No News On Hydrogen Trains For The Midland Main Line
In April 2019, I wrote Hydrogen Trains To Be Trialled On The Midland Main Line, which was based on an article on Railway Gazette that is entitled Bimode And Hydrogen Trains As Abellio Wins Next East Midlands Franchise.
I said this in my post.
Abellio will be taking over the franchise in August this year and although bi-mode trains were certain to be introduced in a couple of years, the trialling of hydrogen-powered trains is a surprise to me and possibly others.
This is all that is said in the article.
Abellio will also trial hydrogen fuel cell trains on the Midland Main Line.
It also says, that the new fleet will not be announced until the orders are finalised.
Nothing has been heard since about the hydrogen train trial for the Midland Main Line.
But there have been several related developments, that might have implications for the trial.
East Midlands Railway Has Ordered Hitachi Class 810 Trains For EMR InterCity Services
Class 810 trains are Hitachi’s latest offering, that are tailored for the Midland Main Line.
The trains will have a few differences to the current Class 800,/801/802 trains.
But will they be suitable for conversion to hydrogen power?
Consider.
- The Hitachi trains have a comprehensivecomputer system, that looks at the train and sees what power sources are available and controls the train accordingly.
- Trains have already been ordered in five, seven and nine-car lengths. I have read up to twelve-car trains are possible in normal operation. See Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?
- Hydrogen train designs, with a useful range of several hundred miles between refuelling, seem to need a hydrogen tank, that takes up at least half of a twenty metre long carriage.
- The Hitachi train design has pantographs on the driver cars and can support diesel generator units in the intermediate cars, as it does in current trains.
- The Japanese are researching hydrogen trains.
- The five-car Class 802 trains have 2,100 kW of installed generator power.
I think that Hitachi’s engineers can build another carriage, with the following characteristics.
- It could be based on a Motor Standard car.
- The passenger seats and interior would be removed or redesigned in a shorter space.
- Powered bogies would be as required.
- It would contain a hydrogen tank to give sufficient range.
- Appropriately-sized batteries and fuel-cells would be inside or under the vehicle.
- Regenerative braking would help to recharge the batteries.
- There would probably be no diesel generator unit.
There would need to be a walkway through the car. Stadler have shown this works in the Class 755 train.
A Hydrogen Power car like this would convert a five-car bi-mode diesel-electric train into a six-car hydrogen-electric hybrid train. Or they might just replace one Motor Standard car with the Hydrogen Power Car to create a five-car hydrogen-electric hybrid train, if the longer train would cause problems in the short platforms at St. Pancras.
- The computer system would need to recognise the Hydrogen Power Car and control it accordingly. It would probably be very Plug-and-Play.
- The weight of the train could probably be reduced by removing all diesel generator units.
- The passenger experience would be better without diesel power.
- The range away from the wires would probably be several hundred miles.
The drivers and other staff would probably not need massive retraining.
What Do I Mean By Appropriately-Sized Batteries And Fuel Cells?
I can’t be sure,, but I suspect the following rules and estimates hold.
- The batteries must be large enough to more than hold the kinetic energy of a full five-car train, running at the full speed of 140 mph.
- I estimate that the kinetic energy of the train,will be around 200 kWh, so with a contingency, perhaps battery capacity of between 400-500 kWh would be needed.
- Currently, a 500 kWh battery would weigh five tonnes, which is of a similar weight to one of the diesel generator units, that are no longer needed.
- In How Much Power Is Needed To Run A Train At 125 mph?, I estimated that the all-electric Class 801 train, needs 3.42 kWh per vehicle mile to maintain 125 mph. This means that travelling at 125 mph for an hour would consume around 2,000 kWh or an output of 2,000 kW from the fuel cell for the hour.
- Note that 1 kg of hydrogen contains 33.33 kWh of usable energy, so the hydrogen to power the train for an hour at 125 mph, will weigh around sixty kilograms.
From my past experience in doing chemical reaction calculations in pressure vessels, I think it makes the concept feasible. After all, it’s not that different to Alstom’s Breeze.
I would assume, that the train manufacturers can do a full calculation, to a much more accurate level.
Applying The Concept To Other Hitachi Trains
Once proven, the concept could be applied to a large number of Hitachi bi-mode trains. I suspect too, that it could be applied to all other Hitachi A-train designs, that are in service or on order, all over the world.
In the UK, this includes Class 385, Class 395 and Class 80x trains.
Bombardier Have Said That They’re Not Interested In Hydrogen Power
But Electrostars and Aventras have the same Plug-and-Play characteristic as the Hitachi train.
I wouldn’t be surprised to find that Bombardier have a Hydrogen Power Car design for an Aventra. All that it needs is an order.
They could also probably convert a five-car Class 377 train to effectively a four-car train, with a Hydrogen Power Car in the middle. This would be ideal for the Uckfield Branch and the Marshlink Lines. I suspect it could be done to meet the timescale imposed by the transfer of the Class 171 trains to East Midlands Railway.
There must be an optimal point, where converting an electric multiple unit, is more affordable to convert to hydrogen, than to add just batteries.
But then everybody has been dithering about the Uckfield and Marshlink trains, since I started this blog!
Stadler Have Shown That a Gangway Through A Power Car Is Acceptable To Passengers In The UK
Stadler’s Class 755 trains seem to be operating without any complaints about the gangway between the two halves of the train.
Stadler Have Two Orders For Hydrogen-Powered Trains
These posts describe them.
- Zillertalbahn Orders Stadler Hydrogen-Powered Trains
- MSU Research Leads To North America’s First Commercial Hydrogen-Powered Train
Stadler also have a substantial order for a fleet of battery Flirt Akku in Schleswig Holstein and they are heavily involved in providing the rolling stock for Merseyrail and the South Wales Metro, where battery-powered trains are part of the solution.
It looks to me, that Stadler have got the technology to satisfy the battery and hydrogen train market.
The Driver’s View Of Stadler
It’s happened to me twice now; in the Netherlands and in the UK.
- Both drivers have talked about hydrogen and Stadler’s trains with the engine in the middle.
- They like the concept of the engine.
- The English driver couldn’t wait to get his hands on the train, when he finished his conversion.
- Both brought up the subject of hydrogen first, which made me think, that Stadler are telling drivers about it.
Or does driving a hydrogen-powered vehicle as your day job, score Greta points in the pub or club after work?
Could The Hydrogen Train On The Midland Main Line Be A Stadler?
Greater Anglia and East Midlands Railway are both controlled by Abellio or Dutch Railways.
In The Dutch Plan For Hydrogen, I laid out what the Dutch are doing to create a hydrogen-based economy in the North of the country.
Stadler are going to provide hydrogen-powered for the plan.
In addition.
- Greater Anglia have bought a lot of Class 755 trains.
- A lot of Lincolnshire and Norfolk is similar to the North of the Netherlands; flat and windy.
- One of these trains with a hydrogen PowerPack, could be an ideal train for demonstrating hydrogen on rural routes like Peterborough and Doncaster via Lincoln.
But the promise was on the Midland Main Line?
Conclusion
Hydrogen trains seem to be taking off!
Even if there’s been no news about the trial on the Midland Main Line.
Fuelling The Change On Teesside Rails
The title of this post, is the same as that of an article in Edition 895 of RAIL Magazine.
The article is based on an interview with Ben Houchen, who is the Tees Valley Mayor.
Various topics are covered.
Hydrogen-Powered Local Trains
According to the article, the Tees Valley produces fifty percent of UK hydrogen and the area is already secured investment for fuelling road vehicles with hydrogen.
So the Tees Valley Combined Authority (TVCA) is planning to convert some routes to hydrogen.
The Trains
Ten hydrogen-powered trains will be purchased or more likely leased, as the trains will probably be converted from redundant electrical multiple units, owned by leasing companies like Eversholt Rail and Porterbrook.
- Eversholt Rail and Alstom are developing the Breeze from Class 321 trains.
- Porterbrook and Birmingham University are developing the HydroFLEX from Class 319 trains.
The RAIL article says that the first train could be under test in 2021 and service could be started in 2022.
That would certainly fit the development timetables for the trains.
Lackenby Depot
A depot Will Be Created At Lackenby.
- The site is between Middlesbrough and Redcar.
- It already has rail and hydrogen connections.
This Google Map shows the area.
Note the disused Redcar British Steel station, which is still shown on the map.
I remember the area from the around 1970, when I used to catch the train at the now-closed Grangetown station, after visits to ICI’s Wilton site. It was all fire, smoke, smells and pollution.
Darlington Station
Darlington station will also be remodelled to allow more services to operate without conflicting with the East Coast Main Line.
Wikipedia says this under Future for Darlington station.
As part of the Tees Valley Metro, two new platforms were to be built on the eastern edge of the main station. There were to be a total of four trains per hour, to Middlesbrough and Saltburn via the Tees Valley Line, and trains would not have to cross the East Coast Main Line when the new platforms would have been built. The Tees Valley Metro project was, however, cancelled.
It does sound from reading the RAIL article, that this plan is being reinstated.
Would services between Bishop Auckland and Saltburn, use these new platforms?
Saltburn And Bishops Auckland Via Middlesbrough and Darlington
Currently, the service is two trains per hour (tph) between Saltburn and Darlington, with one tph extending to Bishop Auckland.
- I estimate that the current service needs five trains.
- If a two tph service were to be run on the whole route, an extra train would be needed.
- I suspect, the limitations at Darlington station, stop more trains being run all the way to Bishops Auckland.
I could also see extra stations being added to this route.
The Mayor is talking of running a service as frequent as six or eight tph.
These numbers of trains, will be needed for services of different frequencies between Saltburn and Darlington.
- 2 tph – 6 trains
- 4 tph – 12 trains
- 6 tph – 18 trains
- 8 tph – 24 trains
As the London Overground, Merseyrail and Birmingham’s Cross-City Line, find four tph a more than adequate service, I suspect that should be provided.
After updating, Darlington station, should be able to handle the following.
- Up to six tph terminating in one of the new Eastern platforms, without having to cross the East Coast Main Line.
- Two tph between Saltburn and Bishops Auckland could use the other platform in both directions.
I would suspect that the design would see the two platforms sharing an island platform.
Alternatively, trains could continue as now.
- Terminating trains could continue to use Platform 2!
- Two tph between Saltburn and Bishops Auckland stopping in Platforms 1 (Eastbound) and 4 (Westbound)
This would avoid any infrastructure changes at Darlington station, but terminating trains at Darlington would still have to cross the Southbound East Coast Main Line.
If the frequencies were as follows.
- 4 tph – Saltburn and Darlington
- 2 tph – Saltburn and Bishop Auckland
This would require fourteen trains and give a six tph service between Saltburn and Darlington.
Ten trains would allow a two tph service on both routes.
There would be other services using parts of the same route, which would increase the frequency.
Hartlepool And The Esk Valley Line Via Middlesbrough
This is the other route through the area and was part of the cancelled Tees Valley Metro.
- Service is basically one tph, with six trains per day (tpd) extending to Whitby.
- A second platform is needed at Hartlepool station.
- There is a proposal to add a Park-and-Ride station between Nunthorpe and Great Ayton stations.
- One proposal from Modern Railways commentator; Alan Williams, was to simplify the track at Battersby station to avoid the reverse.
- Currently, trains between Whitby and Middlesbrough are timetabled for around 80-100 minutes.
- Hartlepool and Middlesbrough takes around twenty minutes.
Substantial track improvements are probably needed to increase the number of trains and reduce the journey times between Middlesbrough and Whitby.
But I believe that an hourly service between Hartlepool and Whitby, that would take under two hours or four hours for a round trip, could be possible.
This would mean that the hourly Hartlepool and Whitby service would need four trains.
Providing the track between Nunthorpe and |Whitby could be improved to handle the traffic, this would appear to be a very feasible proposition.
Nunthorpe And Hexham Via Newcastle
There is also an hourly service between Nunthorpe and Hexham, via Middlesbrough, Stockton, Hartlepool, Sunderland and Newcastle, there would be two tph.
- It takes around two hours and twenty minutes.
- I estimate that five trains would be needed for the service.
- I travelled once between Newcastle and James Cook Hospital in the Peak and the service was busy.
- A new station is being built at Horden, which is eight minutes North of Hartlepool.
- The service could easily access the proposed fuelling station at Lackenby.
- It would reduce carbon emissions in Newcastle and Sunderland stations..
Surely, if hydrogen power is good enough for the other routes, then it is good enough for this route.
Hartlepool Station
Hartlepool Station could become a problem, as although it is on a double track railway, it only has one through platform, as these pictures from 2011 show.
Consider.
- There is no footbridge, although Grand Central could pay for one
- There is a rarely-used bay platform to turn trains from Middlesbrough, Nunthorpe and Whitby.
This Google Map shows the cramped site.
The final solution could mean a new station.
Nunthorpe Park-And-Ride
This Google Map shows Nunthorpe with thje bEsk Valley Line running through it.
Note.
- Gypsy Lane and Nunthorpe stations.
- The dual-carriageway A171 Guisborough by-pass running East-West, that connects in the East to Whitby and Scarborough.
- The A1043 Nunthorpe by-pass that connects to roads to the South.
Would where the A1043 crosses the Esk Valley Line be the place for the Park-and-Ride station?
The new station could have a passing loop, that could also be used to turn back trains.
Battersby Station
Alan Williams, who is Chairman of the Esk Valley Railway Development Company, is quoted in the RAIL article as saying.
If you’re going to spend that sort of money we’d much rather you spent it on building a curve at Battersby to cut out the reversal there.
Williams gives further reasons.
- Battersby is the least used station on the line.
- It’s in the middle of nowhere.
- The curve would save five minutes on the overall journey.
This Google Map shows Battersby station and the current track layout.
Note.
- The line to Middlesbrough goes through the North-West corner of the map.
- The line to Whitby goes through the North-East corner of the map.
There would appear to be plenty of space for a curve that would cut out the station.
LNER To Teesside
LNER, the Government and the TVCA are aiming to meet a target date of the Second Quarter of 2021 for a direct London and Middlesbrough service.
Middlesbrough Station
Middlesbrough Station will need to be updated and according to the RAIL article, the following work will be done.
- A new Northern entrance with a glass frontage.
- A third platform.
- Lengthening of existing platforms to take LNER’s Class 800 trains.
This Google Map shows the current layout of the station.
From this map it doesn’t look to be the most difficult of stations, on which to fit in the extra platform and the extensions.
It should also be noted that the station is Grade II Listed, was in good condition on my last visit and has a step-free subway between the two sides of the station.
Journey Times
I estimate that a Kings Cross and Middlesbrough time via Northallerton would take aroud two hours and fifty minutes.
This compares with other journey times in the area to London.
- LNER – Kings Cross and Darlington – two hours and twenty-two minutes
- Grand Central – Kings Cross and Eaglescliffe – two hours and thirty-seven minutes.
I also estimate that timings to Redcar and Saltburn would be another 14 and 28 minutes respectively.
Frequencies
Currently, LNER run between three and four tph between Kings Cross and Darlington, with the competing Grand Central service between Kings Cross and Eaglescliffe having a frequency of five trains per day (tpd).
LNER have also started serving secondary destinations in the last month or so.
- Harrogate, which has a population of 75.000, is served with a frequency of six tpd.
- Lincoln, which has a population of 130,000 is now served with a frequency of six tpd.
Note that the RAIL article, states that the Tees Valley has a population of 750,000.
I feel that Middlesbrough will be served by a frequency of at least five tpd and probably six to match LNER’s new Harrogate and Lincoln services.
Will LNER’s Kings Cross and York Service Be Extended To Middlesbrough?
Cirrently , trains that leave Kings Cross at six minutes past the hour end up in Lincoln or York
- 0806 – Lincoln
- 0906 – York
- 1006 – Lincoln
- 1106 – York
- 1206 -Lincoln
- 1306 – York
- 1406 – Lincoln
- 1506 – York
- 1606 – Lincoln
- 1906 -Lincoln
It looks to me that a pattern is being developed.
- Could it be that the York services will be extended to Middlesbrough in 2021?
- Could six Middlesbrough trains leave Kings Cross at 0706, 0906, 1106, 1306, 1506 and 1706 or 1806?
- York would still have the same number of trains as it does now!
LNER certainly seem to be putting together a comprehensive timetable.
Could Middlesbrough Trains Split At Doncaster Or York?
I was in Kings Cross station, this afternoon and saw the 1506 service to York, go on its way.
The train was formed of two five-car trains, running as a ten-car train.
If LNER employ spitting and joining,, as some of their staff believe, there are surely, places, where this can be done to serve more destinations, without requiring more paths on the East Coast Main Line.
- Splitting at Doncaster could serve Hull, Middlesborough and York.
- Splitting at York could serve Scarborough, Middlesborough and Sunderland.
Scarborough might be a viable destination, as the town has a population of over 100,000.
Onward To Redcar And Saltburn
One of the changes in the December 2019 timetable change, was the extension of TransPennine Express’s Manchester Airport and Middlesbrough service to Redcar Central station.
The RAIL article quotes the Mayor as being pleased with this, although he would have preferred the service to have gone as far as Saltburn, which is a regional growth point for housing and employment.
But the extra six miles would have meant the purchase of another train.
Redcar Central Station
This Google Map shows Redcar Central station and its position in the town.
It is close to the sea front and the High Street and there appears to be space for the stabling of long-distance trains to Manchester Airport and perhaps, London.
TransPennine seem to be using their rakes of Mark 5A coaches on Redcar services, rather than their Class 802 trains, which are similar to LNER’s Azumas.
Surely, there will be operational advantages, if both train operating companies ran similar trains to Teesside.
Saltburn Station
Saltburn station is the end of the line.
This Google Map shows its position in the town.
Unlike Redcar Central station, there appears to be very little space along the railway and turning back trains might be difficult.
There may be good economic reasons to use Saltburn as a terminal, but operationally, it could be difficult.
Will Redcar And Saltburn See Services To and From London?
Given that both towns will likely see much improved services to Middlesbrough, with at least a service of four tph, I think it will be unlikely.
But we might see the following.
- LNER using Redcar as a terminus, as TransPennine Express do, as it might ease operations.
- An early morning train to London and an evening train back from the capital, which is stabled overnight at Redcar.
- TransPennine Express using Class 802 trains on their Redcar service for operational efficiency, as these trains are similar to LNER’s Azumas.
It would all depend on the passenger numbers.
A High-Frequency Service Between York And Teesside
After all the changes the service between York and Teesside will be as follows.
- LNER will be offering a train virtually every two hours between York and Middlesbrough.
- Grand Central will be offering a train virtually every two hours between York and Eaglescliffe, which is six miles from Middlesbrough.
- TransPennine Express will have an hourly service between York and Redcar via Middlesbrough.
- There will be between three and four tph between York and Darlington.
All services would connect to the hydrogen-powdered local services to take you all over Teesside.
Could this open up tourism without cars in the area?
Expansion Of The Hydrogen-Powered Train Network
Could some form of Hydrogen Hub be developed at Lackenby.
Alstom are talking of the hydrogen-powered Breeze trains having a range of over six hundred miles and possibly an operating speed of 100 mph, when using overhead electrification, where it is available.
In Breeze Hydrogen Multiple-Unit Order Expected Soon, I put together information from various articles and said this.
I am fairly certain, that Alstom can create a five-car Class 321 Breeze with the following characteristics.
- A capacity of about three hundred seats.
- A smaller three-car train would have 140 seats.
- A near-100 mph top speed on hydrogen-power.
- A 100 mph top speed on electrification.
- A 1000 km range on hydrogen.
- Regenerative braking to an on-board battery.
- The ability to use 25 KVAC overhead and/or 750 VDC third rail electrification.
The trains could have the ability to run as pairs to increase capacity.
The distance without electrification to a selection of main stations in the North East from Lackenby is as follows.
- Newcastle via Middlesbrough and Darlington – 21 miles
- Newcastle via Middlesbrough and Durham Coast Line – 53 miles.
- York via Northallerton – 27 miles
- Doncaster via Northallerton and York – 27 miles
- Leeds via Northallerton and York – 52 miles
- Sheffield via Northallerton, York and Doncaster – 45 miles
I am assuming that the trains can use the electrification on the East Coast Main Line.
From these figures it would appear that hydrogen-powered trains stabled and refuelled at Lackenby could travel to Doncaster, Newcastle, Leeds, Sheffield or York before putting in a days work and still have enough hydrogen in the tank to return to Lackenby.
Several things would help.
- As hydrogen-powered trains have a battery, with a battery range of thirty miles all these main stations could be reached on battery power, charging on the East Coast Main Line and at Lackenby.
- Electrification between Darlington and Lackenby.
- Electrification between Northallerton and Eaglescliffe.
I am fairly certain that a large proportion of the intensive network of diesel services in the North East of |England from Doncaster and Sheffield in the South to Newcastle in the North, can be replaced with hydrogen-powered trains.
- Trains could go as far West as Blackpool North, Carlisle, Manchester Victoria, Preston and Southport.
- Refueling could be all at Lackenby, although other refuelling points could increase the coverage and efficieny of the trains.
- Green hydrogen could be produced by electrolysis from the massive offshore wind farms off the Lincolnshire Coast.
- Hydrogen-powered trains would be ideal for re-opened routes like the proposed services from Newcastle to Blyth and Ashington.
The hydrogen-powered trains on Teesside could be the start of a large zero-carbon railway network.
The Alstom Breeze And The HydroFlex Would Only Be The Start
As I said earlier, the initial trains would be conversions of redundant British Rail-era electrical multiple units.
Thirty-year-old British Rail designs like the Class 319 and Class 321 trains based on the legendary Mark 3 carriages with its structural integrity and superb ride, may have been state-of-the-art in their day, but engineers can do better now.
- Traction and regenerative braking systems are much more energy efficient.
- Train aerodynamics and rolling resistance have improved, which means less energy is needed to maintain a speed.
- Interior design and walk-through trains have increased capacity.
- Crashworthiness has been improved.
Current Bombardier Aventras, Stadler Flirts or Siemens Desiros and CAF Civities are far removed from 1980s designs.
I can see a design for a hydrogen-powered train based on a modern design, tailored to the needs of operators being developed.
A place to start could be an electric CAF Class 331 train. or any one of a number of Aventras.
- From the visualisation that Alstom have released of their Breeze conversion of a Class 321 train, I feel that to store enough hydrogen, a large tank will be needed and perhaps the easiest thing to do at the present time would be to add an extra car containing the hydrogen tank, the fuel cells and the batteries.
- Alstom have stated they’re putting the fuel cells on the roof and the batteries underneath the train.
Although, it is not a hydrogen train, Stadler have developed the Class 755 train, with a power car in the middle of the train.
Stadler’s approach of a power car, must be working as they have received an order for a hydrogen-powered version of their popular Flirts, which I wrote about in MSU Research Leads To North America’s First Commercial Hydrogen-Powered Train.
I think we can be certain, that because of the UK loading gauge, that a hydrogen-powered train will be longer by about a car, than the equivalent electric train.
I can see a certain amount of platform lengthening being required. But this is probably easier and less costly than electrification to achieve zero-carbon on a route.
Batteries can be distributed under all cars of the train, anywhere there is space., But I would suspect that fuel cells must be in the same car as the hydrogen tank, as I doubt having hydrogen pipes between cars would be a good idea.
Alstom have resorted to putting hydrogen tanks and fuel cells in both driving cars and they must have sound reasons for this.
Perhaps, it is the only way, they can get the required power and range.
As I understand it, the Alstom Breeze draws power from three sources.
- The electrification if the route is electrified.
- The electricity generated by regenerative braking.
- The hydrogen system produces electricity on demand, at the required level.
Energy is stored in the batteries, which power the train’s traction motors and internal systems.
The electrical components needed for the train are getting smaller and lighter and I feel that it should be possible to put all the power generation and collection into a power car, that is somewhere near the middle of the train. Stadler’s power car is short at under seven metres, but there is probably no reason, why it couldn’t be the twenty metres, that are typical of UK trains.
Suppose you took a four-car version of CAF’s Class 331 train, which has two driver cars either side of a pantograph car and a trailer car.
This has 284 seats and by comparison with the three-car version the trailer car has eighty. As the pantograph car is also a trailer, I’ll assume that has eighty seats too! Until I know better!
Replacing the pantograph car with a hydrogen car, which would be unlikely to have seats, would cut the seats to 204 seats, but a second trailer would bring it back up to 284 seats.
I actually, think the concept of a hydrogen car in the middle of a four-car electric train could work.
- The five-car hydrogen train would have the same capacity as the four-car electric version.
- The train would need an updated software system and some rewiring. Bombardier achieved this quickly and easily with the train for the Class 379 BEMU trial.
- There are several types of four-car electrical multiple units, that could possibly be converted to five-car hydrogen-powered multiple units.
- Some five-car electrical multiple units might also be possible to be converted.
Obviously, if an existing train can be adapted for hydrogen, this will be a more cost effective approach.
Conclusion
Overall, the plans for rail improvements on Teesside seem to be good ones.
I’m looking forward to riding LNER to Teesside and then using the network of hydrogen-powered trains to explore the area in 2022.
My only worry, is that, if the network is successful, the many tourists visiting York will surely increase the numbers of day visitors to Whitby.
This is a paragraph from the RAIL article.
Alan Williams says that the EVRDC’s long-term objective is to see the Esk Valley served at intervals of roughly every two hours, equating to eight return trains per day, but with Northern and NYMR services sharing the single line between Grosmont and Whitby, introducing further Middlesbrough trains during the middle of the day, brings the conversation back to infrastructure.
He goes on to detail what is needed.
Thoughts On Last Week’s Major Power Outage
This article on the BBC is entitled Major Power Failure Affects Homes And Transport.
This is the first two paragraphs.
Nearly a million people have been affected by a major power cut across large areas of England and Wales, affecting homes and transport networks.
National Grid said it was caused by issues with two power generators but the problem was now resolved.
This second article on the BBC is entitled UK power cut: Why it caused so much disruption, and gives these details.
It started with a routine blip – the gas-fired power station at Little Barford in Bedfordshire shut down at 16:58 BST due to a technical issue.
Then, a second power station, the new Hornsea offshore wind farm, also “lost load” – meaning the turbines were still moving, but power was not reaching the grid.
These are my thoughts on the incident.
Power Stations Do Fail
Any complex electro-mechanical system like Little Barford gas-fired power station or Hornsea offshore wind farm can fail.
- Little Barford gas-fired power station was built in 1994 and is a 746 MW gas-fired power station.
- Hornsea offshore wind farm obtained planning permission in 2014 and is being built in phases. It will eventually have a maximum capacity of 8 GW or 8,000 MW.
Compare these figures with the iconic coal-fired Battersea power station, which had a maximum output of 503 MW in 1955.
I will not speculate as to what wet wrong except to say that as the Hornsea wind-farm is relatively new, it could be what engineers call an infant mortality problem. Complex systems or even components seem to fail in the first few months of operation.
Why Do We Have Gas-Fired Stations?
According to this page on Wikipedia, there are around forty natural gas fired power stations in England.
Most gas-fired stations are what are known as CCGT (Combined Cycle Gas Turbine), where a Jumbo-sized gas-turbine engine is paired with a steam turbine powered by the heat of the exhaust from the engine.
This form of power generation does produce some carbon dioxide, but to obtain a given amount of electricity, it produces a lot less than using coal or ioil.
By combining the gas turbine with a steam turbine, the power station becomes more efficient and less carbon dioxide is produced.
Power stations of this type have three various advantages.
- They have a very fast start-up time, so are ideal power stations to respond to sudden increases in electricity demand.
- As they are a gas-turbine engine with extra gubbins, they are very controllable, just like their cousins on aircraft.
- They are relatively quick, easy and affordable to build. The Wikipedia entry for a CCGT says this. “The capital costs of combined cycle power is relatively low, at around $1000/kW, making it one of the cheapest types of generation to install.”
- They don’t need a complicated and expensive transport infrastructure to bring in coal or nuclear fuel.
- They can also be powered by biogas from agricultural or forestry waste, although I don’t think that is a comm practice in the UK.
The carbon dioxide produced is the only major problem.
Gas-Fired Power Stations In The Future
If you read the Wikipedia entry for combined cycle power plants, there is a lot of information on CCGTs, much of which is on various ways of improving their efficiency.
I believe that one particular method of increasing efficiency could be very applicable in the UK.
Under Boosting Efficiency in the Wikipedia entry, the following is said.
The efficiency of CCGT and GT can be boosted by pre-cooling combustion air. This is practised in hot climates and also has the effect of increasing power output. This is achieved by evaporative cooling of water using a moist matrix placed in front of the turbine, or by using Ice storage air conditioning. The latter has the advantage of greater improvements due to the lower temperatures available. Furthermore, ice storage can be used as a means of load control or load shifting since ice can be made during periods of low power demand and, potentially in the future the anticipated high availability of other resources such as renewables during certain periods.
The UK is the world’s largest generator of power using offshore wind and as we are surrounded with sea and wind, the UK is only going to produce more of the power it needs in this or other way.
This method could be used to store the wind energy produced when the demand is low and recover it, when it is needed.
Could The UK Develop A Chain Of Carbon-Neutral Gas-Fired Power Stations?
In parts of the UK, there is a unique mix of resources.
- A plentiful supply of natural gas, either from offshore fields or interconnectors to Norway.
- Large amounts of electricity generated by offshore wind, which will only get larger.
- Worked out gas-fields still connected to the shore, through redundant platforms and pipes.
- Closeness to agricultural areas.
Technologies under development or already working include.
- Offshore creation of hydrogen using electricity generated by offshore wind and then using the redundant gas pipes to bring the hydrogen to the shore.
- Using a hydrogen-fired CCGT power station without producing any carbon-dioxide.
- Feeding carbon dioxide to plants like salad and fruit to make them grow better.
- Using excess electricity from renewable sources to cool the air and improve the efficiency of CCGT power stations.
I can see all these technologies and development coming together in the next few years and a chain of carbon-neutral gas-fired power stations will be created
- Hydrogen produced offshore on redundant gas platforms, using electricity from nearby wind farms, will be turned back into electricity, where it is needed by onshore hydrogen-fired power stations.
- Redundant gas platforms will be refurbished and reused, rather than demolished at great expense.
- Some natural gas will still be used for power generation
- I’m not quite sure, but I think there could be dual-furled CCGTs, that could run on either hydrogen or natural gas.
- Any carbon dioxide generated will be stored in the worked out gas fields or fed to the crops.
- Gas storage onshore will ensure that the gas-fired power station can respond quickly.
I also believe that there is no technological and engineering challenges, that are too difficult to solve.
This strategy would have the following advantages.
- It should be carbon-neutral.
- Because there could have as many as two hundred individual power stations, the system would be very reliable and responsive to the loss of say a cluster of five stations, due to a tsunami, a volcanic eruption or a major eathquake.
- If power from renewable sources like offshore wind is low, extra stations can be quickly switched in.
- It is not dependent on fuel from dodgy dictators!
- It would probably be more affordable than developing nuclear power stations.
There is also the possibility of bringing more hydrogen onshore to be used in the decarbonisation of the gas-grid.
Conclusion
A chain of carbon-neutral gas-fired power stations, linked to hydrogen created offshore by wind farms is very feasible.
Last week, after the double failure, extra stations would have immediately been switched in.
Energy Storage
The fastest response system is energy storage, where a giant battery holds several gigawatt-hours of eklectricity.
Electric Mountain
The biggest energy storage facility in the UK is Dinorwig Power Station.
This is the introduction to its Wikipedia entry.
The Dinorwig Power Station , known locally as Electric Mountain, is a pumped-storage hydroelectric scheme, near Dinorwig, Llanberisin Snowdonia national park in Gwynedd, northern Wales. The scheme can supply a maximum power of 1,728-megawatt (2,317,000 hp) and has a storage capacity of around 9.1-gigawatt-hour (33 TJ)
It is large and has a rapid response, when more electricity is needed.
We probably need another three or four Electric Mountains, but our geography means we have few suitable sites for pumped-storage, especially in areas, where large quantities of electricity are needed.
There are one other pumped-storage system in Wales and two in Scotland, all of which are around 350 MW or a fifth the size of Electric Mountain.
In the Wikipedia entry entitled List Of Power Stations In Scotland, this is said.
SSE have proposed building two new pumped storage schemes in the Great Glen; 600 MW at Balmacaan above Loch Ness, and 600 MW at Coire Glas above Loch Lochy, at £800m. Scotland has a potential for around 500 GWh of pumped storage
I’m sure the Scots will find some way to fill this storage.
If all else fails, there’s always Icelink. This is the description from Wikipedia.
Icelink is a proposed electricity interconnector between Iceland and Great Britain. As of 2017, the project is still at the feasibility stage. According to current plans, IceLink may become operational in 2027.
At 1000–1200 km, the 1000 MW HVDC link would be the longest sub-sea power interconnector in the world.
The project partners are National Grid plc in the UK, and Landsvirkjun, the state-owned generator in Iceland, and Landsnet, the Icelandic Transmission System Operator (TSO)
Plugging it in to Scotland, rather than London, probably saves a bit of money!
Conclusion
Increasing our pumped-storage energy capacity is feasible and would help us to survive major power failures.
Batteries In Buildings
Tesla have a product called a Powerwall, which puts energy storage into a home or other building.
This was the first product of its kind and there will be many imitators.
The Powerwall 2 has a capacity of 13.5 kWh, which is puny compared to the 9.1 GWh or 9,100,000 kWh of Electric Mountain.
But only 674,074 batteries would need to be fitted in the UK to be able to store the same amount of electricity as Electric Mountain.
The big benefit of batteries in buildings is that they shift usage from the Peak times to overnight
So they will reduce domestic demand in the Peak.
Conclusion
Government should give incentives for people to add batteries to their houses and other buildings.
Could Hydrogen Work As Energy Storage?
Suppose you had a hydrogen-fired 500 MW hydrogen-fired CCGT with a hydrogen tank that was large enough to run it at full power for an hour.
That would be a 0.5 GWh storage battery with a discharge rate of 500 MW.
In an hour it would supply 500MWh or 500,000 kWh of electricity at full power.
In Hydrogen Economy on Wikipedia, this is said, about producing hydrogen by electroysis of water.
However, current best processes for water electrolysis have an effective electrical efficiency of 70-80%, so that producing 1 kg of hydrogen (which has a specific energy of 143 MJ/kg or about 40 kWh/kg) requires 50–55 kWh of electricity.
If I take the 40 KWh/Kg figure that means that to provide maximum power for an hour needs 12,500 Kg or 12.5 tonnes of hydrogen.
Under a pressure of 700 bar, hydrogen has a density of 42 Kg/cu. m., so 12.5 tonnes of hydrogen will occupy just under 300 cubic metres.
If I’ve got the figures right that could be a manageable amount of hydrogen.
Remember, I used to work in a hydrogen factory and I had the detailed guided tour. Technology may change in fifty years, but the properties of hydrogen haven’t!
Gas-Fired Versus Coal-Fired Power Stations
Consider.
- The problem of the carbon dioxide is easier with a gas-fired power station, than a coal-fired power station of the same generating capacity, as it will generate only about forty percent of carbon dioxide.
- Gas-fired power stations can be started up very quickly, whereas starting a coal-fired power station probably takes all day.
- Coal is much more difficult to handle than gas.
Using hydrogen is even better than using natural gas, as it’s zero-carbpn.
Conclusion
I believe we can use our unique geographic position and proven technology to increase the resilience of our power networks.
We need both more power stations and energy storage.
Better Storage Might Give Hydrogen The Edge As Renewable Car Fuel
The title of this post is the same as that of this article on an Australian blog called Create.
This paragraph summarises the article.
Professor David Antonelli from Lancaster University has recently discovered a material that he says could allow existing tank sizes to fuel four times their current range.
Take the time to read the article in full!
If this is developed successfully, then coupled to improved battery technology, that will surely increase the practical range of hybrid hydrogen-battery cars, trucks, buses and trains.
Whilst politicians vanish up their backsides discussing the irrelevant Brexit, engineers and scientists will get on developing ideas, that will make everybody’s lives better.
Hydrogen Trains To Be Trialled On The Midland Main Line
This article on Railway Gazette is entitled Bimode And Hydrogen Trains As Abellio Wins Next East Midlands Franchise.
Abellio will be taking over the franchise in August this year and although bi-mode trains were certain to be introduced in a couple of years, the trialling of hydrogen-powered trains is a surprise to me and possibly others.
This is all that is said in the article.
Abellio will also trial hydrogen fuel cell trains on the Midland Main Line.
It also says, that the new fleet will not be announced until the orders are finalised.
In this post, I’m assuming that the hydrogen trial will be performed using the main line trains.
Trains for the Midland Main Line will need to have the following properties
- 125 mph on electric power
- 125 mph on diesel power
- Ability to go at up to 140 mph, when idigital n-cab signalling is installed and the track is improved.
- UK gauge
- Ability to run on hydrogen at a future date.
I think there could be three types of train.
- A traditional bi-mode multiple unit, with underfloor engines like the Hitachi Class 800 series, is obviously a possibility.
- An electrical multiple unit, where one driving car is replaced by a bi-mode locomotive with appropriate power.
- Stadler or another manufacturer might opt for a train with a power pack in the middle.
The second option would effectively be a modern InterCity 225.
- South of Kettering, electricity would be used.
- North of Kettering, diesel would be used
- Hydrogen power could replace diesel power at some future date.
- Design could probably make the two cabs and their driving desks identical.
- The locomotive would be interchangeable with a driver car.
Bi-modes would work most services, with electric versions working to Corby at 125 mph.
Which manufacturer has a design for a 125 mph, hydrogen-powered train?
Alstom
Alstom have no 125 mph UK multiple unit and their Class 321 Hydogen train, is certainly not a 125 mph train and probably will still be under development.
Bombardier
In Mathematics Of A Bi-Mode Aventra With Batteries, I compared diesel and hydrogen-power on bi-mode Aventras and felt that hydrogen could be feasible.
In that post, I wrote a section called Diesel Or Hydrogen Power?, where I said this.
Could the better ambience be, because the train doesn’t use noisy and polluting diesel power, but clean hydrogen?
It’s a possibility, especially as Bombardier are Canadian, as are Ballard, who produce hydrogen fuel-cells with output between 100-200 kW.
Ballard’s fuel cells power some of London’s hydrogen buses.
The New Routemaster hybrid bus is powered by a 138 kW Cummins ISBe diesel engine and uses a 75 kWh lithium-ion battery, with the bus being driven by an electric motor.
If you sit in the back of one of these buses, you can sometimes hear the engine stop and start.
In the following calculations, I’m going to assume that the bi-mode |Aventra with batteries has a power source, that can provide up to 200 kW, in a fully-controlled manner
Ballard can do this power output with hydrogen and I’m sure that to do it with a diesel engine and alternator is not the most difficult problem in the world.
So are Bombardier designing the Bi-Mode Aventra With Batteries, so that at a later date it can be changed from diesel to hydrogen power?
All an Aventra needs to run is electricity and the train, the onboard staff and passengers don’t care whether it comes from overhead wires, third-rail, batteries, diesel or hydrogen.
Bombardier also have the technology for my proposed locomotive-based solution, where one driver-car of an Aventra is replaced by what is effectively a locomotive.
If Bombardier have a problem, it is that they have no small diesel train to replace Abellio’s small diesel trains. Could the longer services use the bi-mode Aventras and the shorter ones Aventras with battery power?
CAF
CAF probably have the technology, but there would be a lot of development work to do.
Hitachi
Hitachi have the bi-mode trains in the Class 802 trains, but haven’t as yet disclosed a hydrogen train.
Siemens
They’ve made a few noises, but I can’t see them producing a bi-mode train for 2022.
Stadler
In a few weeks time, I will be having a ride in a Stadler-built Class 755 train, run by Abellio Greater Anglia.
The Class 755 train is a bi-mode 100 mph train, from Stadler’s Flirt family.
Could it be stretched to a 125 mph train?
- Stadler have built 125 mph electric Flirts.
- It is my view, that Stadler have the knowledge to make 125 mph trains work.
- Flirts are available in any reasonable length.
- I’ve read that bi-mode and electric Flirts are very similar for drivers and operators.
These could work the Midland Main Line.
If the mainline version is possible, then Abellio could replace all their smaller diesel trains with appropriate Class 755 trains, just as they will be doing in East Anglia.
Stadler with the launch of the Class 93 locomotive, certainly have the technology for a locomotive-based solution.
East Midlands Railway would be an all-Stadler Flirt fleet.
As to hydrogen, Stadler are supplying hydrogen-powered trains for the Zillertalbahn, as I wrote in Zillertalbahn Orders Stadler Hydrogen-Powered Trains.
Talgo
Talgo could be the joker in the pack. They have the technology to build 125 mph bi-mode trains and are building a factory in Scotland.
My Selection
I think it comes down to a straight choice between Bombardier and Stadler.
It should also be noted, that Abellio has bought large fleets from both manufacturers for their franchises in the UK.
Zero-Carbon Pilots At Six Stations
This promise is stated in the franchise.
Once the electrification reaches Market Harborough in a couple of years, with new bi-mode trains, running on electricity, the following stations will not see any passenger trains, running their diesel engines.
- St. Pancras
- Luton Airport Parkway
- Luton
- Bedford
- Wellingborough
- Kettering
- Corby
- Market Harborough
These are not pilots, as they have been planned to happen, since the go-ahead for the wires to Market Harborough.
Other main line stations include.
- Beeston
- Chesterfield
- Derby
- East Midlands Parkway
- Leicester
- Long Eaaton
- Loughborough
- Nottingham
- Sheffield
Could these stations be ones, where East Midlands Railway will not be emitting any CO2?
For a bi-mode train to be compliant, it must be able to pass through the station using battery power alone.
- As the train decelerates, it charges the onboard batteries, using regernerative braking.
- Battery power is used whilst the train is in the station.
- Battery power is used to take the train out of the station.
Diesel power would only be used well outside of stations.
How would the trains for the secondary routes be emission-friendly?
- For the long Norwich to Derby and Nottingham to Liverpool routes, these would surely be run by shorter versions of the main line trains.
- For Stadler, if secondary routes were to be run using Class 755 trains, the battery option would be added, so that there was no need to run the diesel engines in stations.
- For Bombardier, they may offer battery Aventras or shortened bi-modes for the secondary routes, which could also be emission-free in stations.
- There is also the joker of Porterbrook’s battery-enhaced Class 350 train or BatteryFLEX.
I think that with the right rolling-stock, East Midlands Railway, could be able to avoid running diesel engines in all the stations, where they call.
Why Are Abellio Running A Hydrogen Trial?
This is a question that some might will ask, so I’m adding a few reasons.
A Train Manufacturer Wants To Test A Planned Hydrogen Train
I think that it could be likely, that a train manufacturer wants to trial a hydrogen-powered variant of a high-speed train.
Consider.
- The Midland Main Line is about 160 miles long.
- A lot of the route is quadruple-track.
- It is a 125 mph railway for a proportion of the route.
- It has only a few stops.
- It is reasonably straight with gentle curves.
- Part of the route is electrified.
- It is connected to London at one end.
In my view the Midland Main Line is an ideal test track for bi-mode high speed trains.
A Train Manufacturer Wants To Sell A Fleet Of High Speed Trains
If a train manufacturer said to Abellio, that the fleet of diesel bi-mode trains they are buying could be updated to zero-carbon hydrogen bi-modes in a few years, this could clinch the sale.
Helping with a trial, as Abellio did at Manningtree with Bombardier’s battery Class 379 train in 2015, is probably mutually-beneficial.
The Midland Main Line Will Never Be Fully Electrified
I believe that the Midland Main Line will never be fully-electrified.
- The line North of Derby runs through the Derwent Valley Mills World Heritage Site. Would UNESCO allow electrification?
- I have been told by drivers, that immediately South of Leicester station, there is a section, that would be very difficult to electrify.
- Some secondary routes like Corby to Leicester via Oakham might be left without electrification.
But on the other hand some sections will almost certainly be electrified.
- Around Toton, where High Speed Two crosses the Midland Main Line and the two routes will share East Midlands Hub station.
- Between Clay Cross North Junction and Sheffield, where the route will be shared with the Sheffield Spur of High Speed Two.
- The Erewash Valley Line, if High Speed Two trains use that route to Sheffield.
The Midland Main Line will continue to need bi-mode trains and in 2040, when the Government has said, that diesel will not be used on UK railways,
It is my view, that to run after 2040, there are only two current methods of zero-carbon propulsion; on the sections without overhead electrification battery or hydrogen power.
So we should run trials for both!
Abellio Know About Hydrogen
Abellio is Dutch and after my trip to the Netherlands last week, I wrote The Dutch Plan For Hydrogen, which describes how the Dutch are developing a green hydrogen economy, where the hydrogen is produced by electricity generated from wind power.
So by helping with the trial of hydrogen bi-mode trains on the Midland Main Line, are Abellio increasing their knowledge of the strengths and weaknesses of hydrogen-powered trains.
In Thoughts On Eurostar To North Netherlands And North West Germany, I proposed running bi-mode trains on the partially-electrified route between Amsterdam and Hamburg via Groningen and Bremen, which would be timed to connect to Eurostar’s services between London and Amsterdam. These could use diesel, hydrogen or battery power on the sections without electrification.
If hydrogen or battery power were to be used on the European bi-mode train, It would be possible to go between Sheffield and Hamburg on a zero-carbon basis, if all electric power to the route were to be provided from renewable sources.
Abellio Sees The PR Value In Running Zero-Carbon Trains
In My First Ride In An Alstom Coradia iLint, I talked about running hydrogen-powered trains on a hundred mile lines at 60 mph over the flat German countrside
The Midland Main Line is a real high speed railway, where trains go at up to 125 mph between two major cities, that are one-hundred-and-sixty miles apart.
Powered by hydrogen, this could be one of the world’s great railway journeys.
If hydrogen-power is successful, Abellio’s bottom line would benefit.
Conclusion
This franchise will be a big improvement in terms of carbon emissions.
As I said the choice of trains probably lies between Bombardier and Stadler.
But be prepared for a surprise.
Rossendale Reopening Prospect
The title of this post is the same as that of an article in the February 2019 Edition of Modern Railways.
This is the opening two paragraphs.
A blend of heritage and commuter operations could be on the cards in Lancashire, if Rossendale Council’s plans proceed.
The borough is the only one in Lancashire without a main line rail service. A report commissioned by the council in partnership with Lancashire County Council suggests co-operating with the heritage East Lancashire Railway, which runs from Heywood to Rawstenstall, to introduce such a rail link for the borough.
Yesterday, I had a comment read out on the BBC, as I discussed in Wake Up To Money – New Stations.
Wake Up To Money yesterday was broadcast from Darwen, which is only a valley away from Rossendale.
- One of the complaints on the program was about crowded roads and bad transport links to Manchester and Manchester Airport.
- It looks to me, that the proposed Rossendale services will fulfil a similar need.
- The main objective appears to be to create good links to Manchester and Manchester Airport, with a secondary objective of creating a link across the Pennines to Leeds with a change at Rochdale.
The article gives more details of the proposal.
Track
The plan envisages reinstating the route between Rawtenstall and Castleton Junction on the Calder Valley Line.
The section between Rawtenstall and Heywood stations, via Bury Bolton Street station is the heritage line of the East Lancashire Railway (ELR). It is best described as predominately single-track with passing loops.
The article says this about improving the track.
The section of the ELR from Bury Bolton Street to Heywood is envisaged as returning to Network Rail control but with the ELR having access. To facilitate timetabling of trains along the stretch, some double-tracking is expected to be required, although this is suggested to be a modest investment compared to most reopening schemes. Having the ELR on board as a co-operative partner is seen as key to the scheme’s success.
Having flown my virtual helicopter along the line, it looks to me, that it could become another scenic route out of Manchester.
Castleton Junction
This Google Map shows Castleton Junction, where the East Lancashire Line meets the Calder Valley Line.
Note.
- The Calder Valley Line runs North-South.
- The ELR goes off to the West.
- Castleton station is in the North-East corner of the map.
What was or is the large site to the North-West of the junction?
The Junction will need to be upgraded and resignalled.
Electrification
It would be very unlikely, that the route will be electrified.
Although, I suppose there is a chance, that the Calder Valley Line might be electrified, to create an electrified route between Leeds and Manchester Victoria.
- If this were to happen, then there would be electrification between Manchester Victoria and Rochdale.
- Castleton Junction, where the new route would join the Calder Valley Line would be electrified.
This would make it easier and more likely for battery-electric trains to work the new route.
Possible Routes
Three routes are suggesting in the article.
- Manchester Victoria and Bury Bolton Street
- Bury Bolton Street and Rochdale
- Bury Bolton Street and Rawtenstall – Peak-Hour shuttle.
It is suggested that the third route would be run by the ELR.
Rolling Stock
The article says this about rolling stock.
In terms of rolling stock, a suggested option is the use of Vivarail Class 230 units, operating under either diesel-electric or battery power. These could be used for ELR shuttle services in addition to or instead of existing heritage stock, as well as for services from Bury to Manchester.
The Class 230 trains are an obvious choice, but I think that other trains could also be suitable.
These are my thoughts.
Class 230 Trains
I described a ride in a Class 230 train in Battery Class 230 Train Demonstration At Bo’ness And Kinneil Railway.
The Class 230 train would have these characteristics.
- The three-car train has a useful capacity of around 300 passengers.
- The range on battery power should enable a service between Bury Bolton Road and Manchester Victoria stations.
- The batteries can be charged in under ten minutes.
- The operating speed is 60 mph.
- The trains have been designed to be easy to service and this can be done on a remote basis.
- The trains are of an age, to fit in well on a heritage railway.
- I suspect the average competent heritage railway could do the servicing.
The trains also have the advantage of large windows for looking at the scenery.
The trains would need to be charged at the end of the route and I suspect that Vivarail’s fast charging system would handle this in the terminal stations.
Class 769 Trains
Class 769 trains are electro-diesel trains, that use their diesel engines, where there is no 25 KVAC overhead electrification.
They are four-car trains with a passenger capacity of over 300 passengers.
They would have a very big advantage for the train operator.
Services across Manchester are often paired to give travellers the chance to do cross-city journeys without changing trains.
Using Class 769 trains would enable more services to be paired up.
Class 399 Tram-Trains
Class 399 tram-trains are under trial in Sheffield and they will also be used on the South Wales Metro.
The terrain in Rossendale involves a hundred metre or so climb from Bury Bolton Street to Rawtenstall. Rochdale is perhaps fifty metres higher than Bury Bolton Street.
Consider a Class 399 tram/train, working between Bury Bolton Street and Rawtenstall stsations.
- Wikipedia gives the weight of the vehicle as 66 tonnes.
- The altitude difference is 120 metres.
- I will assume 200 passengers at 90 Kg. each, which gives a weight of 12 tonnes.
This means that the train has a increase of potential energy of 25 kWh at Rawtenstall station. This would be easily stored in an appropriately-sized traction battery.
It would appear that tram-trains should be able to climb to Rawtenstall, provided they could get to Bury with a full battery.
I look at this in detail in Could A Class 399 Tram-Train With Batteries Go Between Manchester Victoria And Rochdale/Bury Bolton Street/Rawtenstall Stations?
Alstom Breeze Trains
Alston Breeze trains could be a possibility, if hydrogen trains are compatible with steam trains.
The trains would also be able to work across Manchester, as the Class 769 trains will be able to.
Battery-Electric Multiple Units
In Northern’s Battery Plans, I discuss CAF’s proposal to Northern to create battery-electric Class 331 trains.
These could be ideal.
Diesel Multiple Units
Northern have lots of better quality diesel multiple units including Class 156 and Class 170 trains. The company also has around sixty new Class 195 diesel multiple units on order.
These could obviously handle the route, but would it be better to use battery or more capable bi-mode trains on the route?
Diesel Use In Manchester
I suspect too, that train companies, their staff, passengers and all Mancunians would like to see Central Manchester’s railways become a diesel-free zone.
Train Timings
I obviously don’t have accurate figures, but I have a feeling that most of these trains could do a round trip in an hour between Manchester Victoria and Bury Bolton Street stations. The Class 230 trains would probably have time for a fast charge at each end of the route.
My Choice Of Train
It will be Class 230 or Class 769 trains.
Both trains could work the services to Bury Bolton Street station from Manchester Victoria and Rochdale stations.
The Class 769 has two advantages.
- It is the larger train.
- It could use its electric capability to cross Manchester.
Both trains wouldn’t look out of place running a shuttle between Bury Bolton Street and Rawtenstall stations, as they are rebuilt trains from a previous era.
Stations
A few points about the existing stations.
Bury Bolton Street Station
Bury Bolton Street station has four platforms and will be the interchange between the new services and those of the ELR.
The station has a bay platform that faces South East.
With modern signalling, I would expect that it could handle four trains per hour (tph).
Perhaps, these could be two tph from both Manchester Victoria and Rochdale stations.
Heywood Station
This Google Map shows Heywood station.
At present it has a long single curved platform.
I suspect to accommodate the new services, which could be four tph in both directions, the station would need a second platform.
Ramsbottom Station
This Google Map shows Ramsbottom station.
It is a two platform station, which appears to be close to the Town Centre and a Tesco Superstore and a Morrison’s.
Rawtenstall Station
This Google Map shows Rawtenstall station.
Note, the train in the single platform with a run round loop for a locomotive.
The article says it would be possible to create a second platform at the station.
It would appear that if Class 230 trains were to be used for the proposed.Peak Hour service to Rawtenstall station, then there would be space for installing a fast charger.
Rochdale Station
Rochdale station will be a terminus for services from Bury Bolton Street station.
This paragraph in the Wikipedia entry for Rochdale station describes the new bay platform at the station and how it is used.
In 2015, construction on a fourth railway platform began. It is located at the south end of the main island platform, with the southbound through line having been re-aligned slightly further east to accommodate the new terminating line.
This section of the Calder Valley Line appears to be very busy with a train every four minutes.
I wonder, if by diverting some services to Bury Bolton Street station, this helps ease traffic on the Calder Valley Line.
Could trains do the following triangular route?
- Manchester Victoria
- Heywood
- Bury Bolton Street
- Heywood
- Rochdale
- Manchester Victoria
Train timetablers with much more knowledge than myself, will have fun getting a workable timetable.
New Stations
About half-a-dozen new stations will need to be built.
Most will probably be fairly simple affairs and those North of Bury Bolton Street station could probably by just a single platform.
There is one possibly proposed station, that could be more complicated.
Buckley Wells station could be built where the Bury Line of the Manchester Metrolink and the East Lancashire Line cross by the A56.
Park-and-Ride stations are also suggested in the article at Broadfield, Ewood Bridge, Heap Bridge and Stubbins.
Freight
The article also raises the possibility of running freight trains between the Calder Valley Line and Heywood.
This is said.
,The line could incorporate a rail connection to the 200-acre Heywood Distribution Park, currently served only by road, but adjacent to the existing ELR line. An intermodal rail freight terminal could be provided in the land around the existing distribution park, with sidings at least 500 metres in length needed to accommodate modern freight trains. Conversion into a Strategic Freight Interchange would remove significant numbers of HGVs from the congested strategic road network.
Would the implementation of this plan for freight be popular with the residents of Rossendale?
Conclusion
The proposal is a comprehensive one, which could benefit several groups.
- The residents of Rossendale.
- Vsitors to the area
- Commuters to Manchester
- Travellers across the Pennines
- Travellers to Manchester Airport
- Freight companies.
The proposal needs further investigation to see whether there is a strong business case for implementation.
I also think, that this sort of project model, where a heritage line is integrated with the National Rail network, can be repeated elsewhere in the country.
We have some very well-managed heritage railways in the UK, some of which could be extended to the National Rail network to provide much needed passenger and freight services to new and existing developments and difficult to access towns.
The rules need to be developed, so that these projects can be developed.
Axed Rail Routes May Be Reopened Under New Department for Transport Plans
The title of this post is the same as that on this article on Sky News.
This is the first two paragraphs.
The Department for Transport has confirmed it is actively working with a number of groups to explore the possibility of reopening old rail routes, axed under the so-called Beeching cuts of the 1960s.
It follows a call by Transport Secretary Chris Grayling a year ago, encouraging those in the public and private sector to submit proposals for potential projects to regenerate old lines.
It also quotes a Department of Transport spokesman.
This is on top of exploring reopening the Northumberland Line for passenger use, supporting the reinstatement of stations on the Camp Hill Line, developing new rail links to Heathrow and a new station at Cambridge South
He apparently, didn’t say more because of confidentiality.
The article then talks about the success of the Borders Railway in Scotland.
So is this just a good news story for Christmas or is there a plan to reopen old railway lines?
I feel that a several factors are coming together, that make the reopening of railway lines and the creation of new ones more likely.
Digital Signalling
Signalling is expensive, but where you have rolling stock to a high modern standard, with digital in-cab signalling, does this mean that new or reopened rail lines can be built without conventional signalling?
In addition, installing digital signalling on some routes, would probably make it easier to add a new station. Surely, it must just be a reprogramming of the route!
It could be a problem that, I would expect that on a digitally-signalled line, all trains must be capable of using it. But in many areas of the country, like East Anglia, these routes will be run by new trains.
Digital signalling must also make it easier to design more efficient single-track railways, with perhaps a passing loop to allow higher frequencies.
More Efficient Track Construction
Network Rail and their contractors and suppliers are getting better and more efficient at building track and bridges through difficult terrain and places, judging by some of their construction in recent years, such as the Acton Dive-Under and the Ordsall Chord. They have also overseen some notable successes in the refurbishment of viaducts and tunnels.
It should also be noted that the reopening of the Borders Railway was a successful project in terms of the engineering and was completed on budget and on time.
According to Wikipedia, though there was criticism of the infrastructure.
This is said.
The line’s construction has been described as resembling a “basic railway” built to a tight budget and incorporating a number of cost-saving features, such as using elderly two-carriage diesel trains and running the line as single track.
But looking back on the line from over three years since it opened, it has certainly been judged by many to be an undoubted success.
Would it have had the same level of success, if it had been built as a double-track electrified railway?
Single-Track Lines
The Borders Railway is a good example of an efficient single-track railway, that runs a half-hourly service.
Other routes like the East Suffolk Line and the Felixstowe Branch Line, show how good design can handle more than the most basic levels of traffic, with perhaps selective double track or a well-placed passing loop.
They may be dismissed by rail purists as basic railways, but when well-designed, they are able to provide the service that is needed along the route, for a construction cost that is affordable.
I would though advocate, that if a new single-track railway is built, that provision is made where possible to be able to add the second track. But not at too great an expense or to provide a service level that will never be needed.
I believe that good design of a new railway can cut the construction cost by a fair amount.
Single-Platform Stations
Several of the new stations built in recent years have been stations with only a single-platform.
- Cranbrook – A station in Devon on the West of England Main Line to serve a new housing development.
- Ebbw Vale Parkway – A parkway station in Ebbw Vale.
- Galashiels – A station, that handled 356,000 passengers last year. It is a unique station on a narrow site, that shares facilities with a large bus station on the other side of the road. It is a very functional transport interchange.
- James Cook – A basic but practical station, that serves the hospital in Middlesbrough. – It cost just over £2million in 2014.
- Newcourt – A £4million station handling over 100,000 passengers per year.
- Pye Corner – A basic station in Newport handling nearly 100,000 passengers per year.
The stations have several common characteristics.
- They can all handle at least a four-car train.
- The single-platform is used for services in both directions.
- Disabled access is either level or by a gently-sloping ramp.
Only James Cook station has a footbridge over the track.
These single-platform stations must cost less, as for instance a footbridge with lifts costs upwards of a million pounds.
Note that of the nine stations on the Borders Railway only three have two platforms.
Single-Platform Terminal Stations
There are also several terminal stations in the UK with only one platform.
- Aberdare – Handling over 500,000 passengers per year.
- Aberystwyth – Handling around 300,000 passengers per year.
- Alloa – Handling around 400,000 passengers per year.
- Aylesbury Vale Parkway – Handling over 100,000 passengers per year.
- Blackpool South – Handling over 100,000 passengers per year.
- Exmouth – Handling nearly a million passengers per year.
- Felixstowe – Handling around 200,000 passengers per year.
- Henley-on-Thames – Handling around 800,000 passengers per year.
- Marlow – Handling nearly 300,000 passengers per year.
- Merthyr Tydfil – Handling around 500,000 passengers per year.
- North Berwick – Handling around 600,000 passengers per year.
- Redditch– Handling over a million passengers per year.
- Seaford – Handling over 500,000 passengers per year.
- Shepperton – Handling around 400,000 passengers per year.
- Sheringham – Handling around 200,000 passengers per year.
- Walton-on-the-Naze – Handing around 130,000 passengers per year
- Windsor & Eton Central – Handling nearly two million passengers per year.
Many of these stations have only a single hourly train. whereas Redditch and Windsor & Eton Central stations have three trains per hour (tph).
As a single terminal platform can probably handle four tph, I suspect that most terminals for branch lines could be built with just a single platform.
No Electrification
Chris Grayling has said that the East West Rail Link will be built without electrification.
I wasn’t surprised.
- Network Rail has a very poor performance in installing electrification.
- There have been complaints about the visual intrusion of the overhead gantries.
- Electrification can cause major disruption to road traffic during installation, as bridges over the railway have to be raised.
In addition, I’ve been following alternative forms of low- or zero-carbon forms of train and feel they could offer a viable alternative
Bi-Mode, Hydrogen And Battery-Electric Trains
When the Borders Railway was reopened, unless the line had been electrified, it had to be run using diesel trains.
But in the intervening three years, rolling stock has developed and now a new or reopened railway doesn’t have to be electrified to be substantially served by electric trains.
- Bi-Mode trains are able to run on both diesel and electric power and Hitachi’s Class 800 trains are successfully in service. They will be shortly joined by Porterbrook’s innovative Class 769 trains.
- Hydrogen-powered trains have already entered service in Germany and they are being developed for the UK.
- Battery-electric trains have already been successfully demonstrated in the UK and will enter service in the next few years.
All of these types of train, will be able to run on a new railway line without electrification.
Bi-mode trains are only low-carbon on non-electrified lines, whereas the other trains are zero-carbon.
The trains on the Borders Railway must be prime candidates for replacement with hydrogen-powered or battery-electric trains.
Adding It All Up
Adding up the factors I have covered in this section leads me to conclude that rail developments over the last few years have made it possible to create a new railway line with the following characteristics.
- An efficient mainly single-track layout.
- Single-platform stations.
- A single-platform terminal station capable of handling well upwards of a million passengers per year.
- Service levels of up to four trains per hour.
- Zero-carbon operation without electrification.
- Low levels of visual and noise intrusion.
The new railway will also be delivered at a lower cost and without major disruption to surrounding road and rail routes.
The Need For More Housing And Other Developments
There is a very large demand for new housing and other developments all over the UK.
Several proposed rail projects are about connecting new developments with the rail network.
In London Overground Extension To Barking Riverside Gets Go Ahead, I listed a few developments in London, where developers and their financial backers, were prepared to put up around £20,000 for each house to fund decent rail-based transport links.
Obviously, developments in London are expensive, but with all the new developments, that have been built close to stations in the last few years, I suspect that infrastructure financiers. like Legal and General and Aviva, know how much being by a rail station is worth.
Conclusion
Both public and private infrastructure financiers will take advantage of the good railway and rolling stock engineering, which will mean the necessary rail links to new developments will be more affordable and zero-carbon.
Could Hydrogen Replace Natural Gas In Domestic Properties?
This post was suggested by this article on the Chronicle Live, which is entitled Thousands of Tyneside Homes Could Be Fuelled By Hydrogen Under £22bn Plan.
This is the first three paragraphs.
Thousands of homes across Tyneside and the wider North East could be converted to run on hydrogen in an effort to hit climate change targets.
The H21 North of England report, published today, has called for more than 700,000 homes across Tyneside and Teesside to be converted to run on hydrogen by 2034.
The moves have been proposed by Northern Gas Networks, which supplies gas to the North East, and its North West and Midlands counterpart Cadent, in association with Norwegian energy company Equinor.
It would be feasible to convert houses from natural gas to hydrogen.
In fact, there is a small proportion of hydrogen in natural gas anyway.
But just because it is feasible, it doesn’t mean it is a good idea.
Who Pays?
Consumers would feel, that they shouldn’t pay any more.
Conversion
I remember being converted from town to natural gas in the 1970s.
We only had an ancient gas cooker and conversion was not a problem, but what will happen, if your boiler or cooker is not convertible?
New Technologies
I don’t like gas cookers, so in my current house, I only have a four-year-old modern boiler, so houses like mine wouldn’t be a problem.
Also according to various people, I’ve met, the trend in cookers is to go to induction appliances, which would take a variable out of the conversion equation.
I see lots of new housing and other construction, advertised as low energy, with high insulation levels and solar panels everywhere.
Add in innovative district heating systems and I can see new housing being built without the need of a gas supply.
This must surely be safer, as gas does seem to cause a lot of deaths in homes.
Just Say No!
So what happens, if you say no and your area is being converted to hydrogen?
Do you lose your gas supply?
Creation Of The Hydrogen
This article on the Internet is entitled Northern Gas Networks: One Company’s Ambitious Plan To Cut Carbon Emissions For An Entire Nation.
This is said about the creation of the hydrogen.
The first step is getting access to enough hydrogen. The most widely used method to produce hydrogen is steam-methane reforming, which involves reacting methane (CH4) with high-temperature steam (H2O), which creates carbon dioxide (CO2) and hydrogen (H2). But hydrogen isn’t a clean fuel if that carbon dioxide is put into the atmosphere. So the reactor which produces hydrogen will have to be paired with carbon capture and storage, a process where carbon dioxide is captured before it enters the air, and then pumped underground for safe, permanent storage.
Companies, politicians and academics have been waffling on about carbon capture and storage for decades and I believe at the present time, it is one of those technologies, which is akin to burning large numbers of fifty pound notes.
I do think that at some point in the future, a clever chemist will design a chemical plant, where carbon dioxide goes in one end and sheets, rods or components of carbon fibre, graphene or other carbon form come out the other end.
In my view it is much better to not create the carbon dioxide in the first place.
The obvious way is to use surplus wind power to electrolyse water and produce hydrogen. It is a clean process and the only by-product is oxygen, which no-one has yet flagged up as dangerous.
Conclusion
The objective of this project may be laudable, but there is a lot of development and thinking that needs to be done.
A Tale Of Two Trains
Last week I attempted to have rides in two ground-breaking trains.
- A battery-powered version of Vivarail‘s Class 230 train.
- A hydrogen-powered Alstom Coradia iLint.
Some months ago, I also had an early public run in a Crossrail Class 345 train.
The latter trains have now been introduced more fully into service, although there are still some Class 315 trains in service between Liverpool Street and Shenfield stations.
Transport for London performed the introduction with plenty of well-trained staff about to both handle any problems and ask passengers for feedback.
It was all very professional and despite Crossrail’s well-reported lateness, it is difficult to find bad reports about the performance of the Class 345 trains between Liverpool Street and Shenfield.
Vivarail’s Class 230 Train
I went to the Bo’ness and Kinneil Railway, to see this train last Wednesday and wrote about the train in Battery Class 230 Train Demonstration At Bo’ness And Kinneil Railway.
- This service was not a paid-for public service but a free demonstration open to all, who wanted to turn up.
- Many people did for the first run at 11:00 and they looked to be a mixture of locals, people with transport interests, families and enthusiasts.
- Vivarail came mob-handed with engineers, designers, public relations staff and the Chairman; Adrian Shooter.
- There was no restrictions as to who talked to whom.
Search the Internet and it is very difficult to find negative reaction to the demonstration.
This article with a video in the Scotsman is entitled Video: Battery Trains On Track To Cut Emissions and gives a lot of information.
- Each car weighs thirty tonnes.
- Chassis and body are aluminium.
- Each car has two 100 kWh batteries underneath.
- New batteries in 2019 will enable sixty mph for forty miles and take just four minutes to charge.
- Regenerative brakes recharge the batteries.
The article has a very positive, typified by this paragraph.
Beyond the recycled exterior, Adrian explains how renewable energy and eco-friendliness are at the heart of the train’s design and a sign of things to come.
I haven’t read any reports from bloggers, enthusiasts or the general public about the train, but like myself, I suspect many went home quietly satisfied after watching a very professional demonstration.
My only negative comment about the Vivarail demonstration, is that it could probably have done with a modicum of classic marketing and upsexing.
Alstom’s Coradia iLint
Last week was the second time, that I tried to get a ride on this train.
- But as with my first trip, although I saw a train, none were actually running.
- This time, I heard that there was a shortage of drivers and one train had gone back to the manufacturer.
- These innovative trains are going to attract visitors from all over the world and I think that Alstom are not being at all professional with their handling of the testing.
- There was just no information, let alone staff at any of the stations, that will be served by the hydrogen-powered trains.
The important people were happy enough to turn up for the grand launch, but did not see fit to provide the information for the general public, who are interested in a genuine innovation, that could cut carbon emissions.
Conclusion
We will see a diesel-powered Class 230 train in service this December and it will then be possible to judge this innovative train on a fair basis.
But after the professional demonstration I saw in Scotland, I very much feel that this launch will not be handled in a sloppy way, such that it leaves a lot of disillusioned travellers.
But I am beginning to wonder, if Alstom’s project was launched too early without real planning to gain lots of brownie points about green issues.
It is one thing to get a new train working on a test track, but passengers with their own needs and appointments to keep, add a whole new dimension.
Alstom may well not be alone, as Porterbrook seem to be having troubles with launching their innovative Class 769 train.
The Anonymous Widower 