Gilkes Reveals 900MW Scottish Pumped Storage Plan
The title of this post, is the same as that of this article on renews.biz.
This is the sub-heading.
Earba project would be ‘largest in the UK’ in terms of energy stored
And this is the introductory paragraph.
Gilkes Energy has unveiled scoping plans for its 900MW Earba Pumped Storage Hydro Project in Scotland.
These are a few more details.
- It will have a capacity of 33 GWh.
- Loch a’ Bhealaich Leamhain is proposed to be the upper reservoir.
- Lochan na h-Earba is proposed to be the lower reservoir.
- There will be a three kilometre tunnel between the reservoirs.
- The 900 MW power station will be on the shore of Loch Earba.
- Construction is expected to take between 3 and 4 years.
This Google Map shows the location of the site.
And this Google Map shows the site.
Note.
- Lochan na h-Earba, which will be the lower reservoir is clearly marked, in the North-West corner of the map.
- Loch a’ Bhealaich Leamhain, which will be the upper reservoir is in the South-East corner of the map.
- Much of Loch a’ Bhealaich Leamhain appears to be frozen, with only a small triangular area of water visible.
- There doesn’t seem to be too many roads.
- There is a detailed map on the Earba Storage web site.
This looks like it could be extreme construction, at it’s most extreme.
Conclusion
With a power output of 900 MW and a storage capacity of 33 GWh, this pumped storage hydroelectric power station will have the largest storage capacity of any energy storage in the UK.
Is Liverpool Going To Get High Speed One-Point-Five?
Some of the best train journeys, I’ve ever had were not on high speed trains on specially-built tracks.
- The Thunder of Three-Thousand Three-Hundred Horses is from the early 1970s and describes a trip back from Darlington behind a Class 55 locomotive or Deltic.
- Norwich-In-Ninety Is A Lot More Than Passengers Think! describes a trip from London to Norwich and back, in the early days of the Norwich-in-Ninety timetable behind a Class 90 locomotive.
- I could add a journey on an InterCity 125 from London to Plymouth, which was running nearly thirty minutes late at Newbury, but was on time at Exeter.
The connection between these stories, was that all had a superb biological control system in the cab, who with help from the signallers was able to keep to a difficult schedule or make up time.
Last year, I made several journeys between Euston and Liverpool Lime Street. A couple of the journeys were unusual in that we arrived at our destination around six or more minutes early.
I suspect, that Avanti West Coast were experimenting to make sure that they get the new two trains per hour (tph) for the route perfect.
In Avanti West Coast Looks To Recover, I said this about Euston and Liverpool Lime Street services.
A paragraph talks about the second hourly service between London and Liverpool.
Avanti still has ambitions to introduce a second hourly service between Euston and Liverpool, but when this will come in will depend on demand recovery.
Consider.
- If would be desirable if some or all trains running on the route could achieve a timing of two hours between London and Liverpool.
- It is felt that the second service should stop at Liverpool South Parkway station, where the platforms are too short for eleven-car Class 390 trains.
- Avanti have stated they would like more stops in the Trent Valley, especially at Nuneaton, where they would connect to services to the East Midlands.
- Nuneaton is almost exactly halfway between London and Liverpool.
- Running two tph with Class 807 trains would need nine trains and Avanti have only ordered ten in total.
I believe that a practical timetable like this could work.
- Class 390 train – one tph – Non-stop or perhaps a single stop in the Midlands – Under two hours
- Class 807 train – one tph – Stopping at Nuneaton, Stafford, Crewe, Runcorn and Liverpool South Parkway – Current time or better
An hourly service between London and Liverpool in under two hours would surely be a passenger magnet.
So what is possible?
I found this service on Real Time Trains, which ran on the 16th February 2023.
- Scheduled to leave Liverpool Lime Street at 0943, but left at 1012 or 29 minutes late.
- Train did a ninety second unadvertised stop at Liverpool South Parkway. Now running 26 minutes late.
- There was a two minute stop at Runcorn and a four-minute stop at Crewe. Now running 25 minutes late
- There was a one-minute stop at Milton Keynes. Now running 20 minutes late.
- The train arrived in London Euston at 1220 or 16 minutes late.
Note.
- Liverpool Lime Street and London Euston took 2 hours and 8 minutes.
- As Liverpool Lime Street and London Euston is a distance of 193.6, a 128 minute journey is an average speed of 90.7 mph
- Liverpool Lime Street and Crewe took 32 minutes with two stops.
- Crewe and London Euston took 1 hour and 32 minutes with one stop.
- In West Coast Main Line Electro-Diesels On Test, I found that a Glasgow and London train took 1 hour and 28 minutes between Crewe and London Euston.
- All services last week had the unadvertised stop at Liverpool South Parkway
What can be deduced from these figures?
- If the Crewe stop were to be cut out, two hours and four minutes could certainly be possible between Liverpool Lime Street and London Euston with a Class 390 train.
- I also suspect that if the train were to be run non-stop, that the other four minutes could be saved.
So will Avanti West Coast run the current service using new Class 807 trains, with the extra stop at Liverpool South Parkway and perhaps other stations and the additional hourly train with a non-stop nine-car Class 390 train?
This way of delivering a two tph service would mean.
- Runcorn, Crewe and Milton Keynes would not lose any of their current fast services to and from Liverpool Lime Street and London Euston.
- Liverpool South Parkway station is probably a more convenient location for some passengers going to and from the South. It would gain an hourly service to London Euston.
- There will be an additional 77% of seats between Liverpool Lime Street and London Euston.
- Passengers who don’t like tilting trains could use the Class 807 trains.
- One tph would be timed for two hours or under and would be a marketing man’s dream.
No train would be slower than the current services.
Improvements To The Non-Stop Class 390 Train Service
I earlier said.
As Liverpool Lime Street and London Euston is a distance of 193.6, a 128 minute journey is an average speed of 90.7 mph.
An average speed of 90.7 mph, doesn’t seem fast for a Class 390 train with an operating speed of 125 mph or 140 mph under full ERTMS digital signalling.
These are some times for a selection of average speeds between Liverpool Lime Street and London Euston.
- 90 mph – 2 hours 9 minutes
- 100 mph – 1 hour 56 minutes
- 110 mph – 1 hour 46 minutes
- 120 mph – 1 hour 37 minutes
- 125 mph – 1 hour 33 minutes
- 130 mph – 1 hour 29 minutes
- 135 mph – 1 hour 26 minutes
- 140 mph – 1 hour 23 minutes
Note.
- Average speeds of upwards of 130 mph are unlikely, but I’ve added them to show that the train speed is less important than the speed of the track.
- High Speed Two’s planned time between Liverpool Lime Street and London Euston is 1 hour and 32 minutes.
But I do think times of around 1 hour and 35 minutes should be possible for non-stop Class 390 trains between Liverpool Lime Street and London Euston with an improved track and full ERTMS digital signalling.
Improvements To The Stopping Class 807 Train Service
As the track of the West Coast Main Line is improved with better track and full ERTMS digital signalling, this will also benefit the times of the stopping service run by the new Class 807 trains.
The Class 807 train with its lighter weight will have better acceleration than the current Class 390 trains. This will mean, that they will not be slowed as much, when they stop.
It may be possible to add extra stops at places like Watford Junction, Nuneaton and Stafford and still time the train for a few minutes over two hours.
Avanti West Coast Looks To Recover, is a post, that I wrote based on an interview in Modern Railways with Phil Whittingham, who is MD of Avanti West Coast.
There is a lot of talk in the article about.
- Using Nuneaton to connect the North West and the East Midlands.
- The acceleration of the Class 807 trains.
- Improving the Customer Service.
I think that Liverpool will find it is connected to more of the country on services with just a single change.
Conclusion
Liverpool is getting greater connectivity to the Midlands and the South-East of England, with times, that could be improved to be comparable with High Speed Two.
GWR And Vivarail
This is an attempt to make some sense about what is happening between GWR and the assets of Vivarail.
These are some random thoughts.
Ongoing Maintenance Of Existing Trains
Currently, there are four operators in the UK, with various types of Vivarail‘s Class 230 trains.
- Great Western Railway – 1 – Infrastructure under construction for trial on the Greenford Branch.
- Island Line – 5 – In operation.
- Transport for Wales – 5 – Undergoing testing prior to entering service.
- West Midlands Trains – 3 – Withdrawn from service indefinitely in December 2022.
Note.
- West Midlands Trains withdrew the trains because of uncertainty about the servicing of the trains.
- West Midlands Trains are getting complaints about the bus replacement service.
- All operators will probably need assistance to service the trains.
- Great Western Railway and Island Line are First Group companies.
Could First Group have got in first, so they can protect their interests with a professional Vivarail train maintenance organisation?
Mark Hopwood
In Special Train Offers A Strong Case For Reopening Fawley Line, I said this.
This is another quote from the Rail Magazine article.
However, SWR’s Mark Hopwood favours a much bolder plan. “We’d have to take a decision, once we knew the line was going ahead. But my personal belief is that we should be looking for a modern environmentally-friendly train that can use third-rail electricity between Southampton and Totton and maybe operate on batteries down the branch line.”
Pressed on whether that would mean Vivarail-converted former-London Underground stock, Hopwood adds. “It could be. Or it could be a conversion of our own Class 456, which will be replaced by new rolling stock very shortly. But I don’t think this is the time to use old diesels.
Mark Hopwood is now the Managing Director of Great Western Railway and he seems to be in favour of battery-electric trains. I agree totally with his statement about old diesels.
Mark Hopwood And The Cholsey And Wallingford Branch
According to LinkedIn, Mark Hopwood is also the President at the Cholsey and Wallingford Railway
- This is a two-and-a-half mile long standard gauge heritage railway.
- It used to be a branch line, that served the town of Wallingford.
- It connects to the Great Western Main Line in a bay platform at Cholsey station.
- Wallingford station has now been demolished.
- The heritage railway uses a new site on the south side of St. Johns Road.
This map from OpenRailwayMap shows the branch line.
Note.
- Cholsey station and the Great Western Main Line is in the South-Western corner of the map.
- The current Wallingford station is in the North-Eastern corner.
- The Cholsey and Wallingford Railway is shown in yellow.
This Google Map shows Cholsey station.
Note.
- There are four through platforms for Great Western Railway services.
- Platforms 1 and 2 for the fast services are on the Western side.
- Platforms 3 and 4 for the slow services are on the Eastern side.
- Bay Platform 5 is tucked in the North-East corner of the station and is the terminus for services on the Cholsey and Wallingford Railway.
- There are only 55 parking spaces.
Is the number of parking spaces sufficient for the station, if a lot of passengers drive from Wallingford?
Could a commercial service run between Cholsey and Wallingford?
Consider.
- Wallingford is a town of nearly twelve thousand people.
- Cholsey station has two trains per hour (tph) between Paddington and Didcot Parkway stations, with extra services between Oxford and Reading stations in the Peaks.
- There is only limited parking at Cholsey station.
- Most GWR branch lines are run by an hourly service.
- I feel that two-car battery-electric train could provide one or two tph on the branch.
- Charging would probably be needed at only one end of the branch line.
- As all the through lines at Cholsey station are electrified with 25 KVAC overhead wires, I suspect that charging would be provided at that station.
A two-car battery-electric train could probably provide a commercial service on this branch, if the Cholsey and Wallingford Railway wanted a revenue stream.
First Group Services That Could Be Run By Battery-Electric Trains
These Great Western Railway and South Western Railway services might be suitable for battery-electric services.
- Newbury and Bedwyn – Newbury is electrified.
- West Ealing and Greenford – West Ealing is electrified.
- Slough and Windsor and Eton Central – Slough is electrified.
- Maidenhead and Marlow – Maidenhead is electrified.
- Twyford and Henley-on-Thames – Twyford is electrified.
- Reading and Gatwick Airport – Partially electrified.
- Reading and Redhill – Partially electrified.
- Reading and Basingstoke – Partially electrified.
- Didcot Parkway and Oxford – Didcot Parkway is electrified.
- Weston-super-Mare and Severn Beach – No electrification.
- Bristol Temple Meads and Avonmouth – No electrification.
- Bristol Temple Meads and Filton Abbey Wood – No electrification.
- Bristol Temple Meads and Portishead – Proposed – No electrification.
- Swindon and Westbury – Swindon is electrified.
- Exmouth and Paignton – No electrification.
- Exeter Central and Okehampton – No electrification.
- Exeter Central and Barnstaple – No electrification.
- Plymouth and Gunnislake – No electrification.
- Liskeard and Looe – No electrification.
- Par and Newquay – No electrification.
- Truro and Falmouth Docks – No electrification.
- St. Erth and St. Ives- No electrification.
- Romsey and Salisbury – Partially electrified.
- Southampton Central and Fawley – Proposed – Partially electrified.
Note.
- Most services are one or two tph or less.
- Reading and Basingstoke, Didcot Parkway and Oxford, Exmouth and Paignton, and Romsey and Salisbury are 2 tph.
- I have included the proposed Bristol Temple Meads and Portishead and Southampton Central and Fawley services.
- All electrification is 25 KVAC overhead except for the North Downs Line between Reading and Gatwick Airport via Redhill, and Romsey and Salisbury, which are 750 VDC third rail.
There are a total of 24 services. As each 2 tph service will need two trains and the North Downs services probably six, a rough calculation, indicates there would need to be a minimum of over thirty trains, to convert all these services to battery-electric operation.
This simple analysis makes Mark Hopwood’s enthusiasm, that I quoted earlier understandable.
The Requirement For First Group Battery-Electric Trains
Consider.
- Most of the services can accommodate three or four-car trains.
- A few services can only be run with two-car trains.
- Some services will need running with 25 KVAC overhead electrification for operation or deploying to and from the depot.
- Some services will need running with 750 VDC third-rail electrification for operation or deploying to and from the depot.
- A modern interior with or without a fully-accessible toilet is needed.
- Ability to recharge in a platform fitted with electrification or a charging system in under ten minutes.
- A reasonable cruising speed where electrification is needed for deployment.
This suggests to me, that two train types will be needed.
- A Vivarail-style two-car train for branches like West Ealing and Greenford and Southampton Central and Fawley.
- A three- or four-car dual-voltage electric multiple unit, based on something like an Alstom Aventra, a Bombardier Electrostar or a British Rail-era Class 321 train.
The Class 321 train could be ideal.
- It is a 100 mph train.
- It is a four-car train, that can be shortened to three-cars.
- Versions are available for both 25 KVAC overhead and 750 VDC third-rail electrification.
- Some have been converted to a modern Renatus interior, with a fully-accessible toilet.
- Greater Anglia have run Class 321 Renatus trains between London and Norwich.
- The Class 321 Renatus trains are fitted with a modern AC-based traction system.
- Eversholt Rail and Vivarail were working on a Class 321 BEMU, which I wrote about in Eversholt Rail And Vivarail To Develop Class 321 BEMU.
- Other operators like Northern, Scotrail and Transport for Wales might like a Class 321 BEMU.
Could First Group convert the Class 321 trains?
In What Train Is This?, I talk about a refurbishment of a GWR Class 150 train, that was one of the best I’ve seen.
I suspect that First Group could do the conversion, with a little help from their friends, like Wabtec and the ex-Vivarail employees, that they’ve hired.
Could The Class 387 Trains Be Converted To Battery-Electric Operation?
It was in February 2015, that I wrote Is The Battery Electric Multiple Unit (BEMU) A Big Innovation In Train Design?, after a ride in public service on Bombardier’s test battery-electric train based on a Class 379 train.
The Class 387 and Class 379 trains are very similar and with Vivarail’s battery and charging expertise, I believe that both Class 379 and Class 387 trains could be converted into modern four-car battery-electric trains.
- They would have a 100 mph or possibly a 110 mph operating speed, so could work routes like the Great Western Main Line amongst the thundering herds of Hitachis.
- The interiors would be suitable for longer routes like Cardiff Central and Exeter or Waterloo and Exeter via Salisbury.
- Great Western Railway have 33 Class 387 trains.
- Thirty Class 379 trains are wasting space in sidings.
I believe that with modern battery technology, these trains could have a battery range in excess of ninety miles.
This would enable services like Cardiff Central and Exeter St. Davids and Exeter St. Davids and Salisbury.
With judicious use of charging stations in stations like Bristol Temple Meads, Exeter St. Davids and Salisbury, all First Group main line services, that are not run by the Hitachi trains could be converted to battery-electric operation.
Conclusion
I believe a well-thought out plan is emerging.
Amazon Finances First-Ever Commercial-Scale Seaweed Farm Located Between Offshore Wind Turbines
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Multinational technology company Amazon is funding the world’s first commercial-scale seaweed farm located between offshore wind turbines
This paragraph details the project.
The North Sea Farm 1 will be located in a wind farm off the coast of the Netherlands, designed to test and improve methods of seaweed farming, while researching the potential of seaweed to sequester carbon.
Seaweed is all the rage at the moment, since Notpla won Prince William’s Earthshot Prize, with their packaging made from seaweed.
It sounds to me, that as Amazon probably create more need for packaging, than any company in the world, there could be an almighty coming together, which will create a lot of environmentally-friendly ideas.
GWR Takes Over Battery Train Project
The title of this post, is the same as that of this article on Rail News.
This paragraph outlines the takeover.
Great Western Railway has bought equipment from battery train manufacturer Vivarail, which went into administration in December. The purchase has included rolling stock, FastCharge systems and other items. Nine former Vivarail staff have also joined GWR, as it continues to prepare for using a battery unit on the West Ealing to Greenford branch. GWR engineering director Simon Green said: ‘There have clearly been some setbacks that mean we will need to review the existing plans and timescales, but we will continue to work with Network Rail and the Department for Transport to get the project back on track.’
This sounds a very sensible action to me.
- GWR take control of the West Ealing project.
- GWR’s sister company; South Western Railway, probably will get the support they need for the Vivarail trains on the Island Line.
- It may lead to First Group companies using more Vivarail trains on other lines.
I also suspect the deal will mean that the remains of Vivarail has more of a future and someone will buy it, to continue development.
The original press release is on the First Group web site and it is entitled Fast-Charging Battery Trial To Resume After GWR Agrees Deal To Purchase Vivarail Assets.
Partnership To Develop North American Battery Train
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
A contract for the development and testing of a battery multiple-unit for the North American market based on Stadler’s Flirt Akku design for Europe has been signed by the Swiss manufacturer, Utah State University and the Advancing Sustainability through Powered Infrastructure for Roadway Electrification engineering research centre.
After my recent visit to Liverpool, after which I wrote Riding In A Train Designed To Run On Battery Power, I am certainly of the belief that Stadler know where they are going.
West Coast Main Line Electro-Diesels On Test
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
The first two of 13 Hitachi Class 805 electro-diesel trainsets ordered for Avanti West Coast services are undergoing testing on the West Coast Main Line ahead of entry into service later this year.
These Class 805 trains will go to places like Chester, Bangor and Holyhead via Crewe.
It is interesting to look at various Crewe to London Euston services this morning.
- 0740 – Class 390 train – From Liverpool – One Stop – 1 hour 40 minutes
- 0755 – Class 221 train – From Holyhead – One Stop – 1 hour 40 minutes
- 0832 – Class 390 train – From Manchester – One Stop – 1 hour 37 minutes
- 0844 – Class 390 train – From Glasgow – 1 hour 28 minutes
Note.
- The first field is the four-figure time that the train left Crewe.
- The last field is the journey time between Crewe to London Euston.
- The Class 390 and 805 trains will use electricity to run between Crewe and London Euston, whereas the Class 221 train will use diesel.
- Crewe and London Euston is 158 miles.
- The Glasgow train covers the 158 miles at an average speed of 107.7 mph.
I have some thoughts.
What Will Be The Time For A Class 805 Train Between Crewe And London Euston?
Consider.
- From Crewe, the Class 805 train will be using the electrification to London Euston.
- The Class 390 train can tilt, whereas the Class 805 train can’t!
- The Class 805 train is at least three tonnes lighter per car, than the Class 390 train.
- The lighter weight and possibly more power of the Class 805 trains, will give better acceleration.
- There is twenty-one years of difference in the build dates of the two trains. In that time, I also suspect that Network Rail have improved the track between Crewe and London Euston.
- Norton Bridge junction has been improved to avoid conflicts.
- It would be very convenient for Avanti West Coast and Network Rail, if the performance under electrification of the two trains were similar.
For these reasons, I believe that the performance of a non-stop Crewe And London Euston service using a Class 805 train will be such that it can match that of a Class 390 train.
I would also expect that with a similar stopping pattern between Crewe And London Euston, there would be little to choose between the two trains.
I can see with its better acceleration and lighter weight that the time between Crewe and London Euston will be perhaps a dozen minutes faster than the current time.
Using the electrification will also save a lot of diesel fuel with all its emissions.
Along The North Wales Coast Line
Consider.
- Crewe and Holyhead is 105.5 miles and takes two hours and two minutes in a typical service.
- These figures give an average speed of 52 mph.
- There are six stops, which are scheduled to take a total of ten minutes.
- About half the North Wales Coast Line has a maximum operating speed of 90 mph, but through Chester, Llandudno Junction and West of Bangor, the operating speed is 75 mph or less.
I am fairly sure, that with both the current Class 221 trains and the new Class 805 trains, it will be the track, rather than the train that determines the average speed.
It would therefore appear that if the average speed can be raised by track improvements these time savings could be achieved.
- 60 mph – 105.5 mins – 16.5 mins
- 70 mph – 90 mins – 32.5 mins
- 80 mph – 79 mins – 43 mins
- 90 mph – 70 mins – 52 mins
- 100 mph – 63 mins – 59 mins
- 110 mph – 58 mins – 64 mins
- 120 mph – 53 mins – 69 mins
- 130 mph – 49 mins – 73 mins
- 140 mph – 45 mins – 77 mins
Note.
- The first column is the average speed.
- The second column is the time between Holyhead and Crewe.
- The third column is the saving.
- I suspect that 90 or 100 mph would be the highest possible practical average speed.
- Trains average 100 mph on several long sections of the Great Eastern Main Line.
- I put in the higher speeds to show what is possible, if the North Wales Coast Line were to be converted into a 140 mph electrified line with digital signalling.
Even at these relatively slow speeds compared to High Speed Two, there are considerable time savings to be made, just by improving the tracks.
Incidentally, High Speed Two is quoted in Wikipedia as aiming for a Crewe and London Euston time of 56 minutes, so by averaging 100 mph between Crewe and Holyhead, London Euston and Holyhead could be under two hours.
Batteries And Class 805 Trains
I wouldn’t be surprised that soon after the Class 805 trains are delivered, they could be converted to a version of Hitachi’s Intercity Tri-Mode Battery Train, the specification of which is shown in this Hitachi infographic.
Note.
- I suspect that the batteries will be used to handle regenerative braking on lines without electrification, which will save diesel fuel and carbon emissions.
- The trains accelerate faster, than those they replace.
- The claimed fuel and carbon saving is twenty percent.
- It is intended that these trains will be introduced in 2023.
But Hitachi have not given any predictions of the range of these trains on battery power alone.
However, they do claim a battery range of 56 miles for the Hitachi Regional Battery Train, which is based on similar technology.
These trains could help in speeding the stops between Crewe and Holyhead.
- Batteries would be charged at Holyhead and on the electrification to the South of Crewe.
- At each stop, trains would use a proportion of the power in the battery to accelerate faster and save fuel and cut emissions.
- Battery power would be used in stations for train hotel power.
- Westbound trains would arrive in Holyhead and Southbound trains would arrive in Crewe, with not much power in the battery.
I suspect that, whether diesel or battery power is used, will be controlled by a sophisticated computerised control system.
Electrification Along The North Wales Coast Line
I think this will eventually happen to allow High Speed Two Classic-Compatible trains to run to Chester and along the North Wales Coast Line to Llandudno, Bangor and Holyhead.
But there is no benefit to be gained in electrifying until higher speeds are possible, after track improvements.
I believe these times will be possible with track improvements and the opening of High Speed Two.
- Holyhead and Crewe – Class 805 train and 80 mph average – 79 mins
- Holyhead and Crewe – Class 805 train and 90 mph average – 70 mins
- Holyhead and Crewe – High Speed Two Classic-Compatible train, electrification and 100 mph average – 63 mins
- Crewe and London Euston – Class 805 train – 80 mins
- Crewe and London Euston – High Speed Two Classic-Compatible train – 56 mins
Note, electrification will be needed, to run High Speed Two Classic-Compatible trains along the North Wales Coast Line.
I am confident that these times will be possible.
- Holyhead and London Euston – Class 805 train and 90 mph average along the coast – 2 hours 30 mins
- Holyhead and London Euston – High Speed Two Classic-Compatible train and 100 mph average along the coast – 2 hours
The current time between Holyhead and London Euston is over three hours 45 minutes.
Conclusion
These trains will certainly speed up trains to North Wales.
Reopening Of Abandoned Merseyside Railway Under Consideration
The title of this post, is the same as that of this article on New Civil Engineer.
This is the sub-heading.
St Helens Borough Council is investigating the possibility of reopening part of the abandoned St Helens and Runcorn Gap railway in Merseyside.
This map from OpenRailwayMap shows the section of railway that will be reopened.
Note.
- The line runs between St. Helens Central and St. Helens Junction stations.
- St. Helens Central is in the North-West corner of the map and is marked by a blue arrow.
- St. Helens Junction station is in the South-East corner of the map.
- Both stations have two tracks and two platforms.
- St. Helens Central appears to have full disabled access,
- Both stations are electrified.
- It appears, that the route is still viable, but the track is not intact.
I have a few thoughts.
St. Helens Junction Station
This Google Map shows St. Helens Junction station.
Note.
- There are two platforms.
- Platform 1 is the Northern platform and trains go East.
- Platform 2 is the Southern platform and trains go to Liverpool Lime Street.
- There appears to be a footbridge at the Eastern end.
- Trains from the new route from St. Helens Central station would approach from and leave to the South-West.
- In a typical hour, between five and eight trains per hour (tph) go through the station in both directions on the main line.
I feel that a bay platform would need to be built at the station to handle the proposed service at St. Helens Junction station. But it would be able to handle four tph.
St. Helens Central Station
This Google Map shows St. Helens Central station.
Note.
- There are two platforms.
- Platform 1 is the Western platform and trains go to Wigan North Western.
- Platform 2 is the Eastern platform and trains go to Liverpool Lime Street.
- There appears to be a footbridge in the middle, with lifts.
- Trains from the new route from St. Helens Junction station would approach from and leave to the South-West.
- In a typical hour, between two and three tph go through the station in both directions on the main line.
It may be possible to run two tph on the route to St. Helens Junction station, by using the Southern end of Platform 2.
It would probably be able to handle two tph, by fitting in between the current services.
If a new bay platform were to be built at St. Helens Central four tph would be possible.
What Would Be The Frequency Of The Service?
Consider.
- As I said earlier, because of the current frequency of trains through St. Helens Junction station, I feel a dedicated bay platform will be needed at that station, which would probably handle four tph.
- Without building a dedicated bay platform, I doubt that St. Helens Central station could have more than two tph.
- Two tph on the new route, would fit well with the services through St. Helens Central station.
I believe that providing it gave sufficient capacity for the route, that two tph will be the frequency, as it only needs one bay platform at St. Helens Junction station to be built.
What Length Of Train Will Be Used?
As a bay platform will have to be built at St. Helens Junction station, this will probably determine the length of train.
I would build the bay platform to accept a three or four car train, as lengthening platforms is always a pain.
Looking at the map of St. Helens Junction station, I suspect that a four-car platform may be the longest possible.
What Type Of Train Should Be Used?
If you look at all the Beeching Reversal schemes, there isn’t one like this, where two electrified lines are connected by a short length of new railway, which in this case is only 3.5 km, according to the New Civil Engineer article.
Consider.
- A round trip is only 7 kilometres.
- I suspect each trip between the two stations will take no more than ten minutes.
- If the frequency is two tph, there will be plenty of time to turn a train at each end.
- All new routes opened on UK railways from now on, should have carbon-free traction.
For these reasons, I suspect that the route could be run by a battery-electric train, which is charged at one end.
Putting up a short length of overhead electrification in the new bay platform at St. Helens Junction, as the station is already electrified, would not be the most challenging of tasks.
Alternatively, the train could be charged, whilst it is waiting to return in St. Helens Central, using the existing overhead electrification.
Will There Be Any Intermediate Stations Between St. Helens Central And St. Helens Junction?
On the first map the station sites of two former stations are shown; Peasley Cross and Sutton Oak.
According to the Wikipedia entry for Sutton Oak station, there was quite an intensive service a hundred years ago.
Why shouldn’t they be rebuilt? Especially, if there are plans for housing or regeneration in the area.
Will Between St. Helens Central And St. Helens Junction Be Single Track?
This would still enable two tph, if the trains did a quick turn-round in the bay platform at St. Helens Junction.
But it would mean.
- Lower cost infrastructure.
- Simple tram-style intermediate stations.
- One train on line operation for safety.
I feel that it is highly likely the new route will be single-track.
Carr Mill Station
This map shows Merseyrail’s future plans.
Note the proposed new station at Carr Mill, which is North-East of St. Helens Central on the Liverpool and Wigan Line.
The Wikipedia entry for Carr Mill station, says this about a proposed new station.
Proposals to construct a new station to serve the expanding population have been suggested by Merseytravel but funding has yet to arrive. A new proposal to open a station was raised by Metro Mayor of the Liverpool City Region Steve Rotheram as part of his re-election plans in January 2020.
It should be noted, that a new Carr Mill station could be on the East Lancashire Road, so it might be a good place to create a Park-and-Ride station for Liverpool and St. Helens.
Perhaps if a bay platform were to be incorporated into the new Carr Mill station, it might be better to run a service between Carr Mill and St. Helens Junction.
- There would be two tph.
- Intermediate stops would be St. Helens Central, Peasley Cross and Sutton Oak.
- I estimate the distance would be about four miles of which 1.8 miles would be electrified.
- The trains would be charged on the electrified line between Carr Mill and St. Helens Central stations.
There would be no need to electrify the bay platform at St. Helens Junction
Should The Service Go All The Way To Wigan?
It must surely be a possibility to run the service between Wigan North Western and St. Helens Junction.
- There would be two tph.
- Intermediate stops would be Carr Mill, Bryn, Garswood, St. Helens Central, Peasley Cross and Sutton Oak.
- I estimate the distance would be about eleven miles of which nine miles would be electrified.
- The trains would be charged on the electrified line between Wigan North Western and St. Helens Central stations.
This would create an excellent connection to Wigan North Western for all the long distance trains to Scotland and the South.
Should The New Route Be Electrified?
Consider.
- St. Helens and Wigan North Western is a fully-electrified route.
- It is only 2.2 miles, which would probably be single track railway.
- As there is electrification at both ends of the new route, there would be no problem arranging power.
- It would remove the need for battery-electric trains.
I suspect that this is one that accountants will decide, as both battery-electric and electrification will work equally well!
What Trains Would Be Used?
If the route is electrified, any electric train of a suitable length could be used. I would argue, that the same class of train, as is used through the two St. Helens stations, should be used for operational and passenger convenience.
To maintain the operational and passenger convenience, if battery-electric trains are used, then Northern’s Class 331 trains and Merseyrail’s Class 777 trains come or will come in both electric and battery-electric versions.
Conclusion
This looks like a very sensible scheme.
Ballymena: Wrightbus To Develop Hydrogen Production Facility
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Wrightbus is planning to develop a green hydrogen production facility at its factory in Ballymena.
And these first three paragraphs outline the project.
The proposal is being made in partnership with a sister company, Hygen Energy.
Part of the Wrightbus business is the manufacturing of hydrogen-powered buses, some of which are operated by Translink.
The new facility would help create a reliable source of fuel for those buses and other hydrogen-powered vehicles.
It seems a well-designed project and it appears Hygen are building a similar facility in Bradford.
Some months ago, I had a drink in my house, with three senior London bus company executives.
One has had problems with electric buses, as getting the required power to charge a fleet in some Central London garages is not easy.
I showed them these figures, from the Wrightbus web site.
- A Wrightbus electric double-decker takes 2.5 hours to charge for a 200 mile range.
- A hydrogen double-decker takes 8 minutes to refuel with up to a 280 miles range.
They were impressed. Especially, as a typical duty for a bus in London is almost 200 miles. A hydrogen bus seemed to make a lot more sense.
So why isn’t London preparing for scores of hydrogen buses?
Ask the Mayor!
This Hydrogen Bus Will Take You And Your Car To Your Holiday Destination – Topgear
The title of this post, is the same as that of this article on Hydrogen Central.
The article details an interesting concept called Symone, from the French.
Looking at it, I suspect British Rail’s Motorail service was more efficient, as it had a larger capacity.
The Anonymous Widower 