Norway Announces $384.5m Clean Energy Fund To Aid In Covid-19 Recovery
The title of this post, is the same as that of this article on Power Technology.
These are the first one-and-a-half paragraphs.
Last week, Norway announced plans to fund a “green transition package”, investing $384.5m into sustainable power and infrastructure to help the country’s economy and productivity post-Covid-19.
The fund will be used to support a range of initiatives, including investments in hydrogen power and battery storage technology, building offshore wind infrastructure, and renovations to new and existing buildings, as Norway looks to reach the Paris Climate Agreement target of limiting global temperature rise to less than two degrees by 2050.
Perhaps we should follow Norway’s lead.
Will Bread And Circuses Help Us Through COVID-19?
Bread and circuses is an old phrase that goes back to Roman times.
It looks like TV and on-line cooks and chefs and the supermarkets have given us the first, so do we need more of the second?
At the weekend, I enjoyed watching quality horse-racing on ITV, so wouldn’t it be sensible to get football on free-to-air television as soon as possible.
It might encourage people to stay-in, rather than gather in groups.
Would it cut the spread of COVID-19?
Satellite Images Suggest Wuhan Outbreak Began Last Autumn
The title of this post, is the same as that of this article in The Times.
This is the introductory paragraph.
Big increases in traffic at Wuhan hospitals last autumn suggest that the coronavirus was spreading in the Chinese city weeks earlier than previously admitted, according to a study by Harvard Medical School.
If this is true and the Chinese had given us the truth, how would it have affected the rest of the world’s response to COVID-19?
A Pair Of Class 230 Trains In The Sun
The picture is from Vivarail and shows a pair of their Class 230 trains in the sun.
Compare it with this picture I took in 2014 and showed with others in Raw Material For A New Train.
The trains certainly scrub-up well.
The improvement is more than cosmetic, if you read this Press Release from Vivarail, which is entitled First Time Together – 230006 And 230007.
Features of this pair of trains for Transport for Wales include.
- They are the UK’s first battery hybrid trains.
- The trains are geo-fenced, so that the gensets are not used in sensitive areas or stations.
- The batteries allow fast acceleration comparable with other electric trains.
- The gensets charge the batteries.
- They have high-specification interiors.
These trains must be an ultimate example of recycling, when you consider that the London Underground D78 Stock, on which the trains are based, were built around forty years ago.
Conclusion
I’m certainly looking forward to riding in these trains.
BMW: Fuel Cell Electric Drive Trains Could Become Our Fourth Pillar
The title of this post, is the same as that of this article on H2 View.
BMW have released this video.
Could this be a significant moment in the future of motoring?
Since the 1970s, BMW have led motoring with advanced vehicles and this seems to be following that trend.
As they say in the video, hydrogen is well suited for SUVs and longer ranges.
Ihope this vehicle is a success, as it could change the colour of personal motoring in a big way!
Explaining Gravitricity
Gravitricity is a simple way to store excess electricity, that is perhaps being produced by intermittent renewable resources like wind or solar power.
This is their explanatory video.
It may look simple, but how much energy can a typical system store.
The video says that depths can be between 150 and 1,500 metres and that the weight can be up to 5,000 tonnes.
- A quick calculation using Omni’s Potential Energy Calculator with 500 metres and 500 tonnes gives 681 kWh.
- But build a system in a four kilometre deep gold mine with 5000 tonnes and you could store 54.5 MWh.
- Perhaps, that is extreme, but you can understand why the South Africans are interested in the technology.
- Perhaps, more practically, we have some coal mines in the UK, where the winding shafts are around 800 metres, which with a 1000 tonnes would store 2.2 MWh.
These are practical amounts of power.
Gravitricity And South Africa
This article on ESI Africa is entitled Gravitricity Sets Sights On South Africa To Test Green Energy Tech.
This is the introductory paragraph.
Disused mine shafts in South Africa have been identified as an ideal location to test UK-based energy start-up Gravitricity’s green energy technology.
Remember that mine depths in South Africa are often measured in kilometres rather than metres.
Could Some of Hitachi’s Existing Trains In The UK Be Converted To Battery-Electric Trains?
The last five fleets of AT-300 trains ordered for the UK have been.
- Avanti West Coast – Bi-Mode, 13 x five-car, unknown number of diesel engines, that could be replaced by batteries.
- Avanti West Coast – Electric, 10 x seven-car, no diesel engines or batteries
- East Midlands Railway – Bi-Mode, 33 x five-car, Class 810 train with four diesel engines and 125 mph on diesel.
- East Coast Trains – Electric, 5 x five-car, Class 803 train with battery for emergency hotel power.
- Hull Trains – Bi-Mode, 5 x five-car, Standard Class 802 train with three diesel engines.
Each fleet seems to be tailored to the needs of the individual operator, which is surely as it should be.
I can make some observations.
Fast Electric Trains
Both all-electric fleets on the list, will run on routes, where speed will be important.
- The Avanti West Coast Class 807 trains on the West Coast Main Line, will have to be able to keep up keep with the Class 390 trains, that have the advantage of tilt for more speed.
- The East Coast Trains Class 803 trains on the East Coast Main Line, will have to work hard to maintain a demanding schedule, as I outlined in Thoughts On East Coast Trains.
Any reduction in weight will improve the acceleration.
- The seven tonne MTU 12V 1600 R80L diesel engines can be removed to reduce the weight.
- As a five-car Class 800 train with three diesel engine weighs 243 tonnes, this could save nearly 9 % of the train’s weight.
- East Coast Trains feel they need an appropriately-sized battery for emergency hotel power. Could this be because the catenary is not as good on the East Coast Main Line as on the West?
- Perhaps, Avanti West Coast feel a battery is not needed, but they could obviously fit one later. Especially, if there was already a ready-wired position underneath the train.
The extra acceleration given by 100% electric operation, must make all the difference in obtaining the required performance for the two routes.
Why Four Diesel Engines In A Class 810 Train?
The Class 810 trains are an update of the current Class 800/Class 802 trains. Wikipedia described the differences like this.
The Class 810 is an evolution of the Class 802s with a revised nose profile and facelifted end headlight clusters, giving the units a slightly different appearance. Additionally, there will be four diesel engines per five-carriage train (versus three on the 800s and 802s), and the carriages will be 2 metres (6.6 ft) shorter due to platform length constraints at London St Pancras.
Additionally, in this article in the October 2019 Edition of Modern Railways, which is entitled EMR Kicks Off New Era, this is said.
The EMR bi-modes will be able to run at 125 mph in diesel mode, matching Meridian performance in a step-up from the capabilities of the existing Class 80x units in service with other franchises.
The four diesel engines would appear to be for more power, so that these trains will be able to run at 125 mph on diesel.
In How Much Power Is Needed To Run A Train At 125 mph?, I calculated that a Class 801 train, which is all-electric, consumes 3.42 kWh per vehicle mile.
- At 125 mph a train will in an hour travel 125 miles.
- In that hour the train will need 125 x 5 x 3.42 = 2137.5 kWh
- This means that the total power of the four diesel engines must be 2137.5,
- Divide 2137.5 by four and each diesel must be rated at 534.4 kW to provide the power needed.
The MTU 12V 1600 R80L diesel engine is described in this datasheet on the MTU web site.
Note on the datasheet, there is a smaller variant of the same engine called a 12V 1600 R70, which has a power output of 565 kW, as compared to the 700 kW of the 12V 1600 R80L.
The mass of the engines are probably at the limits of the range given on the datasheet.
- Dry – 4500-6500 Kg
- Wet – 4700-6750 Kg
It would appear that the less-powerful 12V 100 R70 is about two tonnes lighter.
So where will four engines be placed in a Class 810 train?
- The five-car Class 800 and Class 802 trains have diesel-engines in cars 2, 3 and 4.
- The nine-car Class 800 and Class 802 trains have diesel-engines in cars 2,3, 5, 7 and 8.
- It appears that diesel-engines aren’t placed under the driver cars.
- Five-car AT-300 trains generally have a formation of DPTS+MS+MS+MC+DPTF.
- The car length in the Class 810 trains are two metres shorter than those in other trains.
Could it be that the intermediate cars on Class 810 trains will be an MC car, which has both First and Standard Class seating and two identical MS cars both with two smaller diesel engines?
- The two smaller diesel engines will be about 2.6 tonnes heavier, than a single larger engine.
- Only one fuel tank and other gubbins will be needed.
- The shorter car will be lighter in weight.
- MTU may have designed a special diesel engine to power the train.
I would suspect that a twin-engined MS car is possible.
Could The Battery And The Diesel Engine Be Plug-Compatible?
I found this document on the Hitachi Rail web site, which is entitled Development of Class 800/801 High-Speed Rolling Stock For UK Intercity Express Programme.
The document may date from 2014, but it gives a deep insight into the design of Hitachi’s trains.
I will take a detailed look at the traction system as described in the document.
This schematic of the traction system is shown.
Note BC is described as battery charger.
This is said in the text, where GU is an abbreviation for generator unit.
The system can select the appropriate power source from either the main transformer or the GUs. Also, the size and weight of the system were minimized by designing the power supply converter to be able to work with both power sources. To ensure that the Class 800 and 801 are able to adapt to future changes in operating practices, they both have the same traction system and the rolling stock can be operated as either class by simply adding or removing GUs. On the Class 800, which is intended to run on both electrified and non-electrified track, each traction system has its own GU. On the other hand, the Class 801 is designed only for electrified lines and has one or two GUs depending on the length of the trainset (one GU for trainsets of five to nine cars, two GUs for trainsets of 10 to 12 cars). These GUs supply emergency traction power and auxiliary power in the event of a power outage on the catenary, and as an auxiliary power supply on non-electrified lines where the Class 801 is in service and pulled by a locomotive. This allows the Class 801 to operate on lines it would otherwise not be able to use and provides a backup in the event of a catenary power outage or other problem on the ground systems as well as non-electrified routes in loco-hauled mode.
This is all very comprehensive.
Note that the extract says, that both the Class 800 trains and Class 801 trains have the same traction control system. A section called Operation in the Wikipedia entry for the Class 802 train, outlines the differences between a Class 802 train and a Class 800 train.
The Class 802s are broadly identical to the Class 800 bi-mode trains used in the Intercity Express Programme, and are used in a similar way; they run as electric trains where possible, and are equipped with the same diesel generator engines as the Class 800. However, they utilise higher engine operating power – 700 kW (940 hp) per engine as opposed to 560 kW (750 hp) – and are fitted with larger fuel tanks to cope with the gradients and extended running in diesel mode expected on the long unelectrified stretches they will operate on.
I would assume that the differences are small enough, so that a Class 802 train, can use the same traction control system, as the other two train classes.
The Hitachi document also describes the Train Management and Control System (TCMS), the function of which is described as.
Assists the work of the train crew; a data communication function that aids maintenance work; and a traction drive system that is powered by the overhead lines (catenaries) and GUs.
Several trains have been described as computers on wheels. That could certainly be said about these trains.
There would appear to be a powerful Automatic Train Identification Function.
To simplify the rearrangement and management of train configurations, functions are provided for identifying the train (Class 800/801), for automatically determining the cars in the trainset and its total length, and for coupling and uncoupling up to 12 cars in normal and 24 cars in rescue or emergency mode.
Now that would be a sight – One nine-car train rescuing another!
I would assume that this Automatic Train Identification Function has already been updated to add the Class 802 trains and it would appear to me, as a very experienced computer programmer, that in future it could be further updated to cater for the following.
- New classes of trains like the future Class 803 and Class 810 trains.
- The fitting of batteries instead of diesel engines.
Could the Function even be future-proofed for hydrogen power?
There are two main ways for trains to operate when the diesel engine in a car has been replaced by a battery.
- A plug-compatible battery module is designed, that in terms of function looks exactly like a diesel engine to the TCMS and through that the train crew.
- The car with a battery becomes a new type of car and the TCMS is updated to control it, in an appropriate manner.
Both methods are equally valid.
I would favour the first method, as I have come across numerous instances in computer programming, engineering and automation, where the method has been used successfully.
The method used would be Hitachi’s choice.
What Size Of Battery Could Be Fitted In Place Of The Diesel Engine?
Consider.
- 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.
- My engineering knowledge would suggest, that it would be possible to replace the diesel engine with an inert lump of the same mass and not affect the dynamics of the train.
So could it be that a plug-compatible battery module can be fitted, so long as it doesn’t exceed the mass of the diesel engine it replaces?
For an existing Class 800 or Class 802 train, that limit could be seven tonnes.
But for East Coast Train’s Class 803 train, that size would probably be decided by the required train performance.
How much power would a one tonne battery hold?
This page on the Clean Energy institute at the University of Washington is entitled Lithium-Ion Battery.
This is a sentence from the page.
Compared to the other high-quality rechargeable battery technologies (nickel-cadmium or nickel-metal-hydride), Li-ion batteries have a number of advantages. They have one of the highest energy densities of any battery technology today (100-265 Wh/kg or 250-670 Wh/L).
Using these figures, a one-tonne battery would be between 100 and 265 kWh in capacity, depending on the energy density.
This table can be calculated of battery weight, low capacity and high capacity.
- 1 tonne – 100 kWh – 265 kWh
- 2 tonne – 200 kWh – 530 kWh
- 3 tonne – 300 kWh – 895 kWh
- 4 tonne – 400 kWh – 1060 kWh
- 5 tonne – 500 kWh – 1325 kWh
- 6 tonne – 600 kWh – 1590 kWh
- 7 tonne – 700 kWh – 1855 kWh
As energy densities are only going to improve, the high capacity figures are only going to get larger.
If you look at the design of the Class 803 trains, which could have three positions for diesel engines or batteries, the designers of the train and East Coast Trains can choose the battery size as appropriate for the following.
- Maximum performance.
- Power needs when halted in stations.
- Power needs for emergency power, when the wires come tumbling down.
I suspect, they will fit only one battery, that is as small as possible to minimise mass and increase acceleration, but large enough to provide sufficient power, when needed.
Conversion Of A Five-Car Class 800/Class 802 Train To Battery-Electric Operation
If Hitachi get their design right, this could be as simple as the following.
- Any of the three MTU 12V 1600 R80L diesel engines is removed, from the train.
- Will the other diesel related gubbins, like the fuel tank be removed? They might be left in place, in case the reverse conversion should be needed.
- The new battery-module is put in the diesel engine’s slot.
- The train’s computer system is updated.
- The train is tested.
It should be no more difficult than attaching a new device to your personal computer. Except that it’s a lot heavier.
As there are three diesel engines, one, two or three could be replaced with batteries.
Trains would probably be able to have a mixture of diesel engines and battery modules.
A Class 802 train with one diesel engine and two five-tonne batteries would have the following power sources.
- 25 KVAC overhead electrification.
- A 700 kW diesel engine.
- Two five-tonne batteries of between 500 kWh and 1325 kWh.
With intelligent software controlling the various power sources, this train could have a useful range, away from the electrification.
Conversion Of A Five-Car Class 810 Train To Battery-Electric Operation
The process would be similar to that of a Class 800/Class 802 Train, except there would be more possibilities with four engines.
It would also need to have sufficient range to bridge the gaps in the electrification.
Perhaps each train would have the following power sources.
- 25 KVAC overhead electrification.
- Two 565 kW diesel engines.
- Two four-tonne batteries of between 400 kWh and 1060 kWh.
- Batteries might also be placed under the third intermediate car.
I estimate that with 400 kWh batteries, a train like this would have a battery range of sixty-five miles.
Conclusion
The permutations and combinations would allow trains to be tailored to the best compromise for a train operating company.
A Trading Update From ITM Power
ITM Power issued a Press Release entitled Trading Update, this morning.
It is a document, that is a must-read about the future of hydrogen.
There are some interesting statements on various topics.
The Future Of Hydrogen Production
The Press Release says this.
Alongside the predicted growth trajectory for electrolysis, the cost outlook for green hydrogen is also positive. The Hydrogen Council expects green hydrogen to become cost competitive with grey hydrogen by 2025 assuming a €50 per ton CO2 price. An 80GW electrolyser target for Europe by 2030 has been proposed, where electrolysers feed into a hydrogen transmission network that interconnects the renewable energy resources of the North Sea, Morocco and Ukraine with the demand centres of Europe. Further afield, Australia is actively pursuing opportunities to export green hydrogen and has estimated that 69 per cent of the 2025 global market for hydrogen will lie in its four target markets of China, Japan, Korea and Singapore.
Note.
- Green hydrogen is produced by a zero-carbon process like electrolysis using renewable electricity.
- Grey hydrogen is produced by a process that releases carbon-dioxide like steam reforming of methane.
It looks like green hydrogen will be the future.
Governments And Green Hydrogen
The Press Release says this.
Governments are increasingly recognising the role of green hydrogen as a decarbonisation tool. The U.K. government has introduced an overarching net zero target and placed an early focus on decarbonising industrial clusters that will lead to progressively larger deployments of electrolysers. In the Netherlands, the Dutch government has recently presented its green hydrogen vision for achieving a sustainable energy system that is reliable, clean and affordable. A total of three European governments have now stated explicit electrolyser targets for 2030: Germany 5GW, Holland 3-4GW and Portugal 2GW.
It looks like a lot of electrolysers will be built.
The Germans And Hydrogen
The Press Release says this.
The German government announced in its stimulus package of 3 June 2020 that it will present a national hydrogen strategy in the short term. Accordingly, a programme for the development of hydrogen production plants will be developed to demonstrate industrial-scale production of up to 5GW total output in Germany, operational by 2030. For the period up to 2035, but until 2040 at the latest, an additional 5 GW will be added if possible. To implement all these measures, the German government will invest €7bn.
Not only is hydrogen zero-carbon, it also means they will buy less of Putin’s gas.
Conclusion
Hydrogen has a very long term future.
Boris Johnson Backs Station Opening Which Could See Metro Link To County Durham
The title of this post, is the same as that of this article on the Sunderland Echo.
The article has this sub-title.
The Prime Minister has backed calls for a new railway station in County Durham which could also be linked to the Tyne and Wear Metro.
This all came out in Prime Minister’s Questions on Wednesday, where Boris said it was his ambition to see a line opened to the former Ferryhill station, which is nine miles South of Durham.
There has been talk of reopening the Leamside Line, as both a route for the Tyne and Wear Metro and as a diversion for the East Coast Main Line (ECML).
New Rolling Stock For The Tyne And Wear Metro
Stadler are building new rolling stock for the Tyne and Wear Metro, which will be dual-voltage.
- Able to work on the Metro’s 1500 VDC.
- Able to work on the national 25 KVAC.
- In addition like Merseyrail’s closely-related Class 777 trains, they could have a battery capability.
Pelaw And The Leamside Line
The Leamside Line leaves the Durham Coast Line near to Pelaw station on the Metro.
This Google Map shows Pelaw station and the rail lines in the area.
Note.
- Pelaw station on the Western edge of the map marked by a blue M.
- The Durham Coast Line running East-West across the map.
- The tracks going North from the junction in the middle of the map are the Tyne and Wear Metro to South Shields station and a freight line to Jarrow.
- At the Eastern edge of the map, Pelaw Metro Junction can be seen, where the Metro and the Durham Coast Line join to continue through Sunderland to their respective terminals.
- The Leamside Line can be picked out running from the major junction in the middle to the South East corner of the map.
This second Google Map shows an enlarged view of the Pelaw Metro Junction.
It appears to be a flying junction of the highest class, despite being built in the days of cash-strapped British Rail. Note the two outside Metro lines with their electrification merging with the central Durham Coast Lines, that have no electrification.
- The route is electrified using the Metro’s 1500 VDC overhead system from here until the Metro branches off to South Hylton station.
- The Metro and the other trains through the area, use a version of the Karlsruhe model for the signalling, so effectively, the Metro is running as a tram-train.
When the Metro has received the new Stadler trains, it will be possible to electrify the Durham Coast Line at 25 KVAC, which would allow the following.
- Metro trains could run all the way to Middlesbrough, using their dual-voltage capability.
- Metro trains could also run directly into Newcastle station, using the Durham Coast Line.
Voltage changeover would take place in Pelaw station.
Pelaw And Washington
The route of the Leamside Line South from Pelaw to Washington is more or less intact, although it does look in need of tender loving case.
This Google Map shows the section through Follingsby, where there used to be a Freightliner terminal.
Note.
- The whole area, including a former opencast coal time, is being developed.
- Amazon are building a fulfilment centre on the site of the Freightliner terminal.
- The Leamside Line runs North-South through the complex road junction at the top of the map.
This second Google Map shows the area South of the previous one and shows the Leamside Line as it passes to the West of the Nissan plant at Sunderland.
Note.
- The Leamside Line runs down the Western side of the map.
- The Nissan plant to the East, with a sausage =shaped feature in the South-West corner of the site.
- North of the Nissan plant an area has been earmarked for the International Advanced Manufacturing Park, which is currently the site of the NHS Nightingale Hospital NE.
It would appear discussions are underway to connect the Advanced Manufacturing Park to the Metro. But surely, with all the development alongside the line, there must be a need for perhaps three stations between Nissan and Prlaw.
This third Google Map shows Washington and its position with respect to the Nissan plant.
Note.
- The Nissan plant is to the North-East of this map and the sausage-shaped feature can just be seen.
- The Leamside Line goes North-South through the area and crosses the A1231 road, midway between the two complex junctions.
- The housing of the town of Washington in the South-West corner of the map.
There will surely be scope to put more than one station in the town of Washington, if the Leamside Line were to be reopened to passenger trains.
South From Washington
I will now continue South from Washington
The Victoria Viaduct
Going South from Washington, the Leamside Line has to cross the River Wear and it does that in spectacular fashion over the Grade II* Listed Victoria Viaduct.
This Google Map shows the crossing.
Note.
- Network Rail have maintained the viaduct since it was mothballed in 1991.
- It used to carry a double-track railway.
- The viaduct must have handled an occasional InterCity125.
I would be very surprised if a restored Victoria Viaduct couldn’t handle a five-car Class 800 train or similar.
Penshaw Station
The first station on the Leamside Line to the South of the viaduct, used to be Penshaw station.
This Google Map shows the village of Penshaw.
Note.
- Station Road curving around the South-West corner of the map.
- The Leamside Line crossing this road and running North-South.
I would expect a station could be built there, without too much difficulty.
Fencehouses Station
The next station to the South was Fencehouses station.
This Google Map shows the location of the station.
Note.
- The A1052 Road named Station Avenue North passing through the village.
- The former track of the railway passing North-South.
- According to Wikipedia, there used to be a level crossing at the station.
As with Penshaw station, I suspect a station could be built here fairly easily.
Leamside Station
The next station was Leamside station, which served the villages of Leamside and West Rainton.
This Google Map shows the station.
Note.
- The Leamside Line runs North-South in the middle of the map.
- Station Road can be picked out crossing the railway.
- Leamside is to the West of the Leamside Line.
- West Rainton is to the East of the Leamside Line.
It looks to be another station, that can be rebuilt without difficulty.
A Choice Of Routes At Belmont
The next station coming South on the Leamside Line used to be Belmont station.
This Google Map shows the site of the original station.
Note.
- The area is dominated by the two major roads; the A1(M) and the A690.
- In the vee of the roads, the Belmont Park-and-Ride site for Durham City is situated.
- The Leamside Line passes to the East of the Park-and-Ride.
- It appears that there is already a bridge to carry the Leamside Line over the A690.
There used to be a direct line between Belmont and Durham Gilesgate stations and the remains of the track-bed can be picked out, as it passes to the North of the Park-and-Ride.
There must surely be possibilities for some innovative thinking to connect Belmont, Durham, Newcastle and Washington.
But a simple station at the Park-And-Ride could be the best!
- Travellers living along the Leamside Line could use the buses at the Park-and-Ride to get to Durham City.
- The station would become a Parkway station for travellers going to Gateshead, Newcastle, Sunderland, Washington and anywhere on the Tyne and Wear Metro.
There would appear to be space for more parking, if that were to be needed.
An Alternative Direct Route Between the Leamside Line and the East Coast Main Line.
This Google Map shows the Leamside Line to the North of Belmont and the area to the West of the Line.
Note.
- The A1 (M) running North-South.
- The Leamside Line running North-South to the East of the motorway.
- The Grade II Listed Belmont Railway Viaduct marked by a blue arrow crossing the River Wear.
The remains of the trackbed of a railway can be picked out between the Leamside Line and the Belmont Railway Viaduct.
This second Google Map shows the area between the Belmont Railway Viaduct and the ECML.
Note.
- HM Prison Frankland at the top of the map.
- The ECML running down the West side of the map.
- The Belmont Railway Viaduct in the South-East corner of the map.
The trackbed between the ECML and the railway viaduct can be picked out.
Could The Line Over The Belmont Railway Viaduct Be Rebuilt To Create A Route Between Durham And Newcastle?
- Looking, where the railway would need to cross the A1 (M), if appears that no provision was made for a underpass or bridge, when the motorway was built, so building one would be expensive and very disruptive.
- Creating a flying junction to connect the new line to the ECML would be another expensive and disruptive project.
- What is the condition of the Belmont Railway Viaduct?
- Would it be better to build an interchange station at the Belmont Park-And-Ride?
I feel that it would be unlikely that this route will be rebuilt.
South From Belmont
I will now continue South from Belmont station.
Shincliffe Station
The next station going South was Shincliffe station.
This Google Map shows the village of Shincliffe.
Note.
- The A177 road running NW-SE across the map.
- The Leamside Line running SW-NE across the map.
- The original station was where was road and railway crossed.
The Leamside Line continues South to Tursdale Junction, where it joins the ECML.
This Google Map shows Tursdale Junction.
Note.
- Ferryhll is to the South.
- The ECML runs North to Durham and Newcastle in a slightly North-Westerly direction.
- The Leamside Line goes to Washington in a Northerly direction.
This second Google Map shows the ECML through Ferryhill.
Note.
- The sand quarries opposite the village, that are planned to be used for landfill.
- The ECML runs North-South between the village and the quarries.
- There are two railways going South from Ferryhill.
- The ECML goes South to Darlington, York and beyond.
- The Stillington Railway goes South-East to Stockton and Hartlepool.
The Campaign for Better Transport have given a high priority for reopening passenger services between Ferryhill and Stockton.
Thoughts On The Reopening Of Ferryhill Station
The closing of routes linking to Ferryhill station seems to have been almost a continuous process.
- Coxhoe – 1902
- Byers Green Branch beyond Spennymoor – 1939
- Leamside Line – 1941
- Spennymoor – 1952
- Stockton – 1952
- Harlepool – 1952
Beeching finally put the station out of its misery in 1963
But things are different now!
- We need to build lots of new houses all over the country. And they need transport connections!
- We need to cut our carbon emissions.
- Roads are getting more crowded and we need to provide alternative reliable public transport.
- We need to load our weapons against COVID-19.
I feel with detailed planning, a well-designed station at Ferryhill could be an asset to the North East.
These are a few thoughts.
The Leamside Line Will Be An Important Route
The route between Pelaw and Ferryhill stations will be just over twenty miles long.
- It could be easily be run with the new Metro trains.
- Trains could stop at perhaps seven or eight intermediate stations.
- I estimate a journey could take about an hour.
- South Hylton station supports at least four trains per hour (tph)
- Four tph would need eight trains.
- Trains could stop at Belmont Park-and-Ride for a frequent bus service to Durham City.
- Washington might be able to support two stations.
It would certainly be a service that would fit in with the philosophy of the Metro.
Would The Leamside Line Be Electrified?
Unless the Metro trains were to be fitted with batteries, it would need to be electrified.
Either 1500 VDC or 25 KVAC could be used!
If the Durham Coast Line and the Leamside Line were to both be electrified with 25 KVAC, the following would be possible.
- Metro trains could go to Newcastle station.
- Other electric trains could use the Leamside Line as a diversion.
- Electric freight trains could use the Leamside Line.
On the other hand, the Leamside Line would be ideal for partial electrification.
- Merseyrail’s Class 777 trains are to be fitted with batteries and these trains are closely-related to the Tyne and Wear Metro’s new trains.
- Relaying new track on the existing track bed, is not going to be the expensive part of the project.
- Electrification between Pelaw and Washington would be easy, using the 1500 VDC overhead system of the Metro.
- There may be problems from the Heritage lobby, about electrification on the Victoria Viaduct.
- Ferryhill station would be electrified as it is on the ECML.
Trains could run the sixteen or so miles between Washington and Ferryhill stations on battery power.
The Ferryhill And Hartlepool Line Could Be A Useful Passenger Route
The route between Ferryhill and Hartlepool stations will be around twenty miles long.
- There could be new stations at Sedgefield, Stillington and Stockton.
- The route is double-track throughout.
- The route joins the Durham Coast Line at Billingham.
- It must open up possibilities for business and leisure travel.
The Government and local politicians must see a future for the railways in the area, as Horden station, which is next to Hartlepool station, is reopening.
Perhaps, there are plans for a train to leave Newcastle and take this route.
- Newcastle to Ferryhill via the Leamside Line.
- Ferryhill to Hartlepool.
- Hartlepool to Newcastle via the Durham Coast Line.
Running hourly, it would connect a lot of towns with unemployment to those, where jobs are being created.
Would The Ferryhill and Hartlepool Line Be Electrified?
This route would surely only be electrified, when other lines in the area were similarly enhanced.
Electrification would not be a bad idea.
- It would allow the new Tyne and Wear Metro trains to invade Teesside.
- A Teesside Metro could be developed, that was electric-hauled, which would use the same trains as the Tyne and Wear Metro.
- Some of the many freight trains starting or finishing in the area could be electric-hauled.
- LNER and TransPennine Express could use their bi-mode trains in electric mode to Teesside.
There could be a zero-carbon alternative, as plans for hydrogen trains on Teesside seem well advanced, as I wrote about in Fuelling The Change On Teesside Rails.
Also in Northern’s Hydrogen Plans, I published this extract from an article in the March 2020 Edition of Modern Railways.
Northern has submitted planning documents, with the preferred site for a maintenance and fuelling facility understood to be at Lackenby. As hydrogen units would have a more limited operating range than DMUs (around 600 miles), they would likely need to return to the depot every night. Northern believes the routes radiating from Middlesbrough to Nunthorpe, Bishop Auckland and Saltburn are ideal candidates for the operation, as they are unlikely to be electrified and can be operated as a self contained network using hydrogen trains. A fleet of around a dozen Breeze units is planned, with the possibility they could also operate services to Whitby and on the Durham Coast Line to Newcastle. Planning documentation suggested the first hydrogen train would be ready for testing in June 2021, but this was based on construction of the depot facility beginning in January this year.
If they were to use these trains to Ferryhill, some extra stations would be needed.
Will Trains On The East Coast Main Line Stop At Ferryhill Station?
I can’t see why not!
Services between York and Newcastle call at the following stations.
- CrossCountry – Plymouth and Edinburgh calls at York, Darlington, Durham and Newcastle
- CrossCountry – Reading and Newcastle calls at York, Darlington, Durham and Newcastle
- LNER – London and Edinburgh calls at York, Darlington and Newcastle
- LNER – London and Edinburgh calls at York, Northallerton, Darlington, Durham and Newcastle
- TransPennine Express – Liverpool and Edinburgh calls at York, Darlington, Durham and Newcastle
- TransPennine Express – Manchester Airport and Newcastle calls at York, Northallerton, Darlington, Durham, Chester-le-Street and Newcastle
I suspect that with a small amount of adjustment two tph could call at Ferryhill
- If train 3 stopped, this would give a connection to London and Edinburgh
- If train 6 stopped, this would give a connection to Manchester Airport
For many stations, which could connect to Ferryhill station in the future, the station might offer the quickest and most convenient route for travellers.
Could Some Of The Old Branches From Ferryhill Be Reopened?
There were a lot of branches from the Ferryhill area to neighbouring villages, because of all the coal mines in the area.
So could some of these branches be reopened, if say there were housing or commercial developments.
This Google Map shows the ECL about a mile North of the site of Ferryhill station.
Note.
- The ECML going North-South just to the East of the centre of the map.
- Ferryhill station is to the South.
- On the Western side of the map, there is the remains of a triangular junction, which used to connect Byers Green and Spennymoor stations on the Byers Green Branch to Ferryhill.
- On the Eastern side of the map, there is a scar, which was the trackbed to Cuxhoe station.
Both branches can be picked out on Google Maps. As can roads like Railway Terrace and Station Road!
Whether any of these branches are worth reopening, is one for the planners armed with future knowledge of developments and various statistics.
Did Boris Know More Than He Said?
I have listened to Prime Ministers Questions off and on, since the time of Mrs. Thatcher.
Not often, does any Prime Minister make a substantial statement in PMQs, as they rarely have all the facts at their fingertips and don’t want to be called to account later.
In response to a direct question from a local MP, about the opening of Ferryhill station, Boris after usual PMQ waffle, said this.
I will make sure that I add to that an ambition to come and see Ferryhill station launched with him.
As decisions on the Leamside Line and hydrogen trains for Teesside have been delayed for months or possibly years, I wondered, if the decision has recently been made.
- If the plan had been discussed in Cabinet, Boris would surely have known more.
- A government minister was also seen on the BBC News at Horden station having a look, last week.
- The tone of the Sunderland Echo article is also very positive.
All that prompted me to write this post.
Conclusion
After looking at the Leamside Line and other railways in the North East, I think there is a lot that can be done to create a world-class local railway in the area.
The Anonymous Widower 