The Anonymous Widower

Will Hitachi Announce A High Speed Metro Train?

As the UK high speed rail network increases, we are seeing more services and proposed services, where local services are sharing tracks, where trains will be running at 125 mph or even more.

London Kings Cross And Cambridge/Kings Lynn

This Great Northern service is run by Class 387 trains.

• Services run between London Kings Cross and King’s Lynn or Cambridge
• The Class 387 trains have a maximum operating speed of 110 mph.
• The route is fully electrified.
• The trains generally use the fast lines on the East Coast Main Line, South of Hitchin.
• Most trains on the fast lines on the East Coast Main Line are travelling at 125 mph.

When in the future full digital in-cab ERTMS signalling is implemented on the East Coast Main Line, speeds of up to 140 mph should be possible in some sections between London Kings Cross and Hitchin.

The Digswell Viaduct Problem

I also believe that digital signalling may be able to provide a solution to the twin-track bottleneck over the Digswell Viaduct.

Consider.

• Airliners have been flown automatically and safely from airport to airport for perhaps four decades.
• The Victoria Line in London, has been running automatically and safely at over twenty trains per hour (tph) for five decades. It is now running at over 30 tph.
• I worked with engineers developing a high-frequency sequence control system for a complicated chemical plant in 1970.

We also can’t deny that computers are getting better and more capable.

For these reasons, I believe there could be an ERTMS-based solution to the problem of the Digswell Viaduct, which could be something like this.

• All trains running on the two track section over the Digswell Viaduct and through Welwyn North station would be under computer control between Welwyn Garden City and Knebworth stations.
• Fast trains would be slowed as appropriate to create spaces to allow the slow trains to pass through the section.
• The train drivers would be monitoring the computer control, just as they do on the Victoria Line.

Much more complicated automated systems have been created in various applications.

The nearest rail application in the UK, is probably the application of digital signalling to London Underground’s Circle, District, Hammersmith & City and Metropolitan Lines.

This is known at the Four Lines Modernisation and it will be completed by 2023 and increase capacity by up to twenty-seven percent.

I don’t think it unreasonable to see the following maximum numbers of services running over the Digswell Viaduct by 2030 in both directions in every hour.

• Sixteen fast trains
• Four slow trains

That is one train every three minutes.

Currently, it appears to be about ten fast and two slow.

As someone, who doesn’t like to be on a platform, when a fast train goes through, I believe that some form of advanced safety measures should be installed at Welwyn North station.

It would appear that trains between London Kings Cross and King’s Lynn need to have this specification.

• Ability to run at 125 mph on the East Coast Main Line
• Ability to run at 140 mph on the East Coast Main Line, under control of full digital in-cab ERTMS signalling.

This speed increase could reduce the journey time between London Kings Cross and Cambridge to just over half-an-hour with London Kings Cross and King’s Lynn under ninety minutes.

The only new infrastructure needed would be improvements to the Fen Line to King’s Lynn to allow two tph, which I think is needed.

Speed improvements between Hitchin and Cambridge could also benefit timings.

London Kings Cross And Cambridge/Norwich

I believe there is a need for a high speed service between London Kings Cross and Norwich via Cambridge.

• The Class 755 trains, that are capable of 100 mph take 82 minutes, between Cambridge and Norwich.
• The electrification gap between Ely and Norwich is 54 miles.
• Norwich station and South of Ely is fully electrified.
• Greater Anglia’s Norwich and Cambridge service has been very successful.

With the growth of Cambridge and its incessant need for more space, housing and workers, a high speed train  between London Kings Cross and Norwich via Cambridge could tick a lot of boxes.

• If hourly, it would double the frequency between Cambridge and Norwich until East-West Rail is completed.
• All stations between Ely and Norwich get a direct London service.
• Cambridge would have better links for commuting to the city.
• Norwich would provide the quality premises, that Cambridge is finding hard to develop.
• London Kings Cross and Cambridge would be just over half an hour apart.
• If the current London Kings Cross and Ely service were to be extended to Norwich, no extra paths on the East Coast Main Line would be needed.
• Trains could even split and join at Cambridge or Ely to give all stations a two tph service to London Kings Cross.
• No new infrastructure would be required.

The Cambridge Cruiser would become the Cambridge High Speed Cruiser.

London Paddington And Bedwyn

This Great Western Railway service is run by Class 802 trains.

• Services run between London Paddington and Bedwyn.
• Services use the Great Western Main Line at speeds of up to 125 mph.
• In the future if full digital in-cab ERTMS signalling is implemented, speeds of up to 140 mph could be possible on some sections between London Paddington and Reading.
• The 13.3 miles between Newbury and Bedwyn is not electrified.

As the service would need to be able to run both ways between Newbury and Bedwyn, a capability to run upwards of perhaps thirty miles without electrification is needed. Currently, diesel power is used, but battery power would be better.

London Paddington And Oxford

This Great Western Railway service is run by Class 802 trains.

• Services run between London Paddington and Oxford.
• Services use the Great Western Main Line at speeds of up to 125 mph.
• In the future if full digital in-cab ERTMS signalling is implemented, speeds of up to 140 mph could be possible on some sections between London Paddington and Didcot Parkway.
• The 10.3 miles between Didcot Parkway and Oxford is not electrified.

As the service would need to be able to run both ways between Didcot Parkway and Oxford, a capability to run upwards of perhaps thirty miles without electrification is needed. Currently, diesel power is used, but battery power would be better.

Local And Regional Trains On Existing 125 mph Lines

In The UK, in addition to High Speed One and High Speed Two, we have the following lines, where speeds of 125 mph are possible.

• East Coast Main Line
• Great Western Main Line
• Midland Main Line
• West Coast Main Line

Note.

1. Long stretches of these routes allow speeds of up to 125 mph.
2. Full digital in-cab ERTMS signalling is being installed on the East Coast Main Line to allow running up to 140 mph.
3. Some of these routes have four tracks, with pairs of slow and fast lines, but there are sections with only two tracks.

It is likely, that by the end of the decade large sections of these four 125 mph lines will have been upgraded, to allow faster running.

If you have Hitachi and other trains thundering along at 140 mph, you don’t want dawdlers, at 100 mph or less, on the same tracks.

These are a few examples of slow trains, that use two-track sections of 125 nph lines.

• East Midlands Railway – 1 tph – Leicester and Lincoln – Uses Midland Main Line
• East Midlands Railway – 1 tph – Liverpool and Norwich – Uses Midland Main Line
• East Midlands Railway – 2 tph – St. Pancras and Corby – Uses Midland Main Line
• Great Western Railway – 1 tph – Cardiff and Portsmouth Harbour – Uses Great Western Main Line
• Great Western Railway – 1 tph – Cardiff and Taunton – Uses Great Western Main Line
• Northern – 1 tph – Manchester Airport and Cumbria – Uses West Coast Main Line
• Northern – 1 tph – Newcastle and Morpeth – Uses East Coast Main Line
• West Midlands Trains – Some services use West Coast Main Line.

Conflicts can probably be avoided by judicious train planning in some cases, but in some cases trains capable of 125 mph will be needed.

Southeastern Highspeed Services

Class 395 trains have been running Southeastern Highspeed local services since 2009.

• Services run between London St. Pancras and Kent.
• Services use Speed One at speeds of up to 140 mph.
• These services are planned to be extended to Hastings and possibly Eastbourne.

The extension would need the ability to run on the Marshlink Line, which is an electrification gap of 25.4 miles, between Ashford and Ore.

Thameslink

Thameslink is a tricky problem.

These services run on the double-track section of the East Coast Main Line over the Digswell Viaduct.

• 2 tph – Cambridge and Brighton – Fast train stopping at Hitchin, Stevenage and Finsbury Park.
• 2 tph – Cambridge and Kings Cross – Slow train stopping at Hitchin, Stevenage, Knebworth, Welwyn North, Welwyn Garden City, Hatfield, Potters Bar and Finsbury Park
• 2 tph – Peterborough and Horsham – Fast train stopping at Hitchin, Stevenage and Finsbury Park.

Note.

1. These services are run by Class 700 trains, that are only capable of 100 mph.
2. The fast services take the fast lines South of the Digswell Viaduct.
3. South of Finsbury Park, both fast services cross over to access the Canal Tunnel for St, Pancras station.
4. I am fairly certain, that I have been on InterCity 125 trains running in excess of 100 mph in places between Finsbury Park and Stevenage.

It would appear that the slow Thameslink trains are slowing express services South of Stevenage.

As I indicated earlier, I think it is likely that the Kings Cross and King’s Lynn services will use 125 mph trains for various reasons, like London and Cambridge in under half an hour.

But if 125 mph trains are better for King’s Lynn services, then they would surely improve Thameslink and increase capacity between London and Stevenage.

Looking at average speeds and timings on the 25 miles between Stevenage and Finsbury Park gives the following.

• 100 mph – 15 minutes
• 110 mph – 14 minutes
• 125 mph – 12 minutes
• 140 mph – 11 minutes

The figures don’t appear to indicate large savings, but when you take into account that the four tph running the Thameslink services to Peterborough and Cambridge stop at Finsbury Park and Stevenage and have to get up to speed, I feel that the 100 mph Class 700 trains are a hindrance to more and faster trains on the Southern section of the East Coast Main Line.

It should be noted, that faster trains on these Thameslink services would probably have better acceleration and and would be able to execute faster stops at stations.

There is a similar less serious problem on the Midland Main Line branch of Thameslink, in that some Thameslink services use the fast lines.

A couple of years ago, I had a very interesting chat with a group of East Midlands Railway drivers. They felt that the 100 mph Thameslink and the 125 mph Class 222 trains were not a good mix.

The Midland Main Line services are also becoming more complicated, with the new EMR Electric services between St. Pancras and Corby, which will be run by 110 mph Class 360 trains.

Hitachi’s Three Trains With Batteries

Hitachi have so far announced three battery-electric trains. Two are based on battery packs being developed and built by Hyperdrive Innovation.

Hyperdrive Innovation

Looking at the Hyperdrive Innovation web site, I like what I see.

Hyperdrive Innovation provided the battery packs for JCB’s first electric excavator.

Note that JCB give a five-year warranty on the Hyperdrive batteries.

Hyperdrive have also been involved in the design of battery packs for aircraft push-back tractors.

The battery capacity for one of these is given as 172 kWh and it is able to supply 34 kW.

I was very surprised that Hitachi didn’t go back to Japan for their batteries, but after reading Hyperdrive’s web site about the JCB and Textron applications, there would appear to be good reasons to use Hyperdrive.

• Hyperdrive have experience of large lithium ion batteries.
• Hyperdrive have a design, develop and manufacture model.
• They seem to able to develop solutions quickly and successfully.
• Battery packs for the UK and Europe are made in Sunderland.
• Hyperdrive are co-operating with Nissan, Warwick Manufacturing Group and Newcastle University.
• They appear from the web site to be experts in the field of battery management, which is important in prolonging battery life.
• Hyperdrive have a Taiwanese partner, who manufactures their battery packs for Taiwan and China.
• I have done calculations based on the datasheet for their batteries and Hyperdrive’s energy density is up with the best

I suspect, that Hitachi also like the idea of a local supplier, as it could be helpful in the negotiation of innovative applications. Face-to-face discussions are easier, when you’re only thirty miles apart.

Hitachi Regional Battery Train

The first train to be announced was the Hitachi Regional Battery Train, which is described in this Hitachi infographic.

Note.

1. It is only a 100 mph train.
2. The batteries are to be designed and manufactured by Hyperdrive Innovation.
3. It has a range of 56 miles on battery power.
4. Any of Hitachi’s A Train family like Class 800, 802 or 385 train can be converted to a Regional Battery Train.

No orders have been announced yet.

But it would surely be very suitable for routes like.

• London Paddington And Bedwyn
• London Paddington And Oxford

It would also be very suitable for extensions to electrified suburban routes like.

• London Bridge and Uckfield
• London Waterloo and Salisbury
• Manchester Airport and Windermere.
• Newcastle and Carlisle

It would also be a very sound choice to extend electrified routes in Scotland, which are currently run by Class 385 trains.

Hitachi InterCity Tri-Mode Battery Train

The second train to be announced was the Hitachi InterCity Tri-Mode Battery Train, which is described in this Hitachi infographic.

Note.

1. Only one engine is replaced by a battery.
2. The batteries are to be designed and manufactured by Hyperdrive Innovation.
3. Typically a five-car Class 800 or 802 train has three diesel engines and a nine-car train has five.
4. These trains would obviously be capable of 125 mph on electrified main lines and 140 mph on lines fully equipped with digital in-cab ERTMS signalling.

Nothing is said about battery range away from electrification.

Routes currently run from London with a section without electrification at the other end include.

• London Kings Cross And Harrogate – 18.3 miles
• London Kings Cross And Hull – 36 miles
• London Kings Cross And Lincoln – 16.5 miles
• London Paddington And Bedwyn – 13.3 miles
• London Paddington And Oxford – 10.3 miles

In the March 2021 Edition of Modern Railways, LNER are quoted as having aspirations to extend the Lincoln service to Cleethorpes.

• With all energy developments in North Lincolnshire, this is probably a good idea.
• Services could also call at Market Rasen and Grimsby.
• Two trains per day, would probably be a minimum frequency.

But the trains would need to be able to run around 64 miles each way without electrification. Very large batteries and/or charging at Cleethorpes will be needed.

Class 803 Trains For East Coast Trains

East Coast Trains have ordered a fleet of five Class 803 trains.

• These trains appear to be built for speed and fast acceleration.
• They have no diesel engines, which must save weight and servicing costs.
• But they will be fitted with batteries for emergency power to maintain onboard  train services in the event of overhead line failure.
• They are planned to enter service in October 2021.

Given that Hyperdrive Innovation are developing traction batteries for the other two Hitachi battery trains, I would not be the least bit surprised if Hyperdrive were designing and building the batteries for the Class 803 trains.

• Hyperdrive batteries are modular, so for a smaller battery you would use less modules.
• If all coaches are wired for a diesel engine, then they can accept any power module like a battery or hydrogen pack, without expensive redesign.
• I suspect too, that the battery packs for the Class 803 trains could be tested on an LNER Class 801 train.

LNER might also decide to replace the diesel engines on their Class 801 trains with an emergency battery pack, if it were more energy efficient and had a lighter weight.

Thoughts On The Design Of The Hyperdrive innovation Battery Packs

Consider.

• Hitachi trains have a sophisticated computer system, which on start-up can determine the configuration of the train or whether it is more than one train running as a longer formation or even being hauled by a locomotive.
• To convert a bi-mode Class 800 train to an all-electric Class 801 the diesel engines are removed. I suspect that the computer is also adjusted, but train formation may well be totally automatic and independent of the driver.
• Hyperdrive Innovation’s battery seem to be based on a modular system, where typical modules have a capacity of 5 kWh, weighs 32 Kg and has a volume of 0.022 cu metres.
• The wet mass of an MTU 16V 1600 R80L diesel engine commonly fitted to AT-300 trains of different types is 6750 Kg or nearly seven tonnes.
• The diesel engine has a physical size of 1.5 x 1.25 x 0.845 metres, which is a volume of 1.6 cubic metres.
• In How Much Power Is Needed To Run A Train At 125 mph?, I calculated that a five-car Class 801 electric train, needed 3.42 kWh per vehicle-mile to maintain 125 mph.
• It is likely, than any design of battery pack, will handle the regenerative braking.

To my mind, the ideal solution would be a plug compatible battery pack, that the train’s computer thought was a diesel engine.

But then I have form in the area of plug-compatible electronics.

At the age of sixteen, for a vacation job, I worked in the Electronics Laboratory at Enfield Rolling Mills.

It was the early sixties and one of their tasks was at the time replacing electronic valve-based automation systems with new transistor-based systems.

The new equipment had to be compatible to that which it replaced, but as some were installed in dozens of places around the works, they had to be able to be plug-compatible, so that they could be quickly changed. Occasionally, the new ones suffered infant-mortality and the old equipment could just be plugged back in, if there wasn’t a spare of the new equipment.

So will Hyperdrive Innovation’s battery-packs have the same characteristics as the diesel engines that they replace?

• Same instantaneous and continuous power output.
• Both would fit the same mountings under the train.
• Same control and electrical power connections.
• Compatibility with the trains control computer.

I think they will as it will give several advantages.

• The changeover between diesel engine and battery pack could be designed as a simple overnight operation.
• Operators can mix-and-match the number of diesel engines and battery-packs to a given route.
• As the lithium-ion cells making up the battery pack improve, battery capacity and performance can be increased.
• If the computer, is well-programmed, it could reduce diesel usage and carbon-emissions.
• Driver conversion from a standard train to one equipped with batteries, would surely be simplified.

As with the diesel engines, all battery packs could be substantially the same across all of Hitachi’s Class 80x trains.

What Size Of Battery Would Be Possible?

If Hyperdrive are producing a battery pack with the same volume as the diesel engine it replaced, I estimate that the battery would have a capacity defined by.

5 * 1.6 / 0.022 = 364 kWh

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

As a figure of 3.42 kWh per vehicle-mile to maintain 125 mph, applies to a Class 801 train, I suspect that a figure of 3 kWh or less could apply to a five-car Class 800 train trundling at around 80-100 mph to Bedwyn, Cleethorpes or Oxford.

• A one-battery five-car train would have a range of 24.3 miles
• A two-battery five-car train would have a range of 48.6 miles
• A three-battery five-car train would have a range of 72.9 miles

Note.

1. Reducing the consumption to 2.5 kWh per vehicle-mile would give a range of 87.3 miles.
2. Reducing the consumption to 2 kWh per vehicle-mile would give a range of 109.2 miles.
3. Hitachi will be working to reduce the electricity consumption of the trains.
4. There will also be losses at each station stop, as regenerative braking is not 100 % efficient.

But it does appear to me, that distances of the order of 60-70 miles would be possible on a lot of routes.

Bedwyn, Harrogate, Lincoln and Oxford may be possible without charging before the return trip.

Cleethorpes and Hull would need a battery charge before return.

A Specification For A High Speed Metro Train

I have called the proposed train a High Speed Metro Train, as it would run at up to 140 mph on an existing high speed line and then run a full or limited stopping service to the final destination.

These are a few thoughts.

Electrification

In some cases like London Kings Cross and King’s Lynn, the route is already electrified and batteries would only be needed for the following.

• Handling regenerative braking.
• Emergency  power in case of overhead line failure.
• Train movements in depots.

But if the overhead wires on a branch line. are in need of replacement, why not remove them and use battery power? It might be the most affordable and least disruptive option to update the power supply on a route.

The trains would have to be able to run on both types of electrification in the UK.

• 25 KVAC overhead.
• 750 VDC third rail.

This dual-voltage capability would enable the extension of Southeastern Highspeed services.

Operating Speed

The trains must obviously be capable of running at the maximum operating speed on the routes they travel.

• 125 mph on high speed lines, where this speed is possible.
• 140 mph on high speed lines equipped with full digital in-cab ERTMS signalling, where this speed is possible.

The performance on battery power must be matched with the routes.

Hitachi have said, that their Regional Battery trains can run at up to 100 mph, which would probably be sufficient for most secondary routes in the UK and in line with modern diesel and electric multiple units.

Full Digital In-cab ERTMS Signalling

This will be essential and is already fitted to some of Hitachi’s trains.

Regenerative Braking To Batteries

Hitachi’s battery electric  trains will probably use regenerative braking to the batteries, as it is much more energy efficient.

It also means that when stopping at a station perhaps as much as 70-80% of the train’s kinetic energy can be captured in the batteries and used to accelerate the train.

In Kinetic Energy Of A Five-Car Class 801 Train, I showed that at 125 mph the energy of a full five-car train is just over 100 kWh, so batteries would not need to be unduly large.

Acceleration

This graph from Eversholt Rail, shows the acceleration and deceleration of a five-car Class 802 electric train.

As batteries are just a different source of electric power, I would think, that with respect to acceleration and deceleration, that the performance of a battery-electric version will be similar.

Although, it will only achieve 160 kph instead of the 200 kph of the electric train.

I estimate from this graph, that a battery-electric train would take around 220 seconds from starting to decelerate for a station to being back at 160 kph. If the train was stopped for around eighty seconds, a station stop would add five minutes to the journey time.

London Kings Cross And Cleethorpes

As an example consider a service between London Kings Cross and Cleethorpes.

• The section without electrification between Newark and Cleethorpes is 64 miles.
• There appear to be ambitions to increase the operating speed to 90 mph.
• Local trains seem to travel at around 45 mph including stops.
• A fast service between London Kings Cross and Cleethorpes would probably stop at Lincoln Central, Market Rasen and Grimsby Town.
• In addition, local services stop at Collingham, Hykeham, Barnetby and Habrough.
• London Kings Cross and Newark takes one hour and twenty minutes.
• London Kings Cross and Cleethorpes takes three hours and fifteen minutes with a change at Doncaster.

I can now calculate a time between Kings Cross and Cleethorpes.

• If a battery-electric train can average 70 mph between Newark and Cleethorpes, it would take 55 minutes.
• Add five minutes for each of the three stops at Lincoln Central, Market Rasen and Grimsby Town
• Add in the eighty minutes between London Kings Cross and Newark and that would be  two-and-a-half hours.

That would be very marketing friendly and a very good start.

Note.

1. An average speed of 80 mph would save seven minutes.
2. An average speed of 90 mph would save twelve minutes.
3. I suspect that the current bi-modes would be slower by a few minutes as their acceleration is not as potent of that of an electric train.

I have a feeling London Kings Cross and Cleethorpes via Lincoln Central, Market Rasen and Grimsby Town, could be a very important service for LNER.

Interiors

I can see a new lightweight and more energy efficient interior being developed for these trains.

In addition some of the routes, where they could be used are popular with cyclists and the current Hitachi trains are not the best for bicycles.

Battery Charging

Range On Batteries

I have left this to last, as it depends on so many factors, including the route and the quality of the driving or the Automatic Train Control

Earlier, I estimated that a five-car train with all three diesel engines replaced by batteries, when trundling around Lincolnshire, Oxfordshire or Wiltshire could have range of up to 100 miles.

That sort of distance would be very useful and would include.

• Ely and Norwich
• Newark and Cleethorpes
• Salisbury and Exeter

It might even allow a round trip between the East Coast Main Line and Hull.

The Ultimate Battery Train

This press release from Hitachi is entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%.

This is a paragraph.

The projected improvements in battery technology – particularly in power output and charge – create opportunities to replace incrementally more diesel engines on long distance trains. With the ambition to create a fully electric-battery intercity train – that can travel the full journey between London and Penzance – by the late 2040s, in line with the UK’s 2050 net zero emissions target.

Consider.

• Three batteries would on my calculations give a hundred mile range.
• Would a train with no diesel engines mean that fuel tanks, radiators and other gubbins could be removed and more or large batteries could be added.
• Could smaller batteries be added to the two driving cars?
• By 2030, let alone 2040, battery energy density will have increased.

I suspect that one way or another these trains could have a range on battery power of between 130 and 140 miles.

This would certainly be handy in Scotland for the two routes to the North.

• Haymarket and Aberdeen, which is 130 miles without electrification.
• Stirling and Inverness, which is 111 miles without electrification, if the current wires are extended from Stirling to Perth, which is being considered by the Scottish Government.

The various sections of the London Paddington to Penzance route are as follows.

• Paddington and Newbury – 53 miles – electrified
• Newbury and Taunton – 90 miles – not electrified
• Taunton and Exeter – 31 miles – not electrified
• Exeter and Plymouth – 52 miles – not electrified
• Plymouth and Penzance – 79 miles – not electrified

The total length of the section without electrification between Penzance and Newbury  is a distance of 252 miles.

This means that the train will need a battery charge en route.

I think there are three possibilities.

• Trains can take up to seven minutes for a stop at Plymouth. As London and Plymouth trains will need to recharge at Plymouth before returning to London, Plymouth station could be fitted with comprehensive recharge facilities for all trains passing through. Perhaps the ideal solution would be to electrify all lines and platforms at Plymouth.
• Between Taunton and Exeter, the rail line runs alongside the M5 motorway. This would surely be an ideal section to electrify, as it would enable battery electric trains to run between Exeter and both Newbury and Bristol.
• As some trains terminate at Exeter, there would probably need to be charging facilities there.

I believe that the date of the late 2040s is being overly pessimistic.

I suspect that by 2040 we’ll be seeing trains between London and Aberdeen, Inverness and Penzance doing the trips without a drop of diesel.

But Hitachi are making a promise of London and Penzance by zero-carbon trains, by the late-2040s, because they know they can keep it.

And Passengers and the Government won’t mind the trains being early!

Conclusion

This could be a very useful train to add to Hitachi’s product line.

 

 

 

March 9, 2021 Posted by AnonW | Transport/Travel | Battery-Electric Trains, Bedwyn Station, Class 387 Train, Class 395 Train, Class 700 Train, Class 755 Train, Class 802 Train, Didcot Parkway Station, Digswell Viaduct, East Coast Main Line, East Midlands Railway, ERTMS, Eversholt Rail Group, Great Western Main Line, Great Western Railway, Hasting Station, High Speed One, High Speed Two, Hitachi Intercity Tri-Mode Battery Train, Hitachi Regional Battery Train, Hyperdrive Innovation, JCB, King's Lynn Station, Kings Cross Station, LNER, Marshlink Line, Midland Main Line, Northern Rail, Norwich Station, Oxford Station, Paddington Station, Southeastern, West Coast Main Line, West Midlands Trains | 1 Comment