van trailers, with enough coaches for thirteen rakes.

I would suspect that TPE are aiming to have twelve trains available for service.

According to Wikipedia, they will work the following routes, which both have a frequency of one train per hour (tph)

  • Liverpool Lime Street and Scarborough via Manchester Victoria, which takes around 2:45 hours.
  • Manchester Airport and Middlesbrough, which takes around 2:45 hours.

So with turnround at both ends, I suspect that a six hour round trip is possible. So to provide the two hourly services across the Pennines, TPE will need six trains for each route.

This explains a fleet size of twelve operational trains.

I have two observations on Nova3.

  • They are diesel-powered and will be running at times on electrified lines. But I suspect the diesel Class 68 locomotive could be replaced in the future with an electro-diesel Class 88 locomotive.
  • Questions have been raised about the speed of exit and entry from the coaches through single end doors of the coaches.
  • They have an operating speed of only 100 mph, but opportunities for higher speeds on the routes are limited to perhaps thirty to forty miles on the East Coast Main Line.

At least they should be in service within a couple of months.

Why Didn’t TPE Order A Unified Fleet?

To summarise TPE have ordered the following trains.

  • Nova1 – Nineteen Class 802 trains
  • Nova2 – Twelve Class 397 trains.
  • Nova3 – Thirteen trains consisting of four coaches topped and tailed by a a Class 68 locomotive and driving van trailer.

All forty-four trains are five cars.

Surely, it would have been easier for TPE to have a fleet, where all the trains were the same.

I suspect that all routes can be run using Class 802 trains, so it as not as if there are any special requirements for the trains.

So why didn’t TPE order a fleet of Class 802 trains?

I can only think of these reasons.

  • Hitachi couldn’t supply the required number of trains in the appropriate time-scale.
  • ,CAF made an offer that TPE couldn’t refuse.

It should also be born in mind that Great Western Railway and Hull Trains, which like TPE are  First Group companies, went down the Class 802 route.

The Future

There are various issues, that will arise in the future.

Nova2 And West Coast Main Line Operating Speed

The new Nova trains are running on TPE’s Northern and Scottish routes and as I indicated earlier, the Nova2 trains might not be fast enough in a few years time for the West Coast Main Line, which will have Class 390 trains running at 140 mph using in-cab signalling.

High Speed Two will surely make this incompatibility worse, unless CAF can upgrade the Nova2 trains for 140 mph running.

Replacing the Nova2 trains with Class 802 trains, which are being built for 140 mph running, would solve the problem.

Nova3 And Class 68 Locomotives

There are powerful reasons to replace diesel locomotives on the UK’s railways, with noise, pollution and carbon emissions at the top of the list.

As Northern Powerhouse Rail is created, there will be more electrification between Manchester and York, adding to the pressure to change the traction.

  • There could be a change of locomotives to Class 88 or Class 93 locomotives, which would run using the overhead electrification, where it exists.
  • The trains could be changed to Class 802 trains.

The Class 68 locomotive is increasingly looking like an interim solution. At least, it’s a less polluting locomotive, than the dreaded and ubiquitous Class 66 locomotive.

Class 185 Replacement

TPE will still have a fleet of diesel three-car Class 185 trains.

  • They are running on routes between Manchester and Hull and Cleethorpes via Huddersfield, Leeds and Sheffield.
  • These are best described as just-about-adequate trains and are one of The Treasury’s boob-buys.
  • As Northern Powerhouse Rail is created, they will be increasingly running under wires.
  • Could it be likely that more capacity will be needed on routes run by these trains?
  • The capacity of a Class 185 train is 169 seats, as opposed to the 342 seats of a five-car Class 802 train.

I think it could be very likely that instead of running pairs of Class 185 trains, TPE will replace them with five-car Class 802 trains.

Conclusion

I very much feel, that over the next few years, TPE’s fleet will change further in the direction of a one-unified fleet!

 

 

 

June 15, 2019 Posted by | Transport | , , , , , , , | 4 Comments

Should The Borders Railway Be Extended To Carlisle Before The Opening Of High Speed Two?

The UK and Governments seem to be moving on extending the Borders Railway.

This article on the BBC is entitled Borders Railway Extension Study Supported.

This is the first two paragraphs.

The UK government has announced its backing for a feasibility study into extending the Borders Railway.

It could see the line from Edinburgh to Tweedbank taken to Hawick and Newcastleton and then on to Carlisle.

The promoters of High Speed Two have insisted that the High Speed Rail Line, is a line for all the UK.

By High Speed Two Between London And Carlisle

High Speed Two will have one train per hour between London and Glasgow, which will use the West Coast Main Line, to the North of Crewe.

This page on The Guardian is entitled How Will HS2 Change Journey Times To And From London?

The current time between Euston and Preston is two hours and eight minutes, which High Speed Two will reduce to one hour and twenty-four minutes.

Currently, the fastest trains between Preston and Carlisle take an hour and five minutes, so Carlisle is reached in three and a quarter hours.

I think it is a reasonable assumption to make that when High peed Two opens, Carlisle could be reached in two and a half hours, either direct or with a change at Preston.

West Coast Main Line Improvements

At the present time, the maximum speed on the West Coast Main Line, which is used by all trains between Preston, Carlisle and Glasgow is 125 mph.

But Virgin’s Class 390 trains could run at 140 mph with digital in-cab signalling. This improvement could reduce the time between Preston and Carlisle to an hour.

It is likely that before High Speed Two opens to Crewe in 2027, the Class 390 trains will be replaced.

As the West Coast Main Line and High Speed Two, will have the same operator, It would surely be sensible to replace the Pendolinos, with the High Speed Two classic-compatible rolling stock.

This is said in Wikipedia about High Speed Two rolling stock.

Alstom, one of the bidders for the contract to build the trains, proposed in October 2016 tilting HS2 trains to run on HS2 and classic tracks to increase overall speeds when running on classic tracks.

I wouldn’t be surprised  to see the following.

  • A single class of trains on High Speed Two handling all services.
  • Classic services on the West Coast Main Line using High Speed Two rolling stock.

This approach has advantages.

  • One type of train, must be more economic to operate.
  • There would be timing improvements on West Coast Main Line services, due to the faster trains running under digital signalling.
  • Trains could be introduced on West Coast Main Line services first.

, The trains might cost more, as Wikipedia points out.

But this will be a very large and important order for whoever wins the contract to build trains for High Speed Two and the West Coast Main Line!

So expect the bidders to submit some very innovative solutions for these trains!

No-one would change the fleet on the West Coast Main Line for a new fleet of faster trains, without doing the following.

  • Removing some or all of the known problems with junctions and stations on the route.
  • Installing digital signalling on the whole route and all trains.
  • Introducing 100 mph freight locomotives and trains.

What would happen to timings to Carlisle?

I think the following would not be impossible, with new trains, digital signalling and selective route improvements.

  • London and Carlisle in three hours using the West Coast Main Line.
  • London and Carlisle in two hours using the High Speed Two to Crewe and then the West Coast Main Line.

Considering, that these trains could probably go between Carlisle and Glasgow in an hour, there could be some impressive times to Glasgow.

Extending The Borders Railway To Carlisle

As I said in the previous section, there will be a lot of improvement in the times between London and Carlisle in the next few years, with times possibly dropping to around two hours in 2027, when High Speed Two opens to Crewe.

Before 2027, it looks like there will be a steady reduction in journey times between London and Carlisle.

This will mean that increasingly  the residents of the Borders will go to Carlisle, when they want to go South.

So I come to the conclusion, that it is absolutely essential, that the Borders Railway be extended to Carlisle as soon as is possible.

Improving The West Coast Main Line North Of Carlisle

To make best use of the new trains between Carlisle and Glasgow, there will probably be improvements to the West Coast Main Line through and to the North of the City.

The old MOD Depot at Longtown has been proposed as a new freight depot and this too will also require improvements, to the West Coast Main Line.

As the rebuilt Borders Railway will join the West Coast Main Line in the Longtown area, it looks to me, that a proper plan, would incorporate the Borders Railway connection in the West Coast Main Line improvements, that probably must be done.

Conclusion

High Speed Two will turn Carlisle into an important rail hub with links all over the Borderlands.

I believe it is essential that the Borders Railway should be extended to Carlisle as soon as possible and certainly before 2027.

With good planning, the Southern section could even be done as part of West Coast Main Line improvements for High Speed Two.

 

 

 

April 3, 2019 Posted by | Transport | , , | 2 Comments

Rail Operations Group Gets Serious About Thunderbirds Etc.

The February 2019 Edition of Modern Railways has an article entitled Class 93 Tri-Oomph!, which has been written by Ian Walmsley.
This is the first paragraph.

Rail Operations Group has become known for the efficient haulage of EMUs around the country using very clever tranlation devices built into Europhenix converted Class 37 kicos. As I described in the March 2016 issue (“Lost in translation”) it looked at tens of millions of pounds worth of EMUs being dragged around unbraked, thought ‘this can’t be right’, and proceeded to make 50-year-old locomotives operate with state-of-the-art computer kit.

Rail Operations Group (ROG) had employed classicdisruptive innovation to create a new market, that was to everybody’s benefit.

As Ian reports, the company has grown a lot in the last few years and now does a lot more than just move new trains around.

  • Old trains are also moved.
  • Old trains are also stored safely.
  • Operations are all planned as a consultancy.

The company is already planning their next operational niche.

A Move Into Logistics

ROG is moving into logistics.

Ian talks about the inefficiency and polluting distribution system using trucks, that add to traffic congestion.
He talks about rail being a better way and then says this.

The difference with ROG is that the company is going to invest in two Class 769 (bi-mode 319s’) converted for parcel use, and while these are not my favourite trains, parcels are a lot less fussy than me about how long they take to get to top speed.
Using 769s’ means that your hubs can be almost anywhere; not necessarily on a 25 KVAC electrified siding, just close to a road system interchange area.

So what happens, if they don’t get a customer? The Class 769 trains will be delivered with seats, so they could be sub-leased for passenger use.

I wrote The Go-Anywhere Express Parcel And Pallet Carrier (HSPT) in May 2017, where I discussed the uses for this type of parcel carrier. This was my conclusion.

There is definitely a market for a HSPT.
If it does come about, it will be yet another tribute to the magnificent Mark 3 design!

As to the secondary use of these trains as passenger trains, there is nothing wrong with that. After all, we’ve all had our fill of the dreaded Rail Replacement Buses.

In Gospel Oak-Barking Fleet Plan Remains Unclear, I talked about the problems caused by late delivery of the new Class 710 trains.

The problem would have been eased, if two Class 769 trains in good condition could have been called up at a couple of days notice.

Surely, there are other applications.

  • I suspect that given the number of level-crossing accidents in the UK, they will find a lot of use.
  • I don’t think Porterbrook will mind, if ROG effectively offered a try-before-buy service to train operators.
  • There must also be a market for pop-up rail services to large sporting and cultural events.

Again, it appears ROG have found a niche and have invested in it.

Before leaving the subject of Class 769 trains, I must mention Brexit.

Could the trains find a use in a no-deal Brexit-world moving high-value freight from ports and airports to inland distribution centres?

Thoughts On The Class 93 Locomotive

These are some thoughts from the article.

Available Power

Ian starts by saying this about the operation of the Class 93 locomotive.

Apart from the obvious electric (4,000kW) and diesel (900kW), the third mode is a Lithium Titanate Oxide (LTO) battery (400kW), which can be used in conjunction with the diesel to give a power boost up to 1,300kW or 1,743hp in old money.
The extra oomph from the battery takes you from a Class 33 to a Class 37 in old locos but with minimal losses, and you don’t need full power for very long on most non-electrified routes.

I suspect there’s a clever control system, that optimises the use of the battery.

The Ultimate Thunderbird

The locomotive appears to have a unique feature of a variable height coupler, which enables it to haul rolling stock with all the five standard heights of coupler, that exist on UK railways.

How did this madness occur?

But as the locomotive can deal with them all, Ian argues that the Class 93 locomotive could be the ultimate Thunderbird or rescue locomotive.

Moving Trains In The Future

Ian argues that ROC’s collection of locomotives used for moving new and replaced trains is getting older and will soon be difficult to service.

The Class 93 locomotives would be ideal for this role.

But Ian sees this very much as a fallback position, if the locomotives do not find innovative new uses.

Ian finishes with this paragraph.

When we first saw Dr. Beeching’s new Freightliners(now ‘intermodal’) in the 1960s, they did 75 mph. They still do, but there are some really smart looking 100 mph flats available. Remember the path-ology. There are plenty of cross-country runs where a Class 37 equivalent is fine for the diesel bits, then pan up and 4,000kW is yours. Come on. Not excited by this? You must be in the wrong job.

As an example some freight trains go between Felixstowe and Birmingham, Liverpool or Manchester using the North London Line.

They are hauled all the way by a Class 66 diesel.

Put the containers on the smart looking 100 mph flats with a Class 93 locomotive on the front and the following happens.

  • The locomotive uses diesel between Felixstowe and Ipswich, with possibly some battery boost.
  • The locomotive uses electric power for most of the journey.
  • The locomotive might use diesel power at the destination for a short distance.
  • On the double-track 100 mph Great Eastern Main Line, the operating speed will not be far off the new Class 745 and Class 720 trains.
  • On the North London Line, the train will pass through some of the smartest parts of North London with lower levels of noise, vibration and pollution.
  • On the West Coast Main Line, the train will be able to mix it with the new Class 730 trains on the slow lines.

Greater Anglia have the trains to run more services between London and Ipswich.

How many more could they squeeze in, if all freight trains had a similar performance to their express services?

Consider now, freight trains taking the cross-country route from Felixstowe to the North and Midlands via Peterborough.

  • With track improvements at Haughley and doubling of the line between Kennett and Ely, I suspect that timings on the flat lands of East Anglia using hybrid power would be approaching those of Class 66 locomotive-hauled stock.
  • With a faster cruise on the East Coast Main Line, would the trains take the direct route on the slow lines, rather than the diversion through Lincoln?

The Class 93 locomotive could be the ultimate Felixstowe Flyer.

Could it also be the freight locomotive that passenger train operators want reight operators to use, as it keeps freight trains out of the way of passenger ones?

January 27, 2019 Posted by | Transport | , , , , , , , , , | Leave a comment