The Anonymous Widower

Reinstatement Of The Ivanhoe Line

This is one of the successful bids in the First Round of the Restoring Your Railway Fund.

The Ivanhoe Line, is a half-completed project left over from the days of British Rail.

  • The main objective appears to be to extend the current line between Lincoln and Leicester via Nottingham, East Midlands Parkway and Loughborough stations to Burton-upon-Trent along the freight-only Leicester-Burton-upon-Trent Line.
  • Some new stations will be added.

In January 2020, I wrote Silent Hydrogen Trains On The Cards For New Line Linking Burton And Leicester, after reading an article on Derbyshire Live.

I finished that article by listing the possibilities.

There are a lot of possibilities to extend the Ivanhoe Line to Burton and even beyond using the South Staffordshire Line.

  • Battery or hydrogen trains can be used.
  • Stations can be added as required.
  • The route will connect to East Midlands Airport.
  • A solution for Knighton Junction an surely be devised.

Amazon are reported to be interested in the project, as they have a big depot at Coalville.

It now looks like it’s all going to be turned into a plan for reality.

I do have some questions.

What Will Be The Solution To The Knighton Junction Problem?

Sadly, when the route was closed to passengers in 1964, British Rail simplified Knighton Junction at the Leicester end of the line. Wikipedia says this.

At the Leicester end of the line, Knighton North Junction has been dismantled and the former course of the line to the junction has been sold and turned into an industrial estate. The line’s remaining connection with the Midland Main Line is Knighton South Junction, which faces southwards, away from Leicester station. Trains between Leicester and the line therefore have to reverse direction at the junction.

This Google Map shows, what’s left of the junction.

Note.

  1. Leicester is to the North
  2. Burton is to the North-West.
  3. Melton Mowbray and London are to the South.

It looks to me, that someone at British Rail made it absolutely certain, that the rail line could not be reopened to provide a passenger service between Leicester and Burton.

For a train to go between Leicester and Burton, it would either need to reverse as Wikipedia indicated, or the curve would have to be very tight.

It looks like the preferred solution, will be to build a new station to the South of Knighton Junction.

  • The station would only need a single platform.
  • It could be easily fitted in alongside the Midland Main Line.

Trains will reverse to get around the tight corner.

Will There Be A Station At Leicester City Stadium

This Google Map shows the stadium.

Note the rail line passing to the South of the station.

It would appear that building a new station would not be the most difficult of projects.

But after the experience of Coventry City, who were relegated twice after Coventry Arena station opened, would Leicester City want a station?

Could The Ivanhoe Line Be Connected To High Speed Two At Ashby-de-la-Zouch?

I heard an MP on the radio, who was very much against High Speed Two and that led me to write Could High Speed Two Have A Station At Ashby-de-la-Zouch?.

I think this is a serious possibility in the future.

Could East Midlands Railway Use The Route To Run A London And Burton-on-Trent Service?

Consider.

  • East Midlands Railway‘s Class 810 trains could be fitted with a battery, that would give the trains a battery range of between 55 and 65 miles.
  • The trains would have a charge time of perhaps 10 minutes.
  • The distance between Knighton Junction and Burton-on-Trent is around 35 miles.
  • The distance between Knighton Junction and the Northern limit of the electrification at Market Harborough station is fifteen miles.
  • The distance between Market Harborough and Burton-on-Trent stations is 50 miles.

I think it would be possible for a battery-electric Class 810 train to run between London and Burton-on-Trent.

  • The batteries would need to be charged at Burton-on-Trent.
  • Perhaps, the easiest way to provide charging facilities would be to electrify the last ten miles between Ashby-de-la-Zouch and Burton-on-Trent stations
  • The service could call at all or selected stations between Knighton Junction and Burton-on-Trent.

I think this could be a very useful service, even if it only ran a couple of times every day.

Could Battery-Electric Trains Run The Whole Ivanhoe Line Between Lincoln And Burton-on-Trent?

The problem is not the trains, but the lack of electrification between Market Harborough and Clay Cross North Junction.

Leicester station is an important station on the MML.

But it would be a difficult station to electrify because of a bridge with limited clearance.

In Discontinuous Electrification Through Leicester Station, I discussed how the following.

  • Discontinuous electrification through Leicester station.
  • Electrification between Leicester and Derby stations.
  • Electrifying the High Speed Two route between Clay Cross Junction and Sheffield.

Would allow Hitachi Class 810 trains, equipped with batteries to run between London and Sheffield on electric power alone.

Consider.

  • As I have said East Midland Railway’s new Class 810 trains could be fitted with batteries with a range of 55 to 65 miles.
  • The gap between Leicester station and the end of the electrification at Market Harborough is sixteen miles.
  • Knighton Junction is less than two miles South of Leicester station.
  • Burton-on-Trent is around forty miles from Leicester station.
  • All passenger trains passing through Leicester station, stop in the station to set down and pick up passengers.

It would thus appear that the following would be possible.

  • A Northbound battery-electric  train from St. Pancras to Leicester or further North could reach Leicester on battery power from Market Harborough.
  • A Northbound battery-electric train from Burton-on-Trent to Leicester or further North could reach Leicester on battery power from Burton-on-Trent.
  • A Southbound train from Leicester or further North to St. Pancras could reach Market Harborough on battery power from Leicester.
  • A Southbound train from Leicester or further North to Burton-on-Trent could reach Burton-on-Trent on battery power from Leicester.

Trains leaving Leicester would need to be fully charged.

So how would this be arranged?

I think the simplest method would be to electrify the  section of the Midland Main Line between Leicester and Derby stations.

  • The route is probably not the most difficult to electrify.
  • East Midlands Parkway has good electrical connections, as it is next to Ratcliffe-on-Soar power station.
  • Nottingham is just nine miles from East Midlands Parkway.
  • Derby is thirty miles from East Midlands Parkway.
  • Clay Cross North Junction, where the joint electrified section with High Speed Two commences is twenty-one miles from Derby.
  • Lincoln is forty-two miles from East Midlands Parkway.
  • Battery-electric trains could use this electrification for both traction power and to charge their batteries.
  • As the trains would use battery power between Derby and Clay Cross North Junction, the sensitive issue of electrifying through the World Heritage Site of the Derwent Valley Mills, will have been avoided.

All East Midlands Railway’s InterCity services would be totally carbon-free.

It should also be noted, that as Lincoln is only forty-two miles from East Midlands Parkway, provided there was the ability to recharge the trains at Lincoln, the whole Ivinghoe route between Lincoln and Burton-on-Trent could be run by a suitable battery-electric train.

Could Hydrogen Trains Run The Whole Ivanhoe Line Between Lincoln And Burton-on-Trent?

If the route can be run by a battery-electric train, I can see no reason, why a hydrogen-powered train couldn’t do a good job on the route.

I suspect that the Alstom Breeze and any future trains, that are designed for hydrogen power, will also be able to use electrification, where it exists.

So, if any more electrification was erected on the Midland Main Line, the hydrogen trains would take advantage.

The hydrogen trains would need to be refuelled, but because of their long range, this would probably only be a twice a day operation at most.

There is probably space for a refuelling point, at either end of the route.

Conclusion

This is a good scheme, that should have been completed decades ago.

 

 

May 25, 2020 Posted by | Transport | , , , , , , , | 5 Comments

H2OzBus Project: Deploying Hydrogen Fuel Cell Bus Fleets For Public Transport Across Australia

The title of the this post, is the same as that of this Press Release from ITM Power.

This is the introductory paragraph.

ITM Power, the energy storage and clean fuel company, is pleased to announce the formation of the H2OzBus Project (“the Project”) and the signing of a memorandum of understanding with strategic partners (“the Consortium”).  The Consortium comprises Transit Systems, part of the SeaLink Travel Group, Ballard Power Systems, BOC Limited, Palisade Investment Partners and ITM Power.  The Consortium partners have signed a memorandum of understanding as a further step in evaluating and demonstrating the concept of hydrogen fuel cell electric buses for use in public bus transport in Australia.

Some further points from the Press Release.

  • Initially, a hundred buses will be deployed.
  • The buses appear to be being built in Australia.
  • Ten locations are being considered for the buses.

It looks to be a very sensible project.

May 25, 2020 Posted by | Transport | , , , | 1 Comment

Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield

This is one of the successful bids in the First Round of the Restoring Your Railway Fund.

The Route

This Google Map shows where the Barrow Hill Line starts at Tapton Junction near Chesterfield station.

Note.

  1. Chesterfield station is less than a mile to the South.
  2. The left railway going North is the Midland Main Line to Sheffield
  3. The right railway going North is the Barrow Hill Line.

The Barrow Hill Line turns slightly to the East and this Google Map shows it passing through Barrow Hill, which gives the route its name.

Note.

The historic Barrow Hill Roundhouse and some rail-related businesses to the North of the line.

There used to be a station here called Barrow Hill! What a surprise!

The Wikipedia entry for Barrow Hill station has a section called Modern Traffic, where this is said.

At 22 June 2013 the line is part of the Midland Main Line. It is used predominantly for freight, with a handful of passenger trains going the “long way round” from Chesterfield to Sheffield via the Old Road and Darnall largely to retain staff route knowledge in case of diversions.

The Wikipedia entry for the station also has a section called Possible Future, which is worth a read, as it lists other mothballed rail lines in the area, that could be developed.

Follow the Barrow Hill Line to the North-East and it goes through a mix of agricultural land, industrial dereliction, modern factories and nature reserves before it splits near Beighton.

This Google Map shows the area.

Note.

  1. The rail lines splitting by the Rother Valley Country Park at Beighton Junction.
  2. Barrow Hill is to the South.
  3. There used to be a station at Beighton.
  4. Woodhouse station is in the North West corner of the map.
  5. Woodhouse station is on the Sheffield-Lincoln Line, which can be seen crossing the area.
  6. Trains taking the left fork at Beighton Junction can go to Sheffield via Woodhouse and Darnall stations.
  7. Trains taking the right fork go under the Sheffield-Lincoln line and have connections to a large number of destinations for both freight and passengers.

It looks to me, that it is proposed to convert this long-way round route, into a second route between Sheffield and Chesterfield.

  • Stations exist at Woodhouse and Darnall.
  • Stations used to exist at Barrow Hill, Eckington & Renishaw, Killamarsh West  and Beighton.
  • The route would surely be very useful, when the Midland Main Line route between Sheffield and Chesterfield is updated for High Speed Two.
  • The route might also be very useful for East Midlands Railway to develop services to Rotherham and other places to the East of Sheffield.
  • I’ve found a train that takes this route between Chesterfield and Sheffield and with no stops it took twenty-five minutes.
  • Typically, the direct route takes about eleven minutes.

I can see several possibilities for local, regional and national services using the Barrow Hill Line.

I have a few questions.

Would The Barrow Hill Line Be Electrified?

It has been stated that High Speed Two and the Midland Main Line will share an electrified corridor from Clay Cross North Junction to Sheffield via Chesterfield.

  • So as both stations will be electrified, it would not be any problem to rustle up a good electricity supply to power an electrified Barrow Hill Route.
  • Electrification might narrow the fourteen minute difference between the routes.
  • Electrification would allow East Midlands Railway‘s new Class 810 trains to have a second electrified route into Sheffield.
  • Is there a case for a service between London and the South of England and the South and East of Sheffield?

I think electrification of the Barrow Hill Line is more than a possibility.

Would Gauge-Clearance For Electrification Be Difficult?

As the route is already cleared for freight trains with the largest containers, it won’t be as difficult as some routes.

Could Tram-Trains Be Used Between Sheffield And Chesterfield On The Barrow Hill Line?

In Sheffield Region Transport Plan 2019 – A New Tram-Train Route To A New Station At Waverley, I talked about a plan by the Sheffield Region for a new tram-train route between Sheffield station and a new housing district of Waverley on the Sheffield-Lincoln Line.

  • Waverley is between Darnall and Woodhouse stations.
  • The new Advanced Manufacturing Park would also be served.
  • Tram-trains could venture further down the Sheffield-Lincoln Line, if that was so desired.

If tram-trains were used on the Barrow Hill Line, between Sheffield and Chesterfield, both routes would share the track between Sheffield and Darnall stations.

Note that tram-trains would be able to share tracks with all electric trains used around Sheffield, including freight trains and the Class 810 trains.

Note that the stations for tram-trains can be much simpler and even share platforms with full-size trains.

The pictures show Class 399 tram-trains at Rotherham Parkgate and Rotherham Central stations.

  • I feel with innovative design, the whole route between Sheffield and Chesterfield could be run using tram-trains.
  • The route could be electrified with 25 KVAC overhead wires.
  • Instead of taking the Sheffield fork at Beighton Junction, the tram-trains could also take the right fork and link Chesterfield with Barnsley, Doncaster, Rotherham and Swinton.
  • These tram-trains also come with batteries, if that is needed.

Barnsley, Chesterfield, Rotherham and Sheffield could be getting a lot of better connectivity and the Barrow Hill Line is key.

Conclusion

This looks to be a very sensible project.

  • It could be run with either trains or tram-trams.
  • It should be electrified, so could be zero-carbon.
  • Tram-trains could be used to make stations simpler.
  • It could give an alternative route for electric trains to Sheffield station.
  • The track is already there and regularly used.

But surely the biggest reason to built it, is that it appears to open up a lot of South and South-East Sheffield and North-East Chesterfield for development.

 

May 25, 2020 Posted by | Transport | , , , , , , , , | 6 Comments