Thoughts On Digital Signalling On The East Coast Main Line
I came up to Doncaster yesterday on a new Hull Trains Class 802 train.
According to my pocket dynamometer car, the train seemed to be at or nearly at 125 mph, most of the time I looked from possibly around Stevenage to just South of Doncaster.
I came back today on an LNER Class 801 train and the train’s performance seemed very similar.
I also noted the following.
- The two stops at Newark and Peterborough, took seven and nine minutes respectively from the start of slowing for the station until back up to speed.
- Between Peterborough and Stevenage the train kept below a maximum of 110 mph.
- The train went through the two tunnels before Welwyn North station and the station itself at 75 mph.
- I timed the train at 100 mph over the Digswell Viaduct, when it reached the South side after accelerating on the viaduct.
- 90 mph was maintained between Potters Bar and New Southgate stations.
- Speed gradually reduced from New Southgate into Kings Cross.
Note.
- 125 mph is the maximum allowable speed of the train.
- The 110 mph running was probably to be compatible with the Class 387 trains.
- I will do the trip again and get some accurate figures.
It appears to me, that the driver was obeying a simple but fast plan.
The Wikipedia entry for the East Coast Main Line, says this about the opiating speed of the line, with the new trains.
Increasing maximum speeds on the fast lines between Woolmer Green and Dalton-on-Tees up to 140 mph (225 km/h) in conjunction with the introduction of the Intercity Express Programme, level crossing closures, ETRMS fitments, OLE rewiring and the OLE PSU – est. to cost £1.3 billion (2014). This project is referred to as “L2E4” or London to Edinburgh (in) 4 Hours. L2E4 examined the operation of the IEP at 140 mph on the ECML and the sections of track which can be upgraded to permit this, together with the engineering and operational costs
It also says this about the implementation of digital signalling.
A new Rail operating centre (ROC), with training facilities, opened in early 2014 at the “Engineer’s Triangle” in York. The ROC will enable signalling and day-to-day operations of the route to be undertaken in a single location. Signalling control/traffic management using ERTMS is scheduled to be introduced from 2020 on the ECML between London King’s Cross and Doncaster – managed from the York ROC.
The signalling could probably work in one of two ways.
- The signalling tells the driver the required speed and they drive the train accordingly.
- The signalling drives the train and the driver monitors what is happening.
Both methods are used in the UK.
A Possible London Kings Cross and Leeds Service
The combined affect of both track and signalling improvements is illustrated by this simple calculation.
- As Dalton-on-Tees is North of Doncaster, the route between Woolmer Green and Doncaster should be possible to be run at 140 mph
- Woolmer Green and Doncaster stations are 132.1 miles apart.
- Non-stop York and London Kings Cross trains are currently timed at 70 minutes between Doncaster and Woolmer Green stations.
- This is an average speed of 113.2 mph.
If 140 mph could be maintained between Doncaster and Woolmer Green, the section of the journey would take 56.6 minutes, which is a saving of 13.4 minutes.
Consider.
- The fastest current trains between London Kings Cross and Leeds take between two hours and twelve minutes and two hours and fifteen minutes.
- I suspect that the extra tracks into Kings Cross, that are currently being built will save a few minutes.
- There must be some savings to be made between Doncaster and Leeds
- There must be some savings to be made between London Kings Cross and Woolmer Green.
- There could be a rearrangement of stops.
I think it is highly likely that in the future, there will be at least one train per hour (tph) between London Kings Cross and Leeds, that does the trip in two hours.
- There is no reason why all London Kings Cross and Leeds trains could not take two hours.
- London Kings Cross and Doncaster could be several minutes under an-hour-and-a-half.
- High Speed Two is predicting one hour and twenty-one minutes for their future service between London Euston and Leeds, which is a saving of 38 minutes.
- London and Leeds in two hours will attract passengers.
There will be serious competition between London and Leeds.
Other Timing Improvements
I also think these times would be possible
- London Kings Cross and Bradford Forster Square – two hours and thirty minutes
- London Kings Cross and Harrogate – two hours and thirty minutes
- London Kings Cross and Huddersfield – two hours and twenty minutes
- London Kings Cross and Hull – two hours and thirty minutes
- London Kings Cross and Middlesbrough – two hours and thirty minutes
- London Kings Cross and Scarborough – two hours and thirty minutes
- London Kings Cross and Sheffield – two hours
- London Kings Cross and Skipton – two hours and thirty minutes
- London Kings Cross and York – two hours
I would be fairly certain that London Kings Cross and Huddersfield could be slowed by ten minutes, which would give the London Kings Cross and Yorkshire a certain symmetry.
- London Kings Cross and Leeds and York would take two hours.
- London Kings Cross and all the others would take two hours and thirty minutes.
It would probably make arrangement of a fast timetable easier.
An interesting Way Of Maintaining Social Distancing On A Train
Hull trains have put flags on all the seats.
- Yellow for groups.
- Green for singles.
- Red for don’t use.
Simple, but it means they maximise capacity.
It’s also very easy for passengers as the green flags are obvious and most passengers, seem to have a window!
It seemed to be working well and everybody got a seat. Although your seat wasn’t allocated on the ticket.
Transition Your Ships To Zero-Emissions With Ballard’s New FCwave
The title of this post, is the same as that of this post on the Ballard blog.
This is the introductory paragraph.
Today, the maritime sector accounts for approximately 2.5% of global carbon emissions, equivalent to 940 megatonnes each year . But the industry is now moving into a new era of mobility, where sustainability and climate change issues are top of mind.
And this paragraph introduces Ballard’s solution.
At Ballard, we’re here to support ship operators and marine propulsion integrators in this transition. Today, we’ll introduce you to our new FCwave™ fuel cell module—the world’s first commercial fuel cell solution for marine vessels.
There is a link to a brochure.
The blog also has two videos and a picture of a Caledonian MacBrayne ferry, which is labelled Ballard Fuel Cell Powered HySeas Consortium Ferry, so is a hydrogen-powered ferry coming to an island near you or where you like to go?
This article on the Liverpool Echo is entitled Plans For A New Ferry To Cross The Mersey.
As the current two ferries, were in service when I was a student at Liverpool University in the 1960s, replacement of one of the most iconic, if not the most iconic ferries in the world with hydrogen power would be a smart move, by both Liverpool and Ballard.
Especially, as the Liverpool area is not short of hydrogen.
Rival Site For £100m Powys Rail Testing Project
The title of this post, is the same as that of this article on Powys County Times.
This is the first two paragraphs.
Plans to build a £100 million rail testing centre on the edge of Powys could be derailed by a rival plan in England, it has emerged.
The major testing facility at the former Nant Helen open cast mining site on the border between Powys and Neath Port Talbot could face a rival application from German multinational Siemens, which has earmarked a site in Lincolnshire for a rival bid.
It seems, you wait many years for a rail test track and then two come along at the same time.
Overhauls for LNER’s Remaining Class 91s And Mk 4s
The title of this post, is the same as that of this article on Rail Magazine.
This is the introductory paragraph.
Eversholt Rail, which owns the trains, has confirmed that 12 London North Eastern Railway Class 91s and the remaining Mk 4 coaches will undergo overhauls at Wabtec Rail, Doncaster.
It had been expected, that LNER would purchase more trains, as I wrote about in More New Trains On LNER Wish List.
The article gives more details of the trains to be retained.
- Twelve Class 91 locomotives, seven rakes of Mark 4 coaches and two spare coaches will be retained.
- They will be confined to routes between London Kings Cross and Bradford, Leeds, Skipton and York.
How many trains will be needed to cover these routes?
- Trains take two hours and fifteen minutes between London Kings Cross and Leeds and run at a frequency of two trains per hour (tph)
- Trains take two hours and twenty-one minutes between London Kings Cross and York and run hourly.
- I suspect that a round trip to Leeds or York can be five hours.
So a crude analysis says, that will mean fifteen trains will be needed,
But some of these trains will be extended past Leeds.
These are, electrification status and the times and distances between Leeds and the final destinations.
- Bradford – Electrified – 22 minutes – 13.5 miles
- Harrogate – Not Electrified – 40 minutes – 18 miles
- Huddersfield – Not Electrified – 33 minutes – 17 miles
- Skipton – Electrified – 45 minutes – 26 miles
It appears that the following is true.
- Trains serving Harrogate and Huddersfield must be worked by bi-mode Class 800 trains.
- Trains serving Bradford and Skipton could be worked by InterCity 225 trains or an all-electric nine-car Class 801 train.
Note.
- Some times are those taken by LNER services and some are estimates from TransPennine Express.
- I have assumed 8-10 minutes for the Split-and-Join at Leeds and included it in the times.
- Class 800 trains seem to take around ten minutes to turnround at Harrogate.
- Times between London Kings Cross and Doncaster will decrease by a few minutes, with the addition of digital in-cab signalling on the route, which will allow 140 mph running by InterCity 225s, Class 800 trains and Class 801 trains.
I estimate that it will be possible for an InterCity 225, Class 800 train or Class 801 train to do a round trip between London Kings Cross and Bradford, Harrogate, Huddersfield or Skipton in six hours.
The round trip between London Kings Cross and York will be the five hours, I estimated earlier.
Wikipedia also says this.
LNER expects to introduce two-hourly services to Bradford and a daily service to Huddersfield in May 2020 when more Azuma trains have been introduced.
So would the pattern of trains to Leeds/York be as follows?
- One tph – One pair of five-car Class 800 trains to Leeds, of which some or all split and join at Leeds, with one train going to and from Harrogate and the other going to and from Huddersfield.
- One tph per two hours (tp2h) – An InterCity 225 or nine-car Class 801 train to Leeds, of which some or all are extended to Bradford.
- One tp2h – An InterCity 225 or nine-car Class 801 train to Leeds, of which some or all are extended to Skipton.
- One tph – An InterCity 225 or nine-car Class 801 train to York.
I estimate that it will be possible for an InterCity 225, Class 800 train or Class 801 train to do a round trip between London Kings Cross and Bradford, Harrogate, Huddersfield or Skipton in six hours.
This would need the following trains.
- Six pairs of five-car Class 800 trains for the Harrogate and Huddersfield services.
- Six full size all electric trains, which could be an InterCity 225, a nine-car Class 801 train or a pair of five Class 801 trains, for Bradford and Skipton services.
- Five full size all electric trains, which could be an InterCity 225, a nine-car Class 801 train or a pair of Class 801 trains, for York services.
So why have LNER changed their mind and are retaining the InterCity 225?
Are InterCity 225 Trains Already Certified For 140 mph Running?
I wouldn’t be surprised, if a large part of the certification work for this had been done for 140 mph running and for it to be allowed, it needs digital in-cab signalling to be installed on the East Coast Main Line.
The Wikipedia entry for the InterCity 225 says this about the train’s performance.
The InterCity 225 has a top service speed of 140 mph (225 km/h); during a test run in 1989 on Stoke Bank between Peterborough and Grantham an InterCity 225 reached 162 mph (260.7 km/h). However, except on High Speed 1, which is equipped with cab signalling, British signalling does not allow trains to exceed 125 mph (201 km/h) in regular service, due to the impracticality of correctly observing lineside signals at high speed.
The Wikipedia entry for the East Coast Main Line says this about the future signalling.
A new Rail operating centre (ROC), with training facilities, opened in early 2014 at the “Engineer’s Triangle” in York. The ROC will enable signalling and day-to-day operations of the route to be undertaken in a single location. Signalling control/traffic management using ERTMS is scheduled to be introduced from 2020 on the ECML between London King’s Cross and Doncaster – managed from the York ROC.
A small fleet of InterCity 225 trains could be the ideal test fleet to find all the glitches in the new signalling.
Are InterCity 225 trains Already Certified To Run To Bradford and Skipton?
If they are, then that is another problem already solved.
A Fleet Of Seven Trains Would Cover Bradford And Skipton Services
Six trains are needed to run a one tp2h service to both Bradford and Skipton, so they could fully cover one tp2h to Bradford and occasional trains to Skipton with a spare train and one in maintenance.
Using InterCity 225s To Bradford and Skipton Would Not Require A Split-And-Join At Leeds
The number of trains that would Split-and-Join at Leeds would be only two tph instead of four tph, which would be simpler with less to go wrong.
Not Enough Five-Car Bi-Mode Class 800 Trains
LNER’s full fleet of Azumas will be as follows.
- 13 – Nine-car bi-mode Class 800 trains.
- 10 – Five-car bi-mode Class 800 trains.
- 30 – Nine-car electric Class 801 trains.
- 12 – Five-car electric Class 801 trains.
This would appear to be a major problem, if Harrogate and Huddersfield were to be served hourly by Class 800 trains, existing services are to be maintained or even increased to Hull and Lincoln and extra services are to be added to Middlesbrough and perhaps Nottingham and other destinations.
The InterCity 225s only help indirectly, if they provided the London Kings Cross and Bradford and Skipton services.
Conversion Of Class 800 and Class 801 Trains To Regional Battery Trains
Hitachi have launched the Regional Battery Train, which is described in this Hitachi infographic.
For LNER, they will be useful for any Journey under about 90 kilometres or 56 miles.
The trains should be able to serve these routes.
- Leeds and Harrogate and back – 36 miles
- Leeds and Huddersfield and back – 34 miles
- Newark and Lincoln and back – 33 miles
- Northallerton and Middlesbrough and back – 42 miles
Whilst Class 800 trains and Class 801 trains are converted, the InterCity 225 trains would act as valuable cover on services like London to Leeds and York.
Conclusion
I think it is a good plan.
Hull Issues New Plea For Electrification
The title of this post, is the same as that of this article on Rail Magazine.
This is the introductory paragraph.
Residents and businesses in Hull are being urged to support electrification of the railway to Selby and Sheffield.
This paragraph is about the difficulty of electrifying the route.
“Unlike elsewhere on the trans-Pennine routes, work here can start straightaway and would be a quick win. Our plans involve few extra land purchases, no tunnel widening, and no re-routing,” said Daren Hale, Hull City Council and Hull’s representative on the Transport for the North board.
Services to Hull station are as follows.
- Hull Trains – London Kings Cross and Hull via Selby, Howden and Brough.
- Hull Trains – Beverley and Hull via Cuttingham
- LNER – London Kings Cross and Hull via Selby and Brough
- Northern Trains – Halifax and Hull via Bradford Interchange, New Pudsey, Bramley, Leeds, Cross Gates, Garforth, East Garforth, Micklefield, South Milford, Selby and Brough
- Northern Trains – Sheffield and Hull via Meadowhall, Rotherham Central, Swinton, Mexborough, Conisbrough, Doncaster, Kirk Sandall, Hatfield & Stainforth, Thorne North, Goole, Saltmarshe, Gilberdyke, Broomfleet, Brough, Ferriby and Hessle,
- Northern Trains – Bridlington and Hull via Nafferton, Driffield, Hutton Cranswick, Arram, Beverley and Cottingham.
- Northern Trains – Scarborough and Hull via Seamer, Filey, Hunmanby, Bempton, Bridlington, Nafferton, Driffield, Hutton Cranswick, Arram, Beverley and Cottingham.
- Northern Trains – York and Hull via Selby, Howden, Gilberdyke and Brough.
- TransPennine Express – Manchester Piccadilly and Hull via Stalybridge, Huddersfield, Leeds, Selby, Brough
Note.
- Some services are joined back-to-back with a reverse at Hull station.
- I have simplified some of the lists of intermediate stations.
- Services run by Hull Trains, LNER or TransPennine Express use bi-mode Class 800 or Class 802 trains.
- All routes to Hull station and the platforms are not electrified.
Trains approach Hull by three routes.
- Selby and Brough
- Goole and Brough
- Beverley and Cottingham
Could these three routes be electrified?
I have just flown my helicopter along all of them.
I’ve also had a lift in the cab of a Class 185 train between Hull and Leeds, courtesy of Don Coffey.
Hull And Selby via Brough
There is the following infrastructure.
- Several major road overbridges, which all seem to have been built with clearance for overhead wires.
- There are also some lower stone arch bridges, which may need to be given increased clearance.
- No tunnels
- The historic Selby Swing Bridge.
- Four farm crossings.
- Fourteen level crossings.
Hull And Goole via Brough
There is the following infrastructure.
- Several major road overbridges, which all seem to have been built with clearance for overhead wires.
- No tunnels
- A swing bridge over the River Ouse.
- A couple of farm crossings
- Six level crossings
Hull And Beverley via Cottingham
There is the following infrastructure.
- A couple of major road overbridges, which all seem to have been built with clearance for overhead wires.
- No tunnels
- A couple of farm crossings
- Six level crossings
All of the routes would appear to be.
- At least double track.
- Not in deep cuttings.
- Mainly in open countryside.
- Built with lots of level crossings
I feel that compared to some routes, they would be easy to electrify, but could cause a lot of disruption, whilst the level crossings and the two swing bridges were electrified.
Speeding Up Services To And From Hull
What Are The Desired Timings?
The Rail Magazine article says this about the desired timings.
Should the plans be approved, it is expected that Hull-Leeds journey times would be cut from 57 minutes to 38, while Hull-Sheffield would drop from 86 minutes to 50 minutes.
These timings are in line with those given in this report on the Transport for the North web site, which is entitled At A Glance – Northern Powerhouse Rail,
The frequency of both routes is given in the report as two trains per hour (tph)
The Performance Of An Electric Class 802 Train
As Hull Trains, LNER and TransPennine Express will be using these trains or similar to serve Hull, I will use these trains for my calculations.
The maximum speed of a Class 802 train is 125 mph or 140 mph with digital in-cab signalling.
This page on the Eversholt Rail web site, has a data sheet for a Class 802 train.
The data sheet shows the following for a five-car Class 802 train.
It can accelerate to 100 mph and then decelerate to a stop in 200 seconds in electric mode.
The time to 125 mph and back is 350 seconds.
Thoughts On Hull And Leeds
Consider.
- The Hull and Leeds route is 52 miles long, is timed for a 75 mph train and has an average speed of 55 mph
- There are three intermediate stops for fast services, which means that in a Hull and Leeds journey, there are four accelerate-decelerate cycles.
- A 38 minute journey between Hull and Leeds would be an average speed of 82 mph
- A train travelling at 100 mph would take 31 minutes to go between Hull and Leeds.
- A train travelling at 125 mph would take 25 minutes to go between Hull and Leeds.
I also have one question.
What is the speed limit on the Selby Swing Bridge?
I have just been told it’s 25 mph. As it is close to Selby station, it could probably be considered that the stop at Selby is a little bit longer.
These could be rough timings.
- A train travelling at 100 mph would take 31 minutes to go between Hull and Leeds plus what it takes for the four stops. at 200 seconds a stop, which adds up to 43 minutes.
- A train travelling at 125 mph would take 25 minutes to go between Hull and Leeds plus what it takes for the four stops. at 350 seconds a stop, which adds up to 48 minutes.
Note how the longer stopping time of the faster train slows the service.
I think it would be possible to attain the required 38 minute journey, running at 100 mph.
Thoughts On Hull And Sheffield
Consider.
- The Hull and Sheffield route is 61 miles long, is timed for a 90 mph train and has an average speed of 43 mph
- There are five intermediate stops, which means that in a Hull and Sheffield journey, there are six accelerate-decelerate cycles.
- A 50 minute journey between Hull and Leeds would be an average speed of 73 mph.
- A train travelling at 100 mph would take 36 minutes to go between Hull and Sheffield.
- A train travelling at 125 mph would take 29 minutes to go between Hull and Sheffield.
I also have one question.
What is the speed limit on the swing bridge over the River Ouse?
As there is no nearby station, I suspect it counts as another stop, if it only has a 25 mph limit.
These could be rough timings.
- A train travelling at 100 mph would take 36 minutes to go between Hull and Sheffield plus what it takes for the six stops. at 200 seconds a stop, which adds up to 56 minutes.
- A train travelling at 125 mph would take 29 minutes to go between Hull and Sheffield plus what it takes for the six stops. at 350 seconds a stop, which adds up to 64 minutes.
Note how the longer stopping time of the faster train slows the service.
I think it would be possible to attain the required 50 minute journey, running at 100 mph.
Conclusions From My Rough Timings
Looking at my rough timings, I can conclude the following.
- The trains will have to have the ability to make a station stop in a very short time. Trains using electric traction are faster at station stops.
- The trains will need to cruise at a minimum of 100 mph on both routes.
- The operating speed of both routes must be at least 100 mph, with perhaps 125 mph allowed in places.
- I feel the Hull and Leeds route is the more difficult.
I also think, that having a line running at 100 mph or over, with the large number of level crossings, there are at present, would not be a good idea.
What Does Hull Want?
Hull wants what Northern Powerhouse Rail is promising.
- Two tph between Hull and Leeds in 38 minutes and Hull and Sheffield in 50 minutes.
They’d probably also like faster electric services between Hull and Bridlington, London Kings Cross, Manchester, Scarborough and York.
When Do They Want It?
They want it now!
Is There An Alternative Solution, That Can Be Delivered Early?
This may seem to be the impossible, as electrifying between Hull and Leeds and Hull and Sheffield is not an instant project, although full electrification could be an ultimate objective.
Consider.
- Hull and Brough are 10.5 miles apart.
- Brough and Leeds are 41 miles apart.
- Brough and Doncaster are 30 miles apart and Doncaster and Sheffield are 20 miles apart.
- Brough and Temple Hirst Junction are 26 miles apart.
- Brough and York are 42 miles apart.
- Hull and Beverley are 8 miles apart.
- Beverley and Bridlington are 23 miles apart.
- Beverley and Seamer are 42 miles apart.
Note that Doncaster, Leeds and Temple Hirst Junction are all electrified.
Hitachi’s Regional Battery Train
Hitachi have just launched the Regional Battery Train, which is described in this Hitachi infograpic.
It has a range of 56 miles and an operating speed of 100 mph.
Class 800 and Class 802 trains could be converted into Regional Battery Trains.
- The three diesel engines would be exchanged for battery packs.
- The trains would still be capable of 125 mph on fully-electrified routes like the East Coast Main Line.
- They would be capable of 100 mph on routes like the 100 mph routes from Hull.
- The trains would have full regenerative braking to batteries, which saves energy.
- Below 125 mph, their acceleration and deceleration on battery power would probably be the same as when using electrification. It could even be better due to the simplicity and low impedance of batteries.
But they would need some means of charging the batteries at Hull.
A Start To Electrification
If the ultimate aim is to electrify all the lines, then why not start by electrifying.
- Hull station.
- Hull and Brough
- Hull and Beverley
It would only be 18.5 miles of electrification and it doesn’t go anywhere near the swing bridges or about six level crossings.
Battery Electric Services From Hull
I will now look at how the various services could operate.
Note in the following.
- When I say Regional Battery Train, I mean Hitachi’s proposed train or any other battery electric train with a similar performance.
- I have tried to arrange all power changeovers in a station.
- Pantograph operation can happen at line-speed or when the train is stationary.
I have assumed a range of 56 miles on a full battery and an operating speed of 100 mph on a track that allows it.
Hull And London Kings Cross
The legs of the service are as follows.
- Hull and Brough – 10.5 miles – Electrified
- Brough and Temple Hirst Junction – 26 miles – Not Electrified
- Temple Hirst Junction and London Kings Cross – 169 miles – Electrified
Note.
- Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
- Regional Battery Trains will be able to do 56 miles on a full battery so 26 miles should be easy.
- One changeover between power sources will be done in Brough station.
- The other changeover will be done at line speed at Temple Hirst Junction, as it is now!
Hull Trains and LNER would be able to offer an all-electric service to London.
A few minutes might be saved, but they would be small compared to time savings, that will be made because of the introduction of full ERTMS in-cab signalling South of Doncaster, which will allow 140 mph running.
Hull And Leeds
The legs of the service are as follows.
- Hull and Brough – 10.5 miles – Electrified
- Brough and Leeds – 41 miles – Not Electrified.
Note.
- Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
- Regional Battery Trains will be able to do 56 miles on a full battery so 41 miles should be easy.
- One changeover between power sources will be done in Brough station, with the other in Leeds station.
If Leeds and Huddersfield were to be electrified, TransPennine Express will be able to run an all-electric service between Manchester and Hull, using battery power in the gaps.
Hull And Sheffield
The legs of the service are as follows.
- Hull and Brough – 10.5 miles – Electrified
- Brough and Doncaster – 30 miles – Not Electrified
- Doncaster and Sheffield – 20 miles – Not Electrified
Note.
- Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the battery.
- Regional Battery Trains will be able to do 56 miles on a full battery so 30 miles should be easy.
- Trains would charge using the electrification at Doncaster.
- Doncaster and Sheffield both ways should be possible after a full charge at Doncaster station.
- One changeover between power sources will be done in Brough station, with the others in Doncaster station.
An easier alternative for the Doncaster and Sheffield part of the route, might be to electrify between the two stations.
Hull And York
The legs of the service are as follows.
- Hull and Brough – 10.5 miles – Electrified
- Brough and York- 42 miles – Not electrified
Note.
- Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
- Regional Battery Trains will be able to do 56 miles on a full battery so 42 miles should be easy.
- One changeover between power sources will be done in Brough station, with the other in York station.
- Trains would be fully charged for the return in York station.
This journey will also be effected by the York to Church Fenton Improvement Scheme, which is described on this page on the Network Rail web site. According to the web page this involves.
- Replace old track, sleepers, and ballast (The stones which support the track)
- Install new signalling gantries, lights, and cabling
- Fully electrify the route from York to Church Fenton – extending the already electrified railway from York.
There will be another five miles of electrification., which will mean the legs of the Hull and York service will be as follows.
- Hull and Brough – 10.5 miles – Electrified
- Brough and Church Fenton – 31.5 miles – Not Electrified
- Church Fenton and York – 10.5 miles – Electrified
It is a classic route for a battery electric train.
Note.
- Church Fenton and York takes about 19 minutes, so added to the time spent in York station, this must be enough time to fully-charge the batteries.
- There will be a changeover between power sources in Church Fenton station.
This appears to me to be a very sensible addition to the electrification.
If you look at a Leeds and York, after the electrification it will have two legs.
- Leeds and Church Fenton – 13 miles – Not Electrified
- Church Fenton and York – 10.5 miles – Electrified
It is another classic route for a battery electric train.
Hull And Bridlington
The legs of the service are as follows.
- Hull and Beverley – 13 miles – Electrified
- Beverley and Bridlington – 23 miles – Not Electrified
Note.
- Hull and Beverley takes about 13 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
- Regional Battery Trains will be able to do 56 miles on a full battery so 46 miles to Bridlington and back to Beverley, should be possible.
- The changeovers between power sources would be in Beverley station.
If necessary, there is a bay platform at Bridlington, that could be fitted with simple electrification to charge the trains before returning.
Hull And Scarborough
The legs of the service are as follows.
- Hull and Beverley – 13 miles – Electrified
- Beverley and Seamer- 42 miles – Not Electrified
- Seamer and Scarborough – 3 miles – Not Electrified
Note.
- Hull and Beverley takes about 13 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
- Regional Battery Trains will be able to do 56 miles on a full battery so 45 miles to Scarborough should be easy.
- The changeovers between power sources would be in Beverley station.
There would need to be charging at Scarborough, so why not electrify between Scarborough and Seamer?
- Power changeover would be in Seamer station.
- The electrification could also charge battery electric trains running between York and Scarborough.
- Seamer and York are 39 miles apart.
- All Northern Trains and TransPennine Express services appear to stop in Seamer station.
This could be three very useful miles of electrification.
Could This Plan Based On Battery Trains Be Delivered Early?
The project could be divided into sub-projects.
Necessary Electrification
Only these double-track routes would need to electrified.
- Hull and Brough
- Hull and Beverley
- Seamer and Scarborough
- Doncaster and Sheffield might be sensible but optional.
This also install electrification at Hull and Scarborough stations to charge terminating trains.
In total it would be under twenty-five double-track miles of electrification.
Note.
- There are no swing bridges on the routes to be electrified.
- There are no tunnels
- Many of the overbridges appear to be modern with adequate clearance for electrification.
- I don’t suspect that providing adequate power will be difficult.
- Hull and Scarborough are larger stations and I believe a full service can be provided, whilst the stations are being electrified.
It would not be a large and complicated electrification project.
Conversion Of Class 800 And Class 802 Trains To Regional Battery Trains
Whilst the electrification was being installed, the existing Class 800 and Class 802 trains needed by Hull Trains, LNER and TransPennine Express could be converted to Regional Battery Trains, by the replacement of some or all of the diesel engines with battery power-packs.
I suspect LNER or GWR could be the lead customer for Hitachi’s proposed conversion of existing trains.
- Both train companies have routes, where these trains could be deployed without any electrification or charging systems. Think London Kings Cross and Harrogate for LNER and Paddington and Oxford for GWR.
- Both train companies have large fleets of five-car trains, that would be suitable for conversion.
- Both train companies have lots of experience with Hitachi’s trains.
It should be noted that GWR, Hull Trains and TransPennine Express are all part of the same company.
What About Northern Trains?
Northern Trains will need some battery electric trains, if this plan goes ahead, to run routes like.
- Hull and Bridlington – 46 miles
- Hull and Leeds – 41 miles
- Hull and Scarborough – 42 miles
- Hull and Sheffield – 40 miles
- Hull and York – 42 miles
- Scarborough and York – 31.5 miles
- The distances are the lengths of the route without electrification.
I suspect they will need a train with this specification.
- Four cars
- Ability to use 25 KVAC overhead electrification.
- Battery range of perhaps 50 miles.
- 100 mph operating speed.
There are already some possibilities.
- CAF are talking about a four-car battery electric version of the Class 331 train.
- Hitachi have mentioned a battery electric Class 385 train.
- Porterbrook have talked about converting Class 350 trains to battery electric operation.
- Bombardier have talked about battery electric Aventras.
There are also numerous four-car electric trains, that are coming off lease that could be converted to battery electric operation.
When Could The Project Be Completed?
There are three parts to the project.
- Under twenty-five double-track miles of electrification.
- Adding batteries to Class 800 and Class 802 trains.
- Battery electric trains for Northern.
As the sub-projects can be progressed independently, I can see the project being completely by the end of 2024.
Across The Pennines In A Regional Battery Train
By providing the ability to run Class 802 trains on battery power to Hull and Scarborough, the ability to run Regional Battery Trains from Liverpool in the West to Hull, Middlesbrough and Scarborough in the East under electric power, could become possible.
Looking at Liverpool and Scarborough, there are these legs.
- Liverpool Lime Street and Manchester Victoria – 32 miles – Electrified
- Manchester Victoria and Stalybridge – 8 miles – Not Electrified
- Stalybridge and Huddersfield – 18 miles – Not Electrified
- Huddersfield and Leeds – 17 miles – Not Electrified
- Leeds and York – 26 miles – Not Electrified
- York and Scarborough – 42 miles – Not Electrified
Note.
- East of Manchester Victoria, there is electrification in Leeds and York stations, which could charge the train fully if it were in the station for perhaps ten minutes.
- Currently, stops at Leeds and York are around 4-5 minutes.
- Manchester Victoria and Stalybridge is being electrified.
- In this post, I have suggested that between Seamer and Scarborough should be electrified to charge the trains.
- I have also noted that between Church Fenton and York is being fully electrified.
This could mean power across the Pennines between Liverpool and Scarborough could be as follows.
- Liverpool Lime Street and Manchester Victoria – 32 miles – Electrification Power and Charging Battery
- Manchester Victoria and Stalybridge – 8 miles – Electrification Power and Charging Battery
- Stalybridge and Huddersfield – 18 miles – Battery Power
- Huddersfield and Leeds – 17 miles – Battery Power
- Leeds station – Electrification Power and Charging Battery
- Leeds and Church Fenton – 13 miles – Battery Power
- Church Fenton and York – 10.5 miles – Electrification Power and Charging Battery
- York and Seamer – 39 miles – Battery Power
- Seamer and Scarborough – 3 miles – Electrification Power and Charging Battery
There are three stretches of the route, where the train will be run on battery power.
- Stalybridge and Leeds – 35 miles
- Leeds and Church Fenton – 13 miles
- York and Seamer – 39 miles
There will be charging at these locations.
- West of Stalybridge
- Through Leeds Station
- Through York Station
- East of Seamer Station
I feel it could be arranged that trains left the charging sections and stations with a full battery, which would enable the train to cover the next section on battery power.
To make things even easier, Network Rail are developing the Huddersfield And Westtown Upgrade, which will add extra tracks and eight miles of new electrification between Huddersfield and Dewsbury.
This would change the power schedule across the Pennines between Liverpool and Scarborough to this.
- Liverpool Lime Street and Manchester Victoria – 32 miles – Electrification Power and Charging Battery
- Manchester Victoria and Stalybridge – 8 miles – Electrification Power and Charging Battery
- Stalybridge and Huddersfield – 18 miles – Battery Power
- Huddersfield and Dewsbury – 8 miles – Electrification Power and Charging Battery
- Fewsbury and Leeds – 9 miles – Battery Power
- Leeds station – Electrification Power and Charging Battery
- Leeds and Church Fenton – 13 miles – Battery Power
- Church Fenton and York – 10.5 miles – Electrification Power and Charging Battery
- York and Seamer – 39 miles – Battery Power
- Seamer and Scarborough – 3 miles – Electrification Power and Charging Battery
There are now four stretches of the route, where the train will be run on battery power.
- Stalybridge and Huddersfield – 18 miles
- Dewsbury and Leeds – 9 miles
- Leeds and Church Fenton – 13 miles
- York and Seamer – 39 miles
I can envisage the electrification being extended.
But battery power on this route gives all the advantages of electric trains, with none of the costs and installation problems of electrification.
Conclusion
I believe a limited electrification of lines for a few miles from the coastal terminals at Hull and Scarborough and battery electric trains can deliver zero-carbon and much faster electric trains to the railways of Yorkshire to the East of Leeds, Sheffield and York.
If this approach is used, the electrification will be much less challenging and if skates were to be worn, the scheme could be fully-implemented in around four years.
The scheme would also deliver the following.
- Faster, all-electric TransPennine services.
- An all-electric Hull and London service.
- A substantial move towards decarbonisation of passenger train services in East Yorkshire.
It is also a scheme, that could be extended South into Lincolnshire, across the Pennines to Lancashire and North to Teesside and Tyneside.
Hydrogen Train “Coradia iLint”
The title of this post, is the same as that on this page of the Austrian Railways web site.
One of the sections is entitled Tried And Tested On Geographically Demanding Routes, where this is said.
Up to now, hydrogen trains have mainly been used on flat routes in Northern Germany and the Netherlands. By testing on geographically demanding, alpine routes in the southern parts of Lower Austria, the hydrogen train is now being put through its paces for the first time.
They also give a link to a route timetable.
Scotland’s First Hydrogen-Powered Train Showcased At COP26 Summit
The title of this post, is the same as that of this article in the Scotsman.
This is the introductory paragraph.
The zero emission train project will demonstrate how the country’s railways could be decarbonised by phasing out diesel within 15 years.
The train will be based on a withdrawn Class 314 train.
These trains entered service in 1979 and are certainly not the worst of that generation of British Rail electric trains.
It will be a tight timetable to get the train ready for the COP26 summit, which is scheduled for November 1-12 in 2021.
World’s First Hydrogen-Powered Passenger Train Hits The Rails In Austria
The title of this post is the same as that of this article on Silicon Republic.
This is the first paragraph.
This week in future tech, an Alstom hydrogen-powered train will start taking passengers in Austria for the first time.
But for the covids, I’d be on my way tomorrow to do a bit of advanced-level trainspotting.
GWR Buys Vehicles Outright In HST Fleet Expansion
The title of this post is the same as that of this article on Railway Gazette.
This is the introductory paragraph.
Despite concerns over future passenger numbers, the Department for Transport has given permission for Great Western Railway to procure three more shortened HST diesel trainsets, branded as the Castle Class by the franchisee.
These pictures show some of the Castle Class trains.
They must be profitable and/or popular with passengers.
If I have a problem with these trains, it is with the Class 43 diesel power cars.
- Each train has two power cars.
- It would appear that there are about 150 of the Class 43 power cars in regular service.
- Each is powered by a modern MTU 16V4000 R41R diesel engine, that is rated at 1678 kW.
- The engines are generally less than a dozen years old.
- They will be emitting a lot of carbon dioxide.
As the trains are now only half as long as they used to be, I would suspect, that the engines won’t be working as hard, as they can.
Hopefully, this will mean less emissions.
The article says this about use of the fleet.
With its fleet now increasing to 14, GWR expects to use 12 each day on services across the west of England. Currently the fleet is deployed on the Cardiff – Bristol – Penzance corridor, but the company is still evaluating how the additional sets will be used.
It also says, that they are acquiring rolling stock from other sources. Some of which will be cannibalised for spares.
Are First Rail Holdings Cutting Carbon Emissions?
First Rail Holdings, who are GWR’s parent, have announced in recent months three innovative and lower-carbon fleets from Hitachi, for their subsidiary companies.
- The Class 807 trains for Avanti West Coast will not have any diesel engines.
- The Class 805 trains for Avanti West Coast will initially have diesel engines, but these may be changedin a few years for battery power packs.
- The Class 803 trains for East Coast Trains will not have any diesel engines.
Hitachi have also announced a collaboration with Hyperdrive Innovation to provide battery packs to replace diesel engines, that could be used on Class 800 and Class 802 trains.
First Rail Holdings have these Class 800/802 fleets.
- GWR – 36 x five-car Class 800 trains
- GWR – 21 x nine-car Class 800 trains
- GWR – 22 x five-car Class 802 trains
- GWR – 14 x nine-car Class 802 trains
- TransPennine Express – 19 x five-car Class 802 trains
- Hull Trains – 5 x five-car Class 802 trains
Note.
- That is a total of 117 trains.
- As five-car trains have three diesel engines and nine-car trains have five diesel engines, that is a total of 357 engines.
- In Could Battery-Electric Hitachi Trains Work Hull Trains’s Services?, I showed that Hull Trains could run their services with a Fast Charging system in Hull station.
- In Could Battery-Electric Hitachi Trains Work TransPennine Express’s Services?, I concluded that Class 802 trains equipped with batteries could handle all their routes without diesel and some strategically-placed charging stations.
In the Wikipedia entry for the Class 800 train, there is a section called Powertrain, where this is said.
According to Modern Railways magazine, the limited space available for the GUs has made them prone to overheating. It claims that, on one day in summer 2018, “half the diagrammed units were out of action as engines shut down through overheating.
So would replacing some diesel engines with battery packs, also reduce this problem, in addition to cutting carbon emissions?
It does appear to me, that First Rail Holdings could be cutting carbon emissions in their large fleet of Hitachi Class 800 and Class 802 trains.
The Class 43 power cars could become a marketing nightmare for the company?
Could Class 43 Power Cars Be Decarbonised?
Consider.
- Class 43 power cars are forty-five years old.
- They have been rebuilt with new MTU engines in the last dozen years or so.
- I suspect MTU and GWR know everything there is to know about the traction system of a Class 43 power car.
- There is bags of space in the rear section of the power car.
- MTU are part of Rolls-Royce, who because of the downturn in aviation aren’t performing very well!
But perhaps more importantly, the power cars are iconic, so anybody, who decarbonises these fabulous beasts, gets the right sort of high-class publicity.
I would also feel, if you could decarbonise these power cars, the hundreds of diesel locomotives around the world powered by similar diesel engines could be a useful market.
What methods could be used?
Biodiesel
Running the trains on biodiesel would be a simple solution.
- It could be used short-term or long-term.
- MTU has probably run the engines on biodiesel to see how they perform.
- Biodiesel could also be used in GWR’s smaller diesel multiple units, like Class 150, 158, 165 and 166 trains.
Some environmentalists think biodiesel is cheating as it isn’t zero-carbon.
But it’s my view, that for a lot of applications it is a good interim solution, especially, as companies like Altalto, will be making biodiesel and aviation biofuel from household and industrial waste, which would otherwise be incinerated or go to landfill.
The Addition Of Batteries
This page on the Hitachi Rail Ltd web site shows this image of the V-Train 2.
This is the introduction to the research program, which was based on a High Speed Train, fotmed of two Class 43 power cars and four Mark 3 carriages.
The V-Train 2 was a demonstration train designed in order to demonstrate our skills and expertise while bidding for the Intercity Express Programme project.
The page is claiming, that a 20 % fuel saving could be possible.
This paragraph talks about performance.
The V-Train 2 looked to power the train away from the platform using batteries – which would in turn be topped up by regenerative braking when a train slowed down to stop at a station. Acceleration would be quicker and diesel saved for the cruising part of the journey.
A similar arrangement to that Hitachi produced in 2005 could be ideal.
- Technology has moved on significantly in the intervening years.
- The performance would be adequate for a train that just trundles around the West Country at 90 mph.
- The space in the rear of the power car could hold a lot of batteries.
- The power car would be quiet and emission-free in stations.
- There would be nothing to stop the diesel engine running on biodiesel.
This might be the sort of project, that Hitachi’s partner in the Regional Battery Train; Hyperdrive Innovation. would probably be capable of undertaking.
MTU Hybrid PowerPack
I wouldn’t be surprised to find, that MTU have a drop-in solution for the current 6V4000 R41R diesel engine, that includes a significant amount of batteries.
This must be a serious possibility.
Rolls-Royce’s 2.5 MW Generator
In Our Sustainability Journey, I talk about rail applications of Rolls-Royce’s 2.5 MW generator, that has been developed to provide power for electric flight.
In the post, I discuss fitting the generator into a Class 43 power car and running it on aviation biofuel.
I conclude the section with this.
It should also be noted, that more-efficient and less-polluting MTU engines were fitted in Class 43s from 2005, so as MTU is now part of Rolls-Royce, I suspect that Rolls-Royce have access to all the drawings and engineers notes, if not the engineers themselves
But it would be more about publicity for future sales around the world, with headlines like.
Iconic UK Diesel Passenger Trains To Receive Green Roll-Royce Jet Power!
COVID-19 has given Rolls-Royce’s aviation business a real hammering, so perhaps they can open up a new revenue stream by replacing the engines of diesel locomotives,
I find this an intriguing possibility. Especially, if it were to be fitted with a battery pack.
Answering My Original Question
In answering my original question, I feel that there could be several ways to reduce the carbon footprint of a Class 43 power car.
It should also be noted that other operators are users of Class 43 power cars.
- ScotRail – 56
- CrossCountry – 12
- East Midlands Railway – 39
- Network Rail – 3
Note.
- ScotRail’s use of the power cars, is very similar to that of GWR.
- CrossCountry’s routes would need a lot of reorganisation to be run by say Hitachi’s Regional Battery Train.
- East Midlands Railway are replacing their Inter-City 125s with new Class 810 trains.
The picture shows the power car of Network Rail’s New Measurement Train.
These may well be the most difficult to decarbonise, as I suspect they need to run at 125 mph on some routes, which do not have electrification and there are no 125 mph self-powered locomotives. After the Stonehaven crash, there may be more tests to do and a second train may be needed by Network Rail.
Why Are GWR Increasing Their Castle Class Fleet?
These are possible reasons.
GWR Want To Increase Services
This is the obvious explanation, as more services will need more trains.
GWR Want To Update The Fleet
There may be something that they need to do to all the fleet, so having a few extra trains would enable them to update the trains without cutting services.
GWR Want To Partially Or Fully Decarbonise The Power Cars
As with updating the fleet, extra power cars would help, as they could be modified first and then given a thorough testing before entering passenger service.
GWR Have Been Made An Offer They Can’t Refuse
Suppose Rolls-Royce, MTU or another locomotive power plant manufacturer has a novel idea, they want to test.
Over the years, train operating companies have often tested modified trains and locomotives for manufacturers.
So has a manufacturer, asked GWR to test something in main line service?
Are Other Train Operators Thinking Of Using Introducing More Short-Formed InterCity 125 Trains?
This question has to be asked, as I feel there could be routes, that would be suitable for a net-zero carbon version of a train, like a GWR Castle or a ScotRail Inter7City.
Northern Trains
Northern Trains is now run by the Department for Transport and has surely the most suitable route in the UK for a shorted-formed InterCity 125 train – Leeds and Carlisle via the Settle and Carlisle Line.
Northern Trains may have other routes.
Transport for Wales Rail Services
Transport for Wales Rail Services already run services between Cardiff Central and Holyhead using diesel locomotive hauled services and long distance services between South Wales and Manchester using diesel multiple units.
Would an iconic lower-carbon train be a better way of providing some services and attract more visitors to the Principality?
Conclusion
GWR must have a plan, but there are few clues to what it is.
The fact that the trains have been purchased rather than leased could be significant and suggests to me that because there is no leasing company involved to consult, GWR are going to do major experimental modifications to the trains.
They may be being paid, by someone like an established or new locomotive engine manufacturer.
It could also be part of a large government innovation and decarbonisation project.
My hunch says that as First Rail Holdings appear to be going for a lower-carbon fleet, that it is about decarbonising the Class 43 power cars.
The plan would be something like this.
- Update the three new trains to the new specification.
- Give them a good testing, before certifying them for service.
- Check them out in passenger service.
- Update all the trains.
The three extra trains would give flexibility and mean that there would always be enough trains for a full service.
Which Methods Could Be Used To Reduce The Carbon Footprint Of The Class 43 Power Cars?
These must be the front runners.
- A Hitachi/Hyperdrive Innovation specialist battery pack.
- An MTU Hybrid PowerPack.
- A Rolls-Royce MTU solution based on the Rolls-Royce 2.5 MW generator with batteries.
All would appear to be viable solutions.
The Anonymous Widower 