How Feasible Is A High Speed Line Between Birmingham And Nottingham?
In Red Wall Commuters To Get Rail Revolution, I indicated that the Department of Transport is considering creating three new high speed lines in the Midlands and the North of England.
One is proposed between Birmingham and East Midlands Parkway, which is described in the original article in The Sunday Times like this.
A 42-mile line from Birmingham to East Midlands Parkway, just south of Nottingham. This is expected to cut journey times between the two cities from 72 minutes to 27 minutes.
There is a currently, a CrossCountry service between Nottingham and Birmingham New Street stations.
- The frequency is two trains per hour (tph)
- Trains are generally three- or four-car formations of Class 170 diesel trains.
- All trains stop at Tamworth, Burton-on-Trent and Derby.
- Some trains stop at Wilnecote, Willington, Spondon, Long Eaton and Beeston
- The services take upwards of seventy-one minutes.
Note.
- The frequency between Birmingham New Street and Derby is four tph.
- Trains reverse at Derby which takes seven minutes.
- Three tph stop at Burton-on-Trent.
I feel that the current service is very much a compromise, which is trying to handle three services.
- A fast train between Birmingham and Nottingham.
- A fast train between Birmingham and Derby.
- A local service between Nottingham and Derby.
High Speed Two will be providing a non-stop service between Birmingham Curzon Street and East Midlands Hub stations.
- The frequency will be three tph.
- There will also be an hourly train between Birmingham Interchange and East Midlands Hub station.
- The services will take twenty minutes or slightly less from Interchange.
The services will only get you to East Midlands Hub station.
In addition after High Speed Two opens Midlands Connect are planning to run a direct service between Nottingham and Birmingham Curzon Street stations.
- The frequency will be one tph.
- The service will use High Speed Two Classic Compatible trains.
- The only stop will be East Midlands Hub station.
- The service will take thirty-three minutes.
So how does a new high speed line connect Birmingham and Nottingham in twenty-seven minutes?
Consider.
- The route between Birmingham New Street and North Stafford Junction is 35.9 miles
- At North Stafford junction a double-track freight line leads to the East.
- The freight line passes to the North of East Midlands Airport and South of Long Eaton station before joining the Midland Main Line at Trent junction to the North of East Midlands Parkway station.
- Trains can pass straight into Nottingham via Beeston.
- Nottingham is just 6.7 miles to the East of Trent junction and East Midlands Parkway is just a mile South of Trent junction.
- South Stafford junction to Trent junction is probably about seven miles.
I believe that this is the route that will be upgraded to create a high speed line between Birmingham and Nottingham.
- Part of the route between Tamworth and Burton-on-Trent was upgraded to 125 mph running by British Rail.
- Between Birmingham New Street and North Stafford Junction is used by CrossCountry services between Birmingham and Derby and Nottingham.
- I believe that the route can be fully electrified and upgraded, so that most of the route could be suitable for 125 mph running.
- The Midland Main Line is already capable of handling trains at 125 mph.
This should make it possible for services to run between Birmingham New Street and Nottingham in the required twenty-seven minutes.
I will answer a few questions.
Could The Trains Serve Birmingham Curzon Street In Birmingham?
In Birmingham Airport Connectivity, I said this
But look at this map clipped from the High Speed Two web site.
Note.
- The blue dot shows the location of Curzon Street station.
The West Coast Main Line running into New Street station, is just to the South of Curzon Street station.
New Street station can be picked out to the West of Curzon Street station.
This Google Map shows a close-up of the current Curzon Street station site.
The same pattern of rail lines going past the Curzon Street site into New Street station can be picked out.
Surely, a connection could be made to allow trains from a couple of platforms in Curzon Street station to terminate trains from the West Coast Main Line.
Possible services could include.
- London Euston and Birmingham Curzon Street via Watford Junction, Milton Keynes, Rugby and Coventry
- Cardiff and Birmingham Curzon Street via Bristol Parkway, Swindon, Oxford and Milton Keynes.
- Cambridge and Birmingham Curzon Street via Bristol Parkway, Bedford and Milton Keynes.
There are a lot of possibilities to give High Speed Two much bigger coverage.
I also suspect that the proposed Nottingham and Birmingham service could terminate in Birmingham Curzon Street.
Could High Speed Two Classic Compatible Trains Run Between Birmingham And Nottingham?
As High Speed Two Classic Compatible Trains would have the same loading gauge as current trains, I don’t see why not.
Could A London Euston And Nottingham Service Be Run With A Reverse At Birmingham Curzon Street?
These are prospective times for High Speed Two.
- London Euston and Birmingham Curzon Street – 45 minutes
- London Euston and East Midlands Hub – 52 minutes
Note that East Midlands Hub and Nottingham could take at least twenty minutes.
And this is a current timing.
- London St. Pancras And Nottingham – 95 minutes
It is possible calculate the time for London Euston to Nottingham with a reverse at Birmingham.
- London Euston and Birmingham Curzon Street – 45 minutes
- Reverse at Birmingham Curzon Street – 3 minutes
- Birmingham Curzon Street and Nottingham – 27 minutes
This would give a time of 75 minutes between London Euston and Nottingham.
It does look to me, that the fastest route between London and Nottingham, will be to to go via Birmingham and the proposed new high speed route.
So the answer to the question in the title of this section is a Yes!
Could A London Euston And Sheffield Service Be Run With A Reverse At Birmingham Curzon Street?
These are prospective times for High Speed Two.
- London Euston and Birmingham Curzon Street – 45 minutes
- London Euston and East Midlands Hub – 52 minutes
- London Euston and Sheffield – 87 minutes
And these are current timings.
- London St. Pancras And Derby- 85 minutes
- London St. Pancras And Sheffield- 118 minutes
- Birmingham New Street And Derby- 33 minutes
- Birmingham New Street And Sheffield- 75 minutes
It is possible calculate the time for London Euston to Sheffield with a reverse at Birmingham.
- London Euston and Birmingham Curzon Street – 45 minutes
- Reverse at Birmingham Curzon Street – 3 minutes
- Birmingham Curzon Street and Sheffield – 75 minutes
This would give a time of 123 minutes between London Euston and Sheffield.
I wonder what time could be achieved between London Euston and Sheffield could be achieved with improvements to the following lines.
- The CrossCountry Route between North Stafford junction and Derby station.
- The Midland Main Line between Derby and Sheffield.
I would expect that the improvement to these routes would include.
- At least almost full electrification.
- Removal of level crossings.
- Full digital signalling.
- Upgrading to 140 mph running.
I could see the following service improvements.
- A substantial reduction of the times between Birmingham and Sheffield.
- Derby and Burton-on-Trent would get a fast service to London Euston via High Speed Two.
- Derby and Burton-on-Trent would get a fast service to Birmingham probably with a frequency of 4 tph.
- CrossCountry services between Birmingham and Sheffield would be faster.
Derby and Burton-on-Trent would get a much better train service.
Could Burton-on-Trent, Derby, Nottingham And Sheffield Be served By Trains Splitting And Reversing At Birmingham Curzon Street?
These are prospective frequencies for High Speed Two.
- Burton-on-Trent – No trains
- Chesterfield 1 tph
- Derby – No trains
- East Midland Hub – 7 tph
- Nottingham – 0 tph
- Sheffield – 2 tph
Suppose there were two tph between London and Birmingham Curzon Street, that split into two trains in Birmingham.
- One train could go to Nottingham and call at Tamworth and Burton-on-Trent.
- The other train could go to Sheffield and call at Tamworth, Burton-on-Trent, Derby and Chesterfield.
This would give the following frequencies from London on High Speed Two.
- Burton-on-Trent – 2 tph
- Chesterfield – 2 tph
- Derby – 2 tph
- Nottingham – 2 tph
- Sheffield – 2 tph
Note that I am ignoring the Eastern Leg of High Speed Two in this analysis.
Could We Go For The Full Burton?
In the previous sections, I suggested serving Nottingham and Sheffield from Euston using High Speed Two with a reverse at Birmingham Curzon Street, where the train would split into two trains, with one train going to Sheffield and the other going to Nottingham.
But could the split be at a rebuilt Burton station?
Consider.
- Burton station could become an Eastern terminus of Birmingham’s Cross-City Line.
- Burton station could become the Western terminus of the Ivanhoe Line to Leicester.
- If the Cross Country Route is upgraded, Burton station would have fast connections to Birmingham, Derby, Chesterfield, Sheffield and Leeds,
- If the new Birmingham and Nottingham route is created, this would mean fast connections to Nottingham and possibly Lincoln.
Burton-on-Trent could become the passenger rail hub for the Mid Midlands.
I
Alstom Hydrogen Aventras And Teesside
In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I give my thoughts on Alstom’s new hydrogen train, which I have called the Alstom Hydrogen Aventra.
Would this train be suitable for the local railways around Teesside?
Fuelling The Change On Teesside Rails is a post based on an interview with Tees Valley Mayor; Ben Houchen in Rail Magazine.
Teesside is getting ready for hydrogen.
- They have identified a site for a specialist depot for hydrogen-powered trains.
- There is plenty of hydrogen available from chemical works in the area.
All they need is some trains and I think the Alston Hydrogen Aventras would fill the need admirably.
I also believe that with its history of heavy industry, steel and chemicals, the residents of Teesside and the Tees Valley would take to hydrogen trains.
I wrote Fuelling The Change On Teesside Rails in January 2020 and since then the Department of Transport has funded a study to examine the extension of the Tees Valley Line past Bishop Auckland, which I wrote about in Reopening The Darlington – Weardale Line To Passenger Services.
On the subject of rolling stock for the Weardale Line, I said this in the Weardale Line post.
There is no point in extending the line in these days of global warming without providing zero-carbon trains.
The Tees Valley Combined Authority is keen on hydrogen and there are good reasons.
-
- There is hydrogen available from chemical plants on Teesside.
- Hydrogen will give the trains a long range.
- The trains would probably only need refuelling once a day.
- In addition, Alstom are looking for an order for their Class 600 train, which is a conversion of a Class 321 train.
But I have my doubts about Alstom’s trains and Hitachi have doubts about hydrogen.
Consider.
-
- Do you really want to run hydrogen trains on a line where steam trains run?
- Darlington station is fully-electrified and it is also to be remodelled for more capacity and High Speed Two.
- Bishop Auckland and Darlington is just twelve miles.
- Darlington and Saltburn is just thirty miles.
With charging systems at Bishop Auckland, Saltburn and Stanhope, I am fairly sure Hitachi could develop an electric train for Teesside’s railways.
When I wrote the Weardale Line post, I was veering towards the Hitachi battery-electric trains, but the launch of the Alstom Hydrogen Aventra may have changed that.
Conclusion
The new trains for Teesside could become a fight between Hitachi with their battery-electric trains and Alstom with their Hydrogen Aventras.
If there is a fight of the technologies, who wins on Teesside could be important in deciding the future of world-wide rail transport.
Is it slightly ironic, that this battle could be happening close to the birthplace of railways?
Alstom Hydrogen Aventras And The Reopened Northumberland Line
In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I give my thoughts on Alstom’s new hydrogen train, which I have called the Alstom Hydrogen Aventra.
Would this train be suitable for the Northumberland Line?
This is a caption to a picture in this article on the BBC, which is entitled Northumberland Line: Railway ‘Could Create Economic Powerhouse’.
The Northumberland Line could connect Blyth and Newcastle with half hourly services and journey times of under 25 minutes.
This timetable would mean that between two and four trains would be needed to provide the service.
In my posts on the Northumberland Line, I show a strong preference for battery-electric trains and in particular those proposed by Hitachi, which would be built in their factory at Newton Aycliffe, which is a dozen miles to the South. These trains would have batteries produced by Hyperdrive Innovation in Sunderland.
I dismissed hydrogen trains, as until this week no viable new hydrogen train for the UK rail network had been proposed.
But this week, Alstom announced their hydrogen-powered Aventra.
I suspect a small fleet of these trains could work the Northumberland Line.
My only reservation would be that their operating speed was in line with the speed needed on the short sections of the East Coast Main Line used by the Northumberland Line service.
Red Wall Commuters To Get Rail Revolution
The title of this post, is the same as that of this article on The Sunday Times.
This is the first paragraph.
Nearly £100 billion will be spent on England’s railways outside London, including the construction of three new high-speed lines that will cut journey times in half.
The paper is also predicting that the Birmingham and Leeds leg of High Speed Two will be scrapped.
The three new high speed lines are.
- Birmingham and East Midlands Parkway
- Leeds and Sheffield
- Manchester and Crewe.
I have felt for some time, that timings between London and Yorkshire can be upgraded almost to High Speed Two levels by upgrading the Midland Main and the East Coast Main Lines.
I shall be doing some calculations, when the schemes are announced on Thursday.
Alstom Hydrogen Aventras And Extension Of The Birmingham Cross-City Line
In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I give my thoughts on Alstom’s new hydrogen train, which I have called the Alstom Hydrogen Aventra.
In that post, decide that the proposed Alstom Hydrogen Aventras are based on the three-car Class 730/0 trains that have been ordered by West Midlands Trains for Birmingham’s electrified Cross-City Line.
I then go on to say.
There are plans to expand the line in the future and I do wonder if the proposed Alstom Hydrogen Aventras could be the ideal trains for extending the network.
Expansion plans are detailed a section called Future, in the Wikipedia entry for the Cross-City Line, where these plans are indicated.
- Reintroduction of local trains on the Camp Hill Line.
- Extension of electrification and services to Burton-on-Trent via a reopened Alrewas station, which would serve the National Memorial Arboretum.
In addition, the Walsall and Wolverhampton Line is being reopened to passenger trains.
These new and possibly other services will need no new tracks, but more electrification and extra new trains.
In 2015, I wrote Electrification May Be In Trouble Elsewhere, But The Brummies Keep Marching On, which looked at electrification progress in the UK and the Birmingham in particular, where the electrification of the Chase Line seemed to be going well. So unlike in some places, where electrification seems to be accident-prone, Birmingham seems to avoid the sort of problems, that happened in the Preston and Blackpool and GOBlin electrifications.
But the Alstom Hydrogen Aventra gives Birmingham and the West Midlands a unique advantage compared to say Leeds or Manchester.
Birmingham can obtain a unified fleet, which to the passengers and the drivers looks the same, but in fact are two separate classes of three-car trains; the Class 730/0 electric train and the Alstom Hydrogen Aventra.
- Where electrification exists, the Class 730/0 trains will be used and where there is no electrification, the Alstom Hydrogen Aventra will work the route on hydrogen.
- All that is needed is to provide good tracks and signalling and the Alstom Hydrogen Aventras will take you where you want to go.
- Through the centre of Birmingham, these trains will use the existing electrification.
- It would be a network, that would be simple to expand.
The only other English city to use a similar technique will be Liverpool, where Merseyrail’s new Class 777 trains will use battery power outside of the electrified core.
Conclusion
If Birmingham uses their disused but still existing railway lines and adds new trains as required, they can create a world-class suburban network, with the Cross-City Line at its centre
Alstom Hydrogen Aventras And Great Western Branch Lines Between Paddington And Oxford
In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I give my thoughts on Alstom’s new hydrogen train, which I have called the Alstom Hydrogen Aventra.
One reader suggested these lines in a comment, as they are all run by diesel Class 165 trains.
These are the lines, that could be converted to Hydrogen operation.
Greenford Branch
The branch runs between West Ealing and Greenford via Drayton Green, Castle Bar Park and South Greenford.
- It has a frequency of two trains per hour (tph).
- The branch is 2.5 miles long.
- Services take eleven minutes.
- It needs a single train to run the service.
Note.
- In GWR To Test Battery Train On Branch Line, I wrote about Great Western Railway’s plans to test battery-eclectic trains on this line.
- The platform at Greenford station may need lengthening to accommodate the Alstom Hydrogen Aventra.
- It is my view that the branch needs four tph.
- It might also be possible to run Peak hour services to and from Paddington.
I do think that if the train length issue is solved that a single Alstom Hydrogen Aventra could work this branch.
A two-car Class 230 train would certainly fit.
Windsor Branch
The branch runs between Slough and Windsor & Eton Central.
- It has a frequency of three tph
- The branch is 2.8 miles long.
- Services take six minutes.
- It needs a single train to run the service.
Note.
- The extra capacity of the Alstom Hydrogen Aventra could be welcome.
- Prince Charles would like it.
I do think that a single Alstom Hydrogen Aventra could work this branch.
Marlow Branch
The branch runs between Maidenhead and Marlow via Furze Platt, Cookham and Bourne End.
- It has a frequency of one tph
- The branch is 7.1 miles long.
- Services take twenty-three minutes.
- The service reverses at Bourne End.
- It needs a single train to run the service.
Note that the three-car Alstom Hydrogen Aventra may be too long to execute the reverse at Bourne End.
I do think that if the Bourne End problem can be solved that a single Alstom Hydrogen Aventra could work this branch.
The two-car Class 165 train, that currently works the branch is 46 metres long, so a two-car battery-electric train may be needed for this branch. A two-car Class 230 train would certainly fit.
Regatta Line
The branch runs between Twyford and Henley-on-Thames via Wargrave and Shiplake.
- It has a frequency of two tph
- The branch is 4.6 miles long.
- Services take twelve minutes.
- It needs a single train to run the service.
Note.
- If this line needed more capacity trains could be doubled up, as there are no length issues.
- It might also be possible to run Peak hour services to and from Paddington.
I do think that a single Alstom Hydrogen Aventra could work this branch.
North Downs Line
The line runs between Reading and Gatwick Airport via Wokingham, Crowthorne, Sandhurst, Blackwater, Farnborough North, North Camp, Ash, Guildford, Shalford, Chilworth, Gomshall, Dorking West, Dorking Deepdene, Betchworth, Reigate and Redhill
- It has a frequency of two tph
- The route is 53.1 miles long.
- The route is partially-electrified with 750 VDC third-rail electrification.
- The route has been planned for 100 mph trains.
- Services take eighty-two minutes.
- It needs six trains to run the service.
Note.
- The route is proposed to be run by four-car Class 769 bi-mode trains.
- Would a three-car train be sufficient for this route?
- The Alstom Hydrogen Aventras are only 90 mph trains and would they be fast enough?
I do think that Alstom Hydrogen Aventras could work this route, but given the number of trains and possible capacity and speed issues, a four-car battery-electric train could be better suited to the route.
Reading And Basingstoke Line
This line runs between Reading and Basingstoke via Reading West, Mortimer and Bramley
- It has a frequency of two tph
- The route is 15.4 miles long.
- There is 25 KVAC overhead electrification at Reading.
- There is 750 VDC third-rail electrification at Basingstoke, but the platform used by the service is unelectrified.
- The route has been planned for 100 mph trains.
- Services take twenty-eight minutes.
- It needs two trains to run the service.
Note.
- For a battery-electric train to work this route, it might need a charging system at Basingstoke.
- The Alstom Hydrogen Aventras are only 90 mph trains and would they be fast enough?
I do think that a pair of Alstom Hydrogen Aventras could work this service.
Oxford Canal Line
This route runs between Didcot Psrkway and Banbury via Appleford, Culham, Radley, Oxford, Tackley, Heyford and Kings Sutton.
- It is effectively two routes with a combined frequency of two tph between Didcot Junction and Oxford and half that between Oxford and Banbury.
- The full route is 33 miles long.
- There is 25 KVAC overhead electrification at Didcot Parkway.
- Services take forty-one minutes.
- It probably needs four trains to run the service.
I do think that a small fleet of Alstom Hydrogen Aventras could work this service.
Some General Thoughts
These are a few general points.
Stabling And Hydrogen Fuelling
Reading Train Care Facility is a large depot to the west of Reading.
- It is ideally placed for all the lines, that I’ve mentioned.
- It is connected to all the lines by electrified lines.
I am sure that it would be possible to build a hydrogen fuelling facility at the depot.
Two-Car Battery-Electric Trains
It looks like the Greenford and Marlow Branches might need to be served by two-car battery-electric trains.
Four-Car Trains
Some of the services might be run by four-car trains, as these would be more suitable for the number of passengers.
Total Number Of Trains
My rough estimates of numbers of trains are as follows.
- Greenford Branch – 1 train
- Windsor Branch – 1 train
- Marlow Line – 1 train
- Regatta Line – 1 train
- North Downs Line – 6 trains
- Reading And Basingstoke Line – 2 trains
- Oxford Canal Line – 4 trains
This would be a total of sixteen trains or ten, if the Class 769 trains were used on the North Downs Line.
Additional Routes
There may be other routes, where the trains could be used, that are handy for Reading Train Care Facility.
Hydrogen or battery power may give advantages in opening new routes.
Would Hydrogen Trains Attract Passengers And Tourists?
I think they could, as if nothing there is a curiosity value.
Conclusion
This collection of routes surround Reading Train Care Facility and would be a nice package to run with hydrogen or battery-electric trains.
Will JCB Dig The Whole World Out Of A Hole?
JCB and the Bamford family in general have form, where hydrogen is concerned.
- JCB have developed internal combustion engines, that will run on hydrogen.
- Jo Bamford owns Wrightbus and they are building hydrogen-fuelled buses in Northern Ireland.
- JCB were an early investor in hydrogen electrolyser company; ITM Power.
- JCB have signed a large contract for the delivery of hydrogen with Fortescue Future Industries.
I have just watched this amazing video, where Lord Bamford explains his philosophy on hydrogen.
Ballard Buys UK Fuel Cell Specialist Arcola
The title of this post, is the same as that of this article on Electrive.
This is the first paragraph.
The Canadian fuel cell manufacturer Ballard Power Systems acquires Arcola Energy, a British specialist for the integration of fuel cell systems in heavy commercial vehicles such as buses, trucks and trains. Both sides had previously worked together for years.
The price is stated as around forty million dollars in cash and shares.
As Arcola started just round the corner from where I live in Dalston, I wish them well!
Alstom Hydrogen Aventras And The Uckfield Branch
In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I give my thoughts on Alstom’s new hydrogen train, which I have called the Alstom Hydrogen Aventra.
One possible route for the trains could be the Uckfield Branch, which has an hourly service from London Bridge via East Croydon and Oxted stations?
- The route is forty-six miles long, with the Northernmost twenty-one miles electrified with 750 VDC third-rail electrification.
- On each trip, the train would need to run for fifty miles without electrification.
- There are seven stops on the route.
- The platforms on the Uckfield Branch can handle a 240 metre train.
- Trains take around three hours for the round trip.
- Each train probably does around five round trips per day.
So would Alstom Hydrogen Aventras be able to work the route?
- The length of a three-car Alstom Hydrogen Aventra is probably around 72 metres.
- Three Alstom Hydrogen Aventras working together would be 216 metres.
- Aventras can be configured to work on 750 VDC third rail electrification.
- The capacity of a nine-car formation of Alstom Hydrogen Aventra would be similar to that of a ten-car Electrostar, which has shorter cars.
Three Alstom Hydrogen Aventra trains working together could seem to be a possible solution for the route.
These are my thoughts.
The Required Range
If each train has to do five round trips, with each needing fifty miles on hydrogen, the trains would need a range in excess of 250 miles, whilst running on hydrogen.
Refuelling With Hydrogen
This would probably be done at a depot setup to service the hydrogen trains, where they would be stabled at night.
I doubt that London Bridge or Uckfield stations would be suitable places to refuel
The Number Of Trains
In Battery Electrostars And The Uckfield Branch, I estimated that three ten- or twelve-car trains would be needed to run an hourly service. Running half-hourly would need six trains.
As each nine-car train would need three Alstom Hydrogen Aventras, an hourly service would need a total of nine and a half-hourly service would need eighteen individual trains.
I suspect that this would not be a cost effective way of using the trains, as a lot of trains would need to refuelled every day.
Conclusion
I am not saying that Alstom Hydrogen Aventras couldn’t work the Uckfield Branch, but I’m sure there are are better ways to decarbonise the route.
Northern Ireland Spends £100m On Clean Buses
The title of this post, is the same as that of this article on Electrive.
If Wrightbus can’t rely on the Northern Irish government to buy their buses, who can they?
The Anonymous Widower 