The Anonymous Widower

Thoughts On The Next Generation Of Hitachi High Speed Trains

In Rock Rail Wins Again!, I started with this section, describing the new Hitachi AT-300 bi-mode trains for the Midland Main Line.

This article on the Railway Gazette, is entitled Abellio Orders East Midlands Inter-City Fleet.

The order can be summarised as follows.

  • The trains will be Hitachi AT-300 trains
  • There will be thirty-three bi-mode trains of five cars.
  • The trains will be 125 mph capable.
  • Unlike the similar Class 802 trains, the trains will have 24 metre long cars, instead of 26 metres.
  • They will have a slightly modified nose profile.
  • The new trains will have an extra diesel engine.
  • The new trains will cost a total of £400 million.

I also came to these general conclusions.

  • The trains may well have a more sophisticated diesel-electric system using regenerative braking to batteries.
  • Capacity of the trains is difficult to predict, as East Midlands Railway have said there will be lots of tables.
  • The new nose may improve aerodynamics.

I also suspect that the trains will still be able to automatically split and join, as Class 395 and Class 80x trains can do.

Summing Up The Class 80x Trains As A Passenger

I certainly don’t have any seriously negative comments, but I do think a new generation could address some problems.

  • I’d like to see level entry between train and platform.
  • There have been complaints about the carrying of bicycles.
  • Some passengers would like a buffet.

These are not major problems with the basic design of the train itself and surely could be improved reasonably easily.

Further Thoughts On The Car Length

The AT300 trains for East Midlands Railway have a car length of twenty-four metres, as opposed to the twenty-six metres of the Class 80x trains.

If you look at some of the new fleets that are starting to be delivered, they have car lengths as follows.

  • Class 710 trains – 20 metres
  • Class 720 trains – 24 metres.
  • Class 195 and 331 trains – 24 metres

Twenty metres has for decades been the UK standard length, so could it have been replaced with twenty-four metres?

It should be noted that a twelve-car train with twenty metre cars and a ten-car train with twenty-four metre cars are more or less the same length.

With respect to the Midland Main Line, this means that platforms built to take two five-car AT300 trains, will also take a twelve-car formation of Class 360 trains.

Augmenting And Possible Replacement Of The Class 395 Trains

Class 395 trains run Southeastern’s HighSpeed services between St. Pancras and Kent.

  • They are six-car trains.
  • Each set is 121.3 metres long with twenty metre cars.
  • Extra sets are needed for the proposed Hastings service and to possibly serve a second London terminus.
  • Independent power, which could be diesel or batteries is needed for the Hastings service.
  • The trains were built in 2007-2009, so still have plenty of life left.

Extra or replacement trains built with five cars, that were twenty-six metres long, could cause operational issues and possibly mean some platforms needed to be lengthened.

However, trains with a similar size specification to the AT300 trains for the Midland Main Line, might be ideal.

  • Five twenty-four metre cars.
  • A reprofiled nose for better aerodynamics.
  • Regenerative braking to batteries.

But all or some of the diesel engines would be replaced by batteries. As with the Class 801 train, units may always have one diesel engine for use in case of power failure.

Has anybody got any statistics on how often the Class 801 trains that are in service have used their diesel engine?

If Class 395 Trains Were To Be Replaced, Where Would They Go?

These trains are too good to be scrapped, but I’m sure they will find a use.

  • Kings Cross and Kings Lynn via Cambridge – This service uses the Southern section of the East Coast Main Line, which is going to be digitally-signalled to allow 140 mph running. Currently, the Kings Cross and Kings Lynn service is run by 110 mph trains. Class 395 trains could probably run this service and keep out of the way of the Azumas and other 140 mph trains.
  • Waterloo And Portsmouth Harbour Via The Direct Line – Because it is a challenging route, more powerful and faster trains may be an ideal train for this line. The Class 395 trains already have third-rail shoes.
  • Manchester And Blackpool Via The West Coast Main Line – This could be a possibility, especially if High Speed Two connects into Manchester from the West,

I suspect there will be other routes, which would welcome the speed and/or power of Class 395 trains.

Other Uses For Battery-Electric AT300 Trains

In Shapps Wants ‘Earlier Extinction Of Diesel Trains’, I gave this list of main-line services, which are run partly on electricity and partly on diesel.

  • London and Aberdeen – 126 miles
  • London and Bradford – < 27 miles
  • London and Chester – 21 miles
  • London and Cheltenham – 42 miles
  • London and Exeter – 120 miles
  • London and Fishgruard – 119 miles
  • London and Gobowen – 25 miles
  • London and Harrogate – <18 miles
  • London and Hereford – 106 miles
  • London and Holyhead – 108 miles
  • London and Hull – 45 miles
  • London and Inverness – 136 miles
  • London and Lincoln – 17 miles
  • London and Llandudno – 68 miles
  • London and Middlesbrough – 20 miles
  • London and Ocford – 10 miles
  • London and Paignton – 148 miles
  • London and Penzance – 252 miles
  • London and Plymouth – 172 miles
  • London and Shrewsbury – 42 miles
  • London and Sunderland 41 miles
  • London and Swansea – 46 miles
  • London and Weston-super-Mare – 19 miles
  • London and Worcester – 66 miles
  • London and Wrexham – 23 miles

Note.

  1. The distance given is between the end of the electrification and the final destination.
  2. I am assuming continuous electrification from London to Bristol Temple Meads, Cardiff Central, Dunblane and Newbury
  3. Plans already exist from West Coast Rail to use bi-mode trains on the Holyhead route via Chester.

How far will an AT300 train go on battery power?

  • I don’t think it is unreasonable to be able to have 150 kWh of batteries per car, especially if the train only had one diesel engine, rather than the current three in a five-car train.
  • I feel with better aerodynamics and other improvements based on experience with the current trains, that an energy consumption of 2.5 kWh per vehicle mile is possible, as compared to the 3.5 kWh per vehicle mile of the current trains.

Doing the calculation gives a range of sixty miles for an AT300 train with batteries.

As train efficiency improves and batteries are able to store more energy for a given volumn, this range can only get better.

Routes can be divided as follows.

  • Diesel Power Needed – Aberdeen, Exeter, Fishguard, Hereford, Holyhead, Inverness, Llandudno, Paignton, Penzance, Plymouth and Worcester.
  • Battery Charge At Terminus Needed – Cheltenham, Hull, Shrewsbury, Sunderland and Swansea.
  • Battery Power Only – Bradford, Chester, Gobowen, Harrogate, Lincoln, Middlesbrough, Oxford, Weston-super-Mare and Wrexham.

There are some interesting points dug out by my figures.

West Coast Rail Could Reach Chester, Gobowen, Shrewsbury And Wrexham On Battery Power

With a range of sixty miles on batteries, the following is possible.

  • Chester, Gobowen, Shrewsbury And Wrexham Central stations could be reached on battery power from the nearest electrification.
  • Charging would only be needed at Shrewsbury to ensure a return to Crewe.

Gobowen is probably at the limit of battery range, so was it chosen as a destination for this reason.

I feel that trains with a sixty mile battery range would make operations easier for West Coast Rail.

London To Lincoln

LNER have just started an augmented service between Kings Cross and Lincoln from today..

  • There are five trains per day in both directions.
  • The service runs seven days a week.
  • The service is being run using bi-mode Class 800 trains or Azumas to the marketing men.
  • The trains make intermediate stops at Newark North Gate, Grantham, Peterborough and Stevenage..

In some ways it is more of a long-distance high speed commuter, than an inter-city train.

It will get better in future.

  • Digital signalling will allow 140 mph running South of Newark and this will reduce journey times.
  • If demand grows LNER might be sable to extend another Newark train to Lincoln.

As Newark to Lincoln is only seventeen miles, I’m certain that this route could be handled by a battery-equipped train, if Hitachi develop one.

What would it do for Lincoln’s tourism from London, if the train service was advertised as a high speed battery train?

London To Middlesbrough And Sunderland

There has been plans to electrify between Northallerton and Midfdlesbrough for some years, but they never seem to get started.

If electrification were to be erected on the fourteen miles between Northallerton and Eaglescliffe, there would only be a six mile gap without electrification between the end of the electrification and Middlesbrough.

  • Battery-electric Azumas would be able to serve Middlesbrough from London.
  • They wouldn’t need a charging facility at Middlesbrough.
  • It might remove the need to electrify Middlesbrough station, if the proposed Tees Valley Metro could be run on batteries.

In December 2019, TransPennine Express will be extending their Manchester Airport and Middlesbrough service to Redcar Central station, which is just another five miles from Middlesbrough.

Currently, this service is run by a Class 68 locomotive and a rake of Mark 5 coaches, but surely an AT300 train with batteries could handle this end of the route.

There are four sections of lines without electrification between Redcar and Manchester Airport.

  • Redcar and Northallerton – 26 miles – Has been talked about for years.
  • Colton Junction and Leeds – 18 miles – Has been talked about for years.
  • Holbeck Junction and Huddersfield – 16 miles – Currently planned to be electrified.
  • Huddersfield and Stalybridge – 18 miles

It looks to me, that an AT300 with batteries could cross the Pennines, if the Holbeck Junction and Huddersfield section was electrified.

Electrification of this section would also benefit TransPennine services between Manchester and Edinburgh, Newcastle and Scarborough.

  • Some or all could be run by an AT300 train with batteries.
  • A substantial about of carbon emissions would be eliminated.
  • In an ideal world, Hitachi will have a route to add batteries to Class 802 trains.
  • Obviously, the more electrification the better.

It certainly looks as if, progress is being made on the North-Eastern section of Northern Powerhouse Rail.

London To Bradford And Harrogate

These routes are both short extensions from Leeds, that would be easily handled by AT300 trains with a battery capability.

Conclusion

I strongly believe that the next generation of the AT300 train will greatly rxtend the UK’s electrified network

A lot depends on how far it will go on battery power.

I have stated that the train will go for sixty miles on battery power and that it will have a single diesel engine, as does the all-electric Class 801 train.

But even a range of forty miles and charging stations at some terminals like Hull and Redcar could still have a major impact.

October 25, 2019 - Posted by | Transport | , ,

7 Comments »

  1. […] In Thoughts On The Next Generation Of Hitachi High Speed Trains, I laid out my thoughts about how they will develop. […]

    Pingback by The Shape Of Train Services To Come « The Anonymous Widower | October 26, 2019 | Reply

  2. Hello.
    My biggest highlight at the moment is
    It is as follows.

    When will WestCoast be reporting the introduction of Hitachi AT -300?
    In October? Early November? Or is this fake?

    Comment by Yy Hiro | October 26, 2019 | Reply

    • I think Hitachi are doing a redesign for the Midland Main Line with 125 mph running on diesel, four engines and a new nose.
      These trains could be geared towards partially electrified lines like the Midland Main Line and London to Holyhead.

      So perhaps there’s a bit of thinking going on to get it right

      Comment by AnonW | October 26, 2019 | Reply

  3. How about replacing Southwest’s Class 442 for your next job after Class 395?
    Waterloo ⇔ Southampton Bournemouth or Portsmouth
    I think this will suit their new job.
    I think we can move all the cars from Southeastern.

    Comment by Yy Hiro | October 26, 2019 | Reply

    • That’s why I suggested it. The direct route needs lots of power.

      The trains would need to be fitted with First Class.

      Comment by AnonW | October 26, 2019 | Reply

  4. ◆How about the next pair?

    Shrewsbury line + Cannok (Walsall) line (5 + 5)

    Holyhead + Birkenhead Central (5 + 5)

    Black Pool + Burnley (Future: Skipton line) (5 + 5)

    morecamebe + Windermere (5 + 5)

    ・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・
    ◆Does Class 395 meet the standard (third rail) for merge rails?

    *Departing from Glasgow bound for London Via WestCoast.
    *Departing from Edinburgh bound for London Via WestCoast.
    Are these 10 car trains short of seats?

    Comment by Yy Hiro | October 26, 2019 | Reply

  5. […] I also believe that Hitachi will soon be providing battery-electric versions of their AT300 trains. I wrote about this in Thoughts On The Next Generation Of Hitachi High Speed Trains. […]

    Pingback by Fuel Cell Train To Be Tested In The Netherlands « The Anonymous Widower | November 2, 2019 | Reply


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