Electrification – The Baldrick Way
Electrification In England
There are two major electrification projects underway in England at the moment; the Midland Main Line to Sheffield and Nottingham and the TransPennine Upgrade between Church Fenton and Stalybridge via Leeds and Huddersfield.
In addition, there are other important routes, that need to be electrified around the UK.
- Edinburgh and Aberdeen
- Crewe and Holyhead
- Newbury and Taunton
- Cardiff and Fishguard
- Bristol and Penzance
- Peterborough and Birmingham
- Peterborough and Doncaster via Lincoln
- Felixstowe and Peterborough
There must be loads of other important routes.
Do We Need Electrification Or A Zero-Carbon Railway?
A zero-carbon Railway is probably sufficient, as that would include traditional electrification.
Are The Electrification On The Midland Main Line And The TransPennine Upgrade Working To Similar Objectives?
The Midland Main Line carries the following services.
- Long distance expresses between London St. Pancras and Derby, Nottingham and Sheffield, which will be run in the future, by Hitachi bi-mode express trains.
- Local suburban electrics between London St. Pancras and Bedford and Corby.
- A variety of heavy freight trains between Chesterfield and London.
- Various regional services run by diesel multiple units.
The Midland Main Line is a typical mixed railway.
It is electrified between London St. Pancras and Wigston Junction, which is a total of 95.3 miles.
Sheffield is a further 69.4 miles from Wigston and Nottingham is just 31.1 miles.
The maximum range needed by a battery-electric train is 69.4 miles.
The TransPennine Route carries the following services.
- Long distance expresses between Liverpool and Newcastle and Hull via Manchester, Huddersfield, Bradford and Leeds, which are run by Hitachi bi-mode express trains and diesel multiple units.
- Local suburban electrics around Liverpool, Manchester and Leeds
- A variety of heavy freight trains along the route.
- Various regional services run by diesel multiple units.
The TransPennine Route is another typical mixed railway and carries a similar traffic mix to the Midland Main Line.
Much of the TransPennine Route is electrified, with these exceptions.
- Cleethorpes and Doncaster 52.1 miles
- Doncaster and Manchester Piccadilly – 61.2 miles
- Manchester United FC and Liverpool South Parkway – 26.2 miles
- Hull and Leeds – 51.8 miles
- Redcar and Northallerton – 28.1 miles
- Scarborough and York – 42.1 miles
- Stalybridge and Church Fenton – 50 miles
The maximum range needed by a battery-electric train is 61.2 miles.
This brief analysis indicates to me, that Hitachi battery-electric bi-modes with a range of eighty miles on batteries and charging at selective stations like Cleethorpes, Hull, Nottingham, Redcar, Scarborough and Sheffield could run electric high speed trains on both the Midland Main Line and the TransPennine Route with very little extra infrastructure.
I asked Google AI what is the range of a Class 802 train on batteries and received this reply.
A Class 802 train converted for a battery-electric trial, known as BEMU, has demonstrated the capability to run up to 60 miles (approximately 97 km) on batteries in a trial setting, with real-world data suggesting potential future trains could achieve a range of 100 to 150 km (62 to 93 miles). This technology is intended to allow these trains to cover non-electrified sections of track, reducing the need for overhead wires and potentially saving on electrification costs for intercity routes.
In What Will Be The Range Of A Hitachi Class 800 Battery Train?, I came to this conclusion.
The first version of the battery-electric train will have a range of around a hundred miles, so that they can handle the Great Northern and Great Eastern Joint Line diversion, which is 93.7 miles, on battery power.
But fairly soon after introduction into service, I will be very surprised if they don’t claim the Guinness world record by running farther than the Stadler FLIRT Akku’s 139 miles.
No-one likes being second!
The 93.7 miles needed for the East Coast Main Line diversion via the Great Northern and Great Eastern Joint Line through Lincoln will be more than enough range for Hitachi’s battery-electric trains to run the full length of both the Midland Main Line and the TransPennine Route.
Electrifying A Route
I think that Network Rail have identified an efficient way to electrify an express route.
You start by doing these actions.
- Get the track layout right, so that trains can use the route at the optimal speed.
- Update the signalling to a high standard. I suspect digital signalling would be a good idea, to maximise the capacity of a route.
- Make sure, that the chosen battery-electric express trains can handle the route.
- Charging stations would be installed as required.
The battery-electric trains would be introduced as soon as the route is ready.
Hopefully with good project management, there would be the following benefits compared to traditional electrification.
- Difficult sections like tunnels could be left without electrification.
- Fewer bridges would need to be demolished and rebuilt.
- There would be less disruption to local residents.
- Siemens have developed a Rail Charging Converter, which connects to the domestic rather than the National Grid, so is easier to install.
But the big benefit is that new electric trains could probably be introduced earlier, which hopefully should increase ridership and revenue.
Once the expresses were working well, the best way to decarbonise the rest of the services on the route can be ascertained and actioned.
South Eastern Railway Deploys IsoMat Thermal Technology To Keep Trains On The Tonbridge To Hastings Line Running In Hot Weather
The title of this post, is the same as that of this news item on the Network Rail web site.
This is the sub-heading.
A new type of technology is being trialled on the Tonbridge to Hastings railway line to help keep trains running in hotter weather, and more reliable journeys for passengers and freight customers.
These two paragraphs add more details.
The South Eastern Railway has partnered with UK green tech start-up Flint Engineering to combat excessive heat in railway signalling cabinets that can exceed 70°C, with a new patented system that requires no power, maintenance, or internal cabinet modifications, and can be installed in under an hour.
Flint’s innovative IsoMat technology delivers peak temperature reductions of over 21%, on the hottest days, transferring thermal energy thousands of times more efficiently than copper or aluminium alone.
This is one of those ideas, that could be filed under Too Good To Be True.
This picture shows the device in operation.
I can see this device having many uses, in the most surprising places.
The Anonymous Widower 