Distributed Power Supplies Key To Rolls’ Earnings
The title of this post, is the same as that of this article on Diesel and Gas Turbine Worldwide.
Rolls Royce Power Systems is a German company, that is wholly-owned by Rolls-Royce, that makes power units for trains, ships and power standby systems.
- Despite the pandemic they have not been doing badly.
- Orders appear to have grown 19 % in the last year.
- Climate-friendly products are noted in the article as important for the future.
The company has formed a Sustainable Power Solutions business unit to handle this area.
One of their products recently made its debut in the UK and I wrote about it in First Passenger Journey In The UK With mtu Hybrid PowerPack.
All seemed to go well.
It does appear that one part of Rolls-Royce is on the way to recovery.
LNER To Serve Cleethorpes
Under the proposed new LNER timetable, which will start in May 2022, there will be a new train service between London Kings Cross and Cleethorpes.
According to this article on the Lincolnite, which is entitled Direct Cleethorpes To London Rail Link ‘Close’ To Getting Go Ahead, there will be one service per day.
It will leave Cleethorpes at 06:24 and Grimsby Town at 06:32 before arriving at King’s Cross at 09:25.
The return will leave King’s Cross at 16:10 and arrive in Grimsby Town at 19:05 and Cleethorpes at 19:20.
The August 2021 Edition of Modern Railways makes these points about the service.
- The larger Azuma fleet makes this extension possible.
- ,A more regular service would require additional trains.
- LNER is examining whether other intermediate stations east of Lincoln could be served.
I would have thought, that Market Rasen station could be a possibility for an intermediate stop.
I have a few thoughts.
Extra Services
This single service is ideal for though living in Lincolnshire, but it doesn’t suit those people, who perhaps need to go to the area from London for business or family reasons.
- Lincoln appears to get around five or six trains per day in each direction to and from King’s Cross.
- Services are roughly one train per two hours.
- I suspect the Lincoln service can be run by a single train, that shuttles between King’s Cross and Lincoln stations.
I believe, that Cleethorpes needs at least a pair of services to and from London, so that travellers can spend a day in North-East Lincolnshire.
- This would probably need more trains.
- Services would go via Lincoln and Lincoln may get extra services to London.
- Selected services could stop at intermediate stations, like Market Rasen.
There are surely possibilities for a integrated timetable between King’s Cross and Lincoln, Market Rasen, Grimsby Town and Cleethorpes.
Battery-Electric Operation
Consider.
- LNER’s Class 800 trains are prime candidates for conversion to Hitachi Intercity Tri-Mode Battery Trains, so they can run away from the overhead wires of the East Coast Main Line to places like Lincoln, by the use of battery power.
- These battery trains could charge using the electrification between King’s Cross and Newark North Gate stations.
- The distance between Lincoln Central station and the East Coast Main Line is 16.6 miles.
- In Plans To Introduce Battery Powered Trains In Scotland, I quote Hitachi, as saying they expect a sixty mile range for battery trains.
I am sure, that these trains would have sufficient range on battery to be able to work King’s Cross and Lincoln services without using diesel.
But could the Hitachi trains reach Cleethorpes with some well-positioned charging?
- The distance between Lincoln and Cleethorpes stations is 47.2 miles.
- In Solving The Electrification Conundrum, I describe Hitachi’s solution to running battery-electric trains, by using well-placed short lengths of 25 KVAC overhead electrification controlled by an intelligent power system.
With a range of sixty miles on batteries and charging at Lincoln and Cleethorpes stations, it would appear that battery electric operation of Class 800 trains between King’s Cross and Cleethorpes is a distinct possibility.
Lincoln Station
Lincoln station has three operational through platforms and I suspect all would need to be electrified, so that trains could be charged as they passed through.
These are distances from Lincoln station.
- Cleethorpes – 47.2 miles
- Doncaster – 36.9 miles
- Nottingham – 33.9 miles
- Peterborough – 56.9 miles
- Sheffield – 48.5 miles
It does appear that if Lincoln station were to be electrified, most services from the city could be run using battery-electric trains.
Cleethorpes Station
This picture shows Cleethorpes station with two TransPennine Express Class 185 trains in the station.
Note.
- The Class 185 trains are diesel, but could be replaced by Hitachi Class 802 trains, which could be converted to battery-electric operation.
- Cleethorpes and Doncaster are 52.1 miles apart, which could be in range of Hitachi’s battery-electric trains.
- It doesn’t look to be too challenging to electrify a couple of platforms to charge the battery-electric trains.
- Cleethorpes station could surely charge both the LNER and the TransPennine Express trains.
- The Cleethorpes and Barton-on-Humber service which is under fifty miles for a round trip could also be replaced with battery-electric trains.
Cleethorpes station could be totally served by battery-electric trains.
Battery-Electric Trains For Lincolnshire
At the present time, there is a surplus of good redundant electrical multiple units and the rolling stock leasing companies are looking for places where they can be used.
Porterbrook are already looking to convert their fleet of Class 350 trains to battery-electric operation and I am certain, that now that Hitachi and others have solved the charging problem, a lot more trains will be converted.
Most would appear to be four-car 100 mph trains, which will be very convenient and should fit most platforms.
Conclusion
Running battery-electric Class 800 trains to Lincoln, Grimsby Town and Cleethorpes could be the start of decarbonisation of Lincolnshire’s railways.
What would battery-electric trains do for the economy of Lincolnshire?
Is King’s Cross Station Ready For Parcel Trains?
In Is This The Shape Of Freight To Come?, I wrote about the converting of redundant electrical multiple units into 100 mph freight and parcel trains.
A couple of days ago, I was walking through Kings Cross station and took these pictures.
Note.
- The wide platforms.
- The gates in the ticket barriers to allow vehicles through.
- The passenger entrances line up with the gates in the ticket barriers.
It does look like everything is setup to efficiently get cargo between the trains and the road network outside.
A collateral benefit, is that access to the trains for passengers is step-free.
A Day Trip On East Coast Trains
Over the years, I’ve done plenty of day trips to Scotland.
In the days of Artemis, I would regularly go North to sort out a problem and since I’ve retired, I’ve gone North for various reasons.
Usually, now I take the sleeper and then come back on the last train. After all, if I fall asleep travelling to King’s Cross, I would hope I get chucked out by staff and can take a ten-minute taxi home.
But in a few weeks, there will be another practical way.
- Take the 05:45 from King’s Cross and arrive in Edinburgh at 10:10.
- The last train home leaves Edinburgh at 19:58 and arrives in London at 01:05 on the next day.
And all for a total fare of £50 courtesy of East Coast Trains.
There will also be corresponding trains that run in the opposite direction.
- Take the 06:14 from Edinburgh and arrive in King’s Cross at 10:51.
- The last train North leaves King’s Cross at 20:18 and arrives in Edinburgh at 00:46 on the next day.
Combining one of East Coast Train’s services with a sleeper must surely give some interesting possibilities.
East Kilbride Electrification Underway
The title of this post, is the same as that of this article on Modern Railways.
These are the last two paragraphs.
As well as electrification, improvements on the line will include an upgrade of East Kilbride station, relocation of Hairmyres station 600 metres to the west, platform extensions and accessibility upgrades. The aim is to provide a four trains per hour eight-car electric service at peak periods. A parallel project will cover electrification between Busby Junction and Barrhead.
The Scottish Government’s plan is to decarbonise its passenger rail services by 2035, chiefly through electrification. It has recently been confirmed that partial electrification of the Borders and Fife Circle routes will follow after the East Kilbride and Barrhead lines, with battery EMUs deployed on these lines.
Because partial electrification is mentioned, it looks like Scotland is getting serious about using battery-electric trains.
This map clipped from Wikipedia, shows the section of the Glasgow South Western Line, that includes Kilmarnock station and the branch to East Kilbride station.
The route North of Strathbungo continues to Glasgow Central station.
Which Sections Will Be Electrified?
I will take each of the sections in turn starting at the North.
Between Muirhouse South And Busby Junctions
This sentence is from the Modern Railways article.
Contractor SPL will commence on-site activities between Muirhouse South Junction and Busby Junction, including piling and construction steelwork foundations to support overhead masts.
On the map, Muirhouse South Junction is to the North of Stratbumgo and Busby junction is clearly marked and is where the East Kilbride branch joins the main line.
This section of new electrification is only around two miles long.
This article on Rail Technology Magazine is entitled Network Rail: Strathbungo Locals Vote For New Footbridge.
There have been many bridge replacements for electrification, but this surely must be one of the first, where local people have voted for their preferred design.
The only other bridges on this section appear to be two substantial road bridges, where with any luck, it should be possible to squeeze the wires underneath.
Between Busby Junction And Barrhead Station
The other section listed for electrification is between Busby junction and Barrhead station.
This second section is only around 3.7 miles long and there are only two overbridges, both of which look modern.
Taking the two sections of electrification together they total under twelve track-miles and they are in a continuous straight line
I doubt, that together, they are the one of the world’s most challenging railway electrification projects.
Busby Junction and East Kilbride Station
There is no specific information about electrification between Busby junction and East Kilbride station.
- The branch is 7.8 miles long.
- There are fifteen overbridges on the branch.
In Plans To Introduce Battery Powered Trains In Scotland, Hitachi are quoted as saying that their trains will do sixty miles on batteries.
This should be more than enough range to run services to East Kilbride on battery power.
Barrhead and Kilmarnock Stations
There is no specific information about electrification between Barrhead and Kilmarnock stations.
- The distance is 16.8 miles.
- There are eleven overbridges between the two stations.
It would appear that Hitachi’s quoted sixty mile range, would be sufficient to enable battery-electric trains to run between the electrification at Barrhead and Kilmarnock station.
Operation
The various services between Glasgow Central and East Kilbride and Kilmarnock stations will probably operate as follows.
- Glasgow Central To East Kilbride – Electrification for traction and battery charging to Crossmyloof station and then battery power.
- East Kilbride To Glasgow Central – Battery power and gravity to Crossmyloof station and then electrification.
- Glasgow Central To Barrhead – Electrification for traction all the way.
- Barrhead to Glasgow Central – Electrification for traction all the way.
- Glasgow Central To Kilmarnock – Electrification for traction and battery charging to Barrhead station and then battery power.
- East Kilbride To Glasgow Central – Battery power to Barrhead station and then electrification.
Note.
- All power changeovers could be arranged to take place in stations.
- Gravity can be used to assist trains from East Kilbride to Glasgow Central.
- Glasgow Central and Barrhead services don’t need trains with batteries.
- The return trip between Crossmyloof and Glasgow central stations, should be more than enough to charge the batteries.
The project would appear to have been very well-designed for a fleet of battery-electric trains, with respect to reliability and electrical efficiency.
Onward To Carlisle And Stranraer
Hitachi’s system for discontinuous electrification, that I discussed in Solving The Electrification Conundrum, would appear to be ideal to extend electric trains to Carlisle and Stranraer.
Barrhead and Carlisle are 108 miles apart and Barrhead and Stranraer are 90 miles apart.
By adding two or three intermediate sections of 25 KVAC overhead electrification, it should be possible for electric trains to reliably travel between Glasgow Central and Carlisle or Stranraer.
Project Management
This electrification project could be a Project Manager’s dream.
Electrification projects in the UK can turn out to be nightmares, as if it can go wrong, it inevitably will.
But with this project, it appears that it is planned to get the often-troublesome job of erecting the gantries out of the way early.
The electrification between Muirhouse South junction and Barrhead station can even be completed first, so that passengers can see the benefit of electric trains and the electrification can be fully tested.
There are then a series of independent projects, that can be performed in the most convenient order.
- Track upgrades.
- Rebuild East Kilbride station.
- Move Hairmyres station to its new position.
- Platform extensions.
- Improve accessibility.
- Deliver the new battery-electric trains.
Note.
- It looks to me, that all of these smaller projects can be performed, whilst maintaining a full rail service on the railway. Doing that with conventional electrification usually results in some disruption.
- Late delivery of the battery-electric trains will not delay the overall project, if there are enough diesel multiple units to fill in.
- Passengers will see benefits and new facilities delivered in a stream, rather than all at once.
Similar processes can be used to extend the network to Carlisle and Stranraer.
Conclusion
This is a well-designed project.
Plans To Introduce Battery Powered Trains In Scotland
The title of this post, is the same as that of this article in the Scotsman.
This is said about the routes.
Hitachi said the trains could run up to 60 miles on batteries.
It said recharging would take ten to 15 minutes.
That would mean the trains could run beyond Dunblane – the northern extent of ScotRail’s electrified network – as far as Perth and Dundee.
Hitachi has suggested other routes they could be used on including from Glasgow to East Kilbride and Kilmarnock, and on a Glasgow northern suburban line to Anniesland via Maryhill.
The train described in the article sounds very much like the Hitachi Regional Battery Train, which is described in this Hitachi infographic.
My only reservation is that the article is from 2019.
Since then, Scotland has decided to run battery-electric trains to Leven, as I wrote about in Trains On The Levenmouth Rail Link.
HS2 Utilising UK-First Pioneering 3D Concrete Printing On Project
The title of this post, is the same as that of this article on Rail Technology Magazine.
3D-Printing of concrete has been around for some time and it has been used extensively on Crossrail.
But High Speed Two are printing the heavy components on site, to avoid the problems of transport.
Powered By HVO
I took these pictures yesterday at Peterborough.
Note the locomotive is named Benjamin Gimbert GC.
DB Cargo have issued a press release on these trials of HVO.
Wikipedia also give more details of HVO.
March Station – 4th August 2021
March station is to be rebuilt. So I went yesterday and took these pictures.
Note that the last two pictures show the triangular junction, that leads to Whitemoor Yard and Wisbech
From what I saw, when it is finished it will be a delightful station.
Does March Station Need More Services?
It appears to me, that at present the station gets around two trains per hour (tph)
These trains run through the station.
- Greater Anglia – Ipswich and Peterborough – two-hourly – Will go hourly in the future
- CrossCountry – Birmingham and Cambridge/Stansted Airport – hourly
- East Midlands Railway – Norwich and Liverpool Lime Street – hourly, stops occasionally
The service certainly needs improvement.
I would do the following as soon as possible.
- Introduce the promised hourly Greater Anglia service.
- Arrange that all East Midland Railway services stopped at March station.
- Introduce the Cambridge and Wisbech service, when the work at Ely is complete.
This would mean that March had the following local services.
- Cambridge – 2 tph
- Ely – 4 tph
- Ipswich – 1 tph
- Peterborough – 3 tph
- Wisbech – 1 tph
Other services would be available with a change at Ely.
Manea Station
Manea station, is one of least-used stations in the UK.
But it does have a rather nice new shelter.
Perhaps, Greater Anglia are expecting more passengers.
The Anonymous Widower 