Should There Be Five-Car High Speed Two Classic-Compatible Trains?
The High Speed Two Classic-Compatible Trains have the following characteristics.
- Eight cars.
- 200 metres long.
- 550 passengers.
- Two can be coupled together to make a 16-car train, that is 400 metres long.
- Trains can join and split en route.
This graphic shows the preliminary schedule.
Note that Train 4, starts as a pair of trains, before splitting at Crewe, with one train going to Lancaster and the other to Liverpool Lime Street.
I wonder, if some trains were to be five-cars, would this give the operator more flexibility, by allowing three trains to be coupled together to serve three destinations.
This could be a simple example.
- A three train formation could leave Euston.
- At Crewe one train would detach and go to Liverpool Lime Street, with stops at Runcorn and Liverpool South Parkway.
- At Preston, the two remaining trains would split, with one train going to Lancaster and the other going to Blackpool with appropriate stops.
Three trains might give the operators more flexibility in providing appropriate capacity to various destinations.
Other Applications
I believe these trains would have other applications.
These are a few thoughts.
Battery-Electric High Speed Train
Battery technology is improving and I believe that a train could be designed with the following specification.
- Five cars
- High-Speed Two Classic-Compatible performance.
- A battery pack in each car.
- Up to maximum operating speed of digitally-signalled high speed lines.
- 140 mph on digitally-signalled classic high speed lines, like the East and West Coast Main Lines. the Midland Main Line and the Great Western Railway.
- Range on battery of around 120 miles at 100 mph.
- Ability to work with fully-electric versions.
Note.
- I suspect that like current Hitachi AT-300s and Bombardier Aventras, the onboard computer would know what cars have been coupled together and what the train can do.
- A battery in each car would distribute the extra weight of the batteries equally and not affect the handling too much.
- These trains would allow High Speed Two services to be extended onto non-electrified lines.
I suspect that an eight car battery-electric High-Speed Two Classic-Compatible train would also be possible for working with the standard length trains.
Cambridgeshire Company’s Self-Charging Trains Project Wins Government Funds
The title of this post, is the same as that of this article on the BBC.
These four paragraphs outline what the company is developing and how they received government funding.
Echion Technologies, based in Sawston near Cambridge, is creating train batteries that can charge from overheard wires, the Department for Transport said.
The trains would be able to use the batteries on unelectrified track.
The project was among the winners of the government’s First of a Kind competition.
The competition aims to award funding to projects that could transform the future of transport.
I have a few thoughts.
The Description In The First Of A Kind 2022 Winners Document
In this document, this is said.
Project No: 10039100
Project title: UBER – Ultra-high power Battery for low Emission Rail
Lead organisation: ECHION TECHNOLOGIES LTD
Project grant: £59,917
Public description: Project UBER (Ultra-high power Battery for low Emission Rail), aims to demonstrate for the first time, Echion’s XNO(tm) battery chemistry as the preferred battery technology for certain classes of battery electric trains. It targets Theme 1 of this competition.
Specifically, UBER aims to demonstrate the suitability of XNO(tm) for passenger trains that can be powered by the AC overhead electrification and charge a battery from the overhead wire (or another form of ‘standard’ trackside power — e.g. 3rd rail), to then run in battery-only mode on unelectrified section of a route. An example of such a train is the Revolution Very Light Rail (Revolution VLR) developed by Transport Design International (TDI), who is a partner in UBER.
Applying The Echion Technologies Batteries To Electric Trains
Consider.
- The BBC article is accompanied by a picture of a Class 717 train, which like the Class 700 train is dual voltage.
- Southeastern have thirty similar Class 707 trains, which are third-rail, although according to Wikipedia, were tested as dual-voltage trains.
- Most modern trains, like these Desiro City units made by Siemens, have a mix of motored and trailer cars, with one or more pantograph cars between the two driver cars.
- Because power is needed in all cars, there will be an electrical bus from one end of the train to distribute power.
- All trains in the family appear to have at least one trailer car, which will also be connected to the electrical bus.
With a family of trains like the Desiro City, Alstom’s Aventra, CAF’s Civity, Hitachi’s AT-200 or AT-300 or Stadler’s FLIRTs, train manufacturers assemble various cars, interiors and electrical gubbins together, to get the train performance and capability.
I would expect that the battery would be placed, where there is space and the most likely place is under the trailer car.
In some ways, it would work like the battery in a laptop computer, where operation is as follows.
- If there is external power, the computer runs on that power and the battery is also charged, if it is not fully-charged.
- If there is no external power, the computer runs on battery power, until the battery goes flat.
With a battery-electric train, operation is similar, with an important addition.
- If there is external power, the train runs on that power and the battery is also charged, if it is not fully-charged.
- If there is no external power, the train runs on battery power, until the battery goes flat.
- Desiro City and many other electric trains have regenerative braking and under braking, the electricity generated is is stored in the battery, if it is not fully-charged.
It could be considered by some, that regenerative braking is self-charging. But unfortunately, regenerative braking doesn’t recover all energy during braking. But it can be up to 70-80 % efficient.
Connecting The Echion Technologies Battery To The Train
The battery will have to be connected to the electrical bus, that runs the full length of the train.
As a Control Engineer, I suspect there will be a sophisticated control system, that will switch the battery between various modes and control the pantograph and third-rail shoes.
Perhaps, Echion Technologies have developed an all-purpose controller that could fit all trains?
HS2 Ltd Awards Landmark Rolling Stock Contracts To Hitachi-Alstom Joint Venture
The title of this post, is the same as that of this press release from High Speed Two.
The press release gives two major bullet points.
- Major boost for UK train-building as HS2’s state-of-the-art fleet of 225mph (360km/h) high speed trains will be built by Alstom and Hitachi Rail at their factories in County Durham, Derby and Crewe
- Landmark contract set to support 2,500 jobs across the UK and boost the economy by over £157m each year
The press release then gives a link to this video clip.
The video doesn’t appear to show much.
These are my thoughts.
The Train Specification
This document on the Government web site is the Train Technical Specification for High Speed Two Classic-Compatible Trains.
The Bare Bones Of The Contract
These three paragraphs in the press release outline the contract.
HS2 Ltd today confirmed that a Hitachi/Alstom JV has been awarded the contracts to build Britain’s next generation of high speed trains at their factories in Derby and County Durham in a major deal set to support 2,500 jobs across the UK.
The landmark contracts – worth around £2bn – will see the JV design, build and maintain a fleet of 54 state-of-the-art high speed trains that will operate on HS2 – the new high-speed railway being built between London, the West Midlands and Crewe.
Capable of speeds of up to 225mph (360km/h), the fully electric trains will also run on the existing network to places such as Glasgow, Liverpool, Manchester and the North West. Building on the latest technology from the Japanese Shinkansen ‘bullet train’ and European high-speed network, they will be some of the fastest, quietest and most energy efficient high-speed trains operating anywhere in the world.
The third paragraph is probably the most significant, with the last few words standing out.
They will be some of the fastest, quietest and most energy efficient high-speed trains operating anywhere in the world.
That is a high bar and let’s hope the joint venture achieves it.
The Fastest Trains?
In Wikipedia’s section on High Speed Rail, this is said.
China has the fastest conventional high-speed rail in regular operation, with the Beijing–Shanghai high-speed railway reaching up to 350 km/h (217 mph).
It may not be the fastest, when it opens, but the Hitachi/Alstom JV train will certainly put the wind up the Chinese.
The Quietest Trains?
In Class 345 Trains Really Are Quiet!, which I wrote in May 2017, I said this.
This morning I was sitting waiting on Platform 8 at Stratford station.
Platform 8 is separated from Platform 9 by just two tracks, so you notice a train, when it goes through Platform 9 at speed.
Usually, the trains that go through Platform 9 at speed towards Liverpool Street station are Class 321 trains or rakes of Mark 3 coaches oulled by a Class 90 locomotives.
Today, a new Class 345 train went through and the level of noise was extremely low compared to other trains.
Bombardier have applied world class aviation aerodynamics to these trains. Particularly in the areas of body shape, door design, car-to-car interfaces, bogies and pantographs.
Remember too, that low noise means less wasted energy and greater energy efficiency.
I have since confirmed the quietness of Aventras many times.
I know the Aventra is only a suburban trundler, but have the JV applied all the knowledge that makes an Aventra such a quiet train to their new high speed train.
One of the best ways to cut noise on a vehicle or train, is to make sure all the components are as quiet as possible.
On a train, a surprising amount of high-frequency noise comes from the pantograph.
This article from Rail Technology Magazine is entitled HS2 Ltd Awards Hitachi-Alstom JV Landmark Rolling Stock Contracts. This is said about the pantograph.
The new trains will utilise a pioneering low noise pantograph, the arm which collects power from the overhead wires developed by Hitachi Rail. The technology was first developed in Japan and will make the new HS2 trains quieter than comparable high speed trains.
There’s nothing wrong with that logic.
The Most Energy Efficient Trains?
There are several clues to the energy efficiency of these trains.
The Rail Technology Magazine article also says this.
Regenerative braking to boost energy efficiency.
Nothing is said about whether the energy is returned to the track in any of the articles on the train.
But in the specification for the train, in Section 7.3 Braking, this is said.
The Unit shall be capable of achieving this deceleration for any payload up to Normal
Payload (HDL) without regenerating to the 25kV power supply.
So what does the train do with the energy?
It must be stored on the train and reused to accelerate the train or provide hotel power, which means the train must have integrated battery storage.
This would contribute to the train’s energy efficiency.
Other factors, that would contribute are a lighter weight and good aerodynamics.
Relationship To The Zefiro 300
The Zefiro 300 is a high speed train, that was built by a consortium of Bombardier and Hitachi Rail in Italy.
This is said in the Wikipedia entry for the Zefiro 300.
An evolution of the Italian version of the Zefiro 300 was also offered by Bombardier (joined with Hitachi Rail) for High Speed 2 commercial tender.
Note.
- The Zefiro 300 uses FLEXX Eco bogies.
- The Zefiro 300 is a 300 kph train.
- The Zefiro 300 is called a Frecciarossa 1000 in Italy.
There is also a Zefiro 380 in China, which is a 380 kph train.
I’ve ridden one of these trains and describe it in Riding The Frecciarossa.
I think the High Speed Two trains will have level boarding.
Bogies
The bogies are one of the most important parts of the train. Like the Zefiro 300, will the train have FLEXX Eco bogies?
This article on Global Railway Review is entitled FLEXX Eco: The Leading Lightweight Passenger Bogie Design and it gives details on the bogie and its history.
Some of the concepts were developed at British Rail Research and some were applied to the bogies of the legendary British Rail Mark 3 and Mark 4 coaches, which ride better than some of today’s trains.
The Rail Technology Magazine article says this about the bogies.
Further supporting the UK rail supply chain, all of the bogies for the new trains will be assembled and maintained at Alstom’s facility in Crewe – which is the first time since 2004 that both jobs have been done in the UK.
It sounds sensible to have one factory to assemble and maintain the bogies.
Will this factory also supply the bogies for Aventras, which are also FLEXX Eco?
Assembly
The press release says this about assembly.
- The first stages including vehicle body assembly and initial fit-out will be done at Hitachi Rail’s facility at Newton Aycliffe, County Durham.
- The second stage of fit out and testing will be done at Alstom’s Litchurch Lane factory in Derby.
Conclusion
I find it interesting, how improvements in one area help another.
The JV has worked hard to perfect this design.
Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet
The title of this post, is the same as that of this press release from Alstom.
This is the first two paragraphs.
Alstom, Britain’s leading train manufacturer and maintenance provider, and Eversholt Rail, leading British train owner and financier, have today announced a Memorandum of Understanding aimed at delivering the UK’s first ever brand-new hydrogen train fleet.
The two companies have agreed to work together, sharing technical and commercial information necessary for Alstom to design, build, commission and support a fleet of ten three-car hydrogen multiple units (HMUs). These will be built by Alstom in Britain. The new HMU fleet will be based on the latest evolution of the Alstom Aventra platform and the intention is that final contracts for the fleet will be signed in early 2022.
This is an Alstom visualisation of the train.
The first thing I notice is that the train doesn’t have the same aerodynamic nose as this current Class 710 train, which is one of the London Overground’s Aventras.
Note how the lights, coupler position and the front-end structure are all different.
These are my further thoughts on the design.
The Aventra’s Traction System
In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.
Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift
This was published over ten years ago, so I suspect Bombardier (or now Alstom) have refined the concept.
Bombardier have not announced that any of their trains have energy storage, but I have my suspicions, that both the Class 345 and Class 710 Aventra trains use super-capacitors or lithium-ion batteries, as part of their traction system design.
- I was told by a Bombardier driver-trainer that the Class 345 trains have an emergency power supply. When I said “Batteries?”, He gave a knowing smile.
- From the feel of riding on Class 710 trains, as a Control Engineer, I suspect there is a battery or supercapacitor in the drive system to give a smoother ride.
I also feel that the Aventra has been designed, so that it can accept power from a large variety of sources, which charge the battery, that ultimately drives the train.
The Formation Of A Three-Car Aventra
The only three-car Aventra is the Class 730/0 train.
I have not seen one of one of these trains in the metal and the formation can’t be found on the Internet. But Wikipedia does show the pantograph on the middle car.
In The Formation Of A Class 710 Train, I said this.
Here is the formation of the train.
DMS+PMS(W)+MS1+DMS
The plates on the individual cars are as follows.
DMS – Driving Motored Standard
-
- Weight – 43.5 tonnes
- Length – 21.45 metres
- Width 2.78 metres
- Seats – 43
The two DMS cars would appear to be identical.
PMS -Pantograph Motored Standard
-
- Weight – 38.5 tonnes
- Length – 19.99 metres
- Width 2.78 metres
- Seats – 51
The signifies a wheelchair space.
MS1 – Motored Standard
-
- Weight – 32.3 tonnes
- Length – 19.99 metres
- Width 2.78 metres
- Seats – 52
It is similar in size to the PMS car, but has an extra seat.
So could the formation of a three-car Aventra be?
DMS+PMS(W)+DMS
I have just removed the MS1 car.
This would mean that a three-car Aventra has the following dimensions and capacity.
- Weight – 125.5 tonnes
- Length – 62.89 metres
- Seats – 137
There will probably be a difference between these figures and those of a three-car Class 730 train, as those trains have end-gangways.
Could All The Hydrogen Gubbins Fit Underneath The Train?
These pictures show the space underneath a Class 710 train.
If you also look at Alstom’s visualisation of their Hydrogen Aventra on this post, there would appear to be lots of space under the train.
It should also be noted that Birmingham University’s engineers have managed to put all of the hydrogen gubbins underneath the floor of Porterbrook’s Class 799 train.
Looking at my pictures, you can see the following.
- The two DMS (Driving Motored Standard) cars have large boxes underneath
- The MS1(Motored Standard) car is fairly clear underneath. But this will probably not be there in a three-car train.
- The PMS (Pantograph Motored Standard) car has some space underneath.
If more space needs to be created, I suspect that the cars can be lengthened, between the bogies. The Class 710 trains have twenty metre intermediate cars, whereas some versions have twenty-four metre cars.
I believe that Aventras have been designed, so that various power sources could be installed under the floor.
When the Aventra was designed, over ten years ago, these could have included.
- A diesel generator and all the fuel tanks and cooling systems.
- A battery or other energy storage system.
Since then two other suitable power sources have been developed.
- Rolls-Royce, Honeywell and others have developed small and powerful gas-turbine generators.
- Ballard Power Systems and others have developed hydrogen fuel cell generators.
If you look at the proportions of the Alstom hydrogen train and the pictures of Class 710 trains, I feel that the Alstom train could have the longer twenty-four metre cars.
It may be a tight fit compared to creating the Alstom Coradia iLint hydrogen train, but I would feel it is possible to install a fuel cell or cells, the required cooling and the hydrogen tanks, having seen cutaway drawings of hydrogen-powered double-deck buses on the Wrightbus web site.
Interestingly, the Alstom press release doesn’t mention fuel cells, so could the train be powered by a small gas turbine?
I think it is unlikely, but it is technically feasible.
Does The Alstom Hydrogen Aventra Have Longer Cars?
I have been looking at pictures of Aventras on Wikipedia and in my own archive.
It appears that only Aventras with twenty-four metre carriages have five windows between the pair of double-doors in the intermediate carriages.
This picture shows the PMS car from a Class 710 train.
The PMS car is to the right and has four windows between the doors.
This is the side view of one of Greater Anglia’s Class 720 trains.
It has twenty-four metre intermediate cars and five windows.
It looks to me that the Alstom Hydrogen Aventra will have twenty-four metre cars.
This will give an extra four x 2.78 metres space under the train compared to a Class 710 train.
It would also appear that the Aventras with twenty-four metre cars also have an extra window in the driving cars, between the doors.
Does the four metre stretch make it possible to position tubular hydrogen tanks across the train to store a practical amount of hydrogen?
Is The Alstom Hydrogen Train Based On A Three-Car Class 730/0 Train?
I have just found this video of a three-car Class 730/0 under test.
And guess what! It has five windows between the doors.
But then it is a train with twenty-four metre cars.
It looks to me, that Alstom have looked at the current Aventra range and decided that the three-car Class 730/0 could be the one to convert into a useful train powered by hydrogen.
So if it is a Class 730/0 train with hydrogen gubbins under the floor, what other characteristics would carry over.
- I suspect Aventras are agnostic about power and so long as they get the right quantity of volts, amps and watts, the train will roll along happily.
- But it means that the train can probably use 25 KVAC overhead electrification, 750 VDC third-rail electrification, hydrogen or battery power.
- I wouldn’t be surprised if if could use 15 KVAC and 3KVDC overhead electrification for operation in other countries, with perhaps a change of power electronics or transformer.
- The interior layout of the trains can probably be the same as that of the Class 730/0 trains.
- The Class 730/0 trains have an operating speed of 90 mph and this could be good enough for hydrogen.
This could be a very capable train, that could find a lot of applications.
Could The Proposed Alstom Hydrogen Aventra Be Considered To Be A Class 730/0 Train With A Hydrogen Extender?
It appears that the only difference between the two trains is that the proposed Alstom Hydrogen Aventra has a hydrogen propulsion system, that can be used when the electrification runs out.
The hydrogen fuel cell will convert hydrogen into electricity, which will either be used immediately or stored in a battery on the train.
The Class 730/0 trains have already been ordered to run services on Birmingham’s electrified Cross-City Line.
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.
How Does The Alstom Hydrogen Aventra Compare With The Class 600 Breeze Train?
The Class 600 train, which is based on the British Rail-era Class 321 train seems to have gone cold.
If it was a boxing match, it would have been stopped after the fourth round, if not before.
This Alstom visualisation shows the Class 600 train, which is also known as the Breeze.
I have a feeling that Alstom have done their marketing and everybody has said that the Class 600 train wouldn’t stand up to a modern train.
- When you consider that each end of the train is a hydrogen tank, I wonder if possible passenger and driver reaction has not been overwhelmingly positive.
- The project was announced in January 2021 and in the intervening time, hydrogen technology has improved at a fast pace.
- There could even be a battery-electric version of the proposed Alstom Hydrogen Aventra.
- The modern train could possibly be lengthened to a four or five car train.
It does strike me, that if Alstom are going to succeed with hydrogen trains, that to carry on with the Class 600 train without an order into the future is not a good idea.
How Does The Alstom Hydrogen Aventra Compare With The Alstom Coradia iLint?
The Alstom Coradia iLint is the world’s first hydrogen train.
It is successfully in service in Germany.
These are some characteristics of the Coradia iLint from the Internet.
- Seats – 180
- Length – 54.27 metres
- Width – 2.75 metres
- Height – 4.31 metres
- Operating Speed – 87 mph
- Range – 370-500 miles
- Electrification Use – No
The same figures for the Alstom Hydrogen Aventra are as follows.
- Seats – 164
- Length – 72 metres
- Width – 2.78 metres
- Height – 3.76 metres
- Operating Speed – 90 mph
- Range – Unknown
- Electrification Use – Unknown, but I would expect it is possible.
Note.
- I have taken figures for the Alstom Hydrogen Aventra from the Class 730/0 train and other Aventras.
- The number of seats is my best estimate from using the seat density of a Class 710 train in a 24 metre long car.
- The width and height seem to be standard for most Aventras.
- Alstom have said nothing about the range on hydrogen.
- I am surprised that the Aventra is the wider train.
But what surprises me most, is how similar the two specifications are. Had the designer of the original Lint hoped to sell some in the UK?
What Is The Range Of The Alstom Hydrogen Aventra?
When they launched the Breeze, Alstom were talking about a range of a thousand kilometres or just over 620 miles.
I have talked to someone, who manages a large bus fleet and they feel with a hydrogen bus, you need a long range, as you might have to position the bus before it does a full day’s work.
Would similar positioning mean a hydrogen train needs a long range?
I suspect it would in some applications, but if the train could use electrification, as I suspect the Alstom Hydrogen Aventra can, this must help with positioning and reduce the range needed and the amount of hydrogen used.
Would Alstom aim to make the range similar to the Coradia iLint? It’s probably a fair assumption.
Could the Alstom Hydrogen Aventra Be Extended To Four Or Five Cars?
I don’t see why not, as Aventras are designed to be lengthened or shortened, by just adding or removing cars, just like their predecessors the Electrostars were.
I can certainly see routes, where a longer Alstom Hydrogen Aventra could be needed and if Alstom have also decided that such a train could be needed, they will surely have investigated how to lengthen the train.
Applications In The UK
These are links to a few thoughts on applications of the trains in the UK.
- Alstom Hydrogen Aventras And Extension Of The Birmingham Cross-City Line
- Alstom Hydrogen Aventras And The Reopened Northumberland Line
- Alstom Hydrogen Aventras And Great Western Branch Lines Between Paddington And Oxford
- Alstom Hydrogen Aventras And The Uckfield Branch
There are probably a lot more and I will add to this list.
Applications Elsewhere
If the Coradia iLint has problems, they are these.
- It can’t use overhead electrification, where it exists
- It has a noisy mechanical transmission, as it is a converted diesel multiple unit design.
The Alstom Hydrogen Aventra can probably be modified to use electrification of any flavour and I can’t see why the train would be more noisy that say a Class 710 train.
I suspect Alstom will be putting the train forward for partially-electrified networks in countries other than the UK.
Conclusion
This modern hydrogen train from Alstom is what is needed.
It might also gain an initial order for Birmingham’s Cross-City Line, as it is a hydrogen version of the line’s Class 730/0 trains.
But having a hydrogen and an electric version, that are identical except for the hydrogen extender, could mean that the trains would be ideal for a partially-electrified network.
There could even be a compatible battery-electric version.
All trains would be identical to the passenger and probably the driver too. This would mean that mixed fleets could be run by an operator, with hydrogen or battery versions used on lines without electrification as appropriate.
Lightweight Trains And No Taboos In French Secondary Line Rescue Package
The title of this post is the same as that of this article on Railway Gazette International.
This is the introductory paragraph.
Development of lightweight rolling stock is one of several proposals put forward by the government to try and ensure the survival of much of the remaining network of secondary lines, many of which carry very limited traffic.
This problem of secondary lines exists in other countries, like Germany, Italy and to a certain extent the UK.
I will argue that Vivarail, with their Class 230 train are following a similar plan to that proposed for France.
- Lightweight well-proven design.
- Battery-powered.
- Modern interior.
- Designed for short branch lines and secondary routes.
Will Vivarail be talking to the French? Probably not, as using old London Underground stock in rural France would see a large clash of national egos.
But the philosophy could be transplanted across the Channel.
Perhaps some smaller British designs like an Aventra could also be used on French rural routes, that are electrified?
National Trust Looks At Car Ban In Lake District
The title of this post is the same as that as that of this article in yesterday’s Sunday Times.
The secondary headline sums up the article.
Nearly 20m visitors a year are ‘loving the national park to death’, and officials are looking at excluding drivers.
So what is to be done?
Can The Railways Help?
In 2015, I spent Three Days in Preston and explored the area by train.
These problems were apparent on the trains and at the stations.
- The capacity, quality and frequency of the trains to Windermere is pitiful.
- The capacity, quality and frequency of the trains along the Cumbrian Coast Line is inadequate.
- Bus information and interchanges could be better.
- Getting a train to Penrith North Lakes station was difficult.
The only line with an acceptable train service is the West Coast Main Line.
Everything else needs major improvements.
These are some random thoughts.
Could Carlisle Become The Rail Tourism Centre For The Borderlands And The Lakes?
These rail lines and services are already or will be connected to Carlisle Citadel station, within the next few years.
- Virgin services on the West Coast Main Line between London and the South and Glasgow and Edinburgh in Central Scotland.
- TransPennine Express services on the West Coast Main Line between Liverpool and Manchester in the South and Glasgow.
- Possible Grand Union services on the West Coast Main Line between London and Stirling for the North of Scotland.
- High Speed Two services between London and the South and Glasgow and Edinburgh in Central Scotland.
- ScotRail services on the Glasgow South Western Line between Carlisle and Glasgow via Dumfries and Kilmarnock.
- ScotRail services on an extended Borders Railway between Carlisle and Edinburgh via Hawick and Galashiels.
- Northern services on the Tyne Valley Line between Carlisle and Newcastle via Hexham and the Metro Centre.
- Northern services on the Settle and Carlisle Line between Carlisle and Leeds.
- Northern services on the Cumbrian Coast Line between Carlisle and Carnforth via Workington, Whitehaven and Barrow.
Carlisle sits at the centre of a network of some of the most scenic rail lines, anywhere in the world.
Rail services in the area with the exception of the through services, provided by Virgin and TransPennine Express are probably considered by their operators to be a pain.
- They are generally not used by commuters.
- There are regular operational problems like floods and landslips.
- They are overcrowded at some times of the year and need expensive new rolling stock.
- Rail tourists from aboard probably complain like mad.
But above all the services probably lose money hand over fist.
What Is The Ideal Train For Scenic Routes?
Two possible trains for scenic routes are now in service in the UK.
The Scottish Solution – Inter7City
ScotRail are now introducing four- and five-car InterCity 125 trains on routes between the seven cities in Scotland.
They will probably do a good job and they have the following.
- Large windows to enjoy the views.
- Many seats have tables.
- An on-board buffet and trolley service.
- Wi-fi and power sockets for phones and laptops.
- The trains should be reliable, as there is a vast knowledge base about running these trains.
- The trains can be easily lengthened, by adding extra cars.
- The trains were 125 mph trains and are probably slower in this application.
But the trains are forty years old and have two enormous diesel engines on each end.
The Swiss Solution – Class 755 train
Greater Anglia are introducing three- and four-car Class 755 trains on rural routes in East Anglia.
They appear to be doing a good job with high passenger satisfaction and they have the following.
- Large windows to enjoy the views.
- A number of seats have tables.
- Space for bicycles.
- Wi-fi and power sockets for phones and laptops.
- The trains have level access between train and platform.
- Hopefully, the trains will be reliable, as they are brand new and Stadler has been making similar trains for over ten years.
- The trains can use 25 KVAC overhead electrification, where it is available.
- The trains can work in multiple formations.
- The trains can be easily lengthened, by adding extra cars.
- The trains are 100 mph trains.
But the trains still have a diesel power-pack in the middle for operation independently.
In future, these trains will be used to run new services between London and Lowestoft, which is a distance of 118 miles of which 59 miles is electrified.
Similar trains will be fitted with batteries for the South Wales Metro.
Could a train be built with the best of all the features?
I believe the Class 755 train is a pretty good start, but it would have the following extra features.
- Ability to run at up to 125 mph on 25 KVAC overhead or 750 VDC third rail, where the track allows.
- A well-designed buffet.
- 50 mile battery range.
- A stand-by generator.
- The ability to fast-charge the battery at a station stop.
I also think that Hitachi could make a five-car AT-300 train and Bombardier could make an Aventra, that met this specification.
What would a fleet of battery-electric trains do for the rail lines around Carlisle?
- Hopefully, they would become a tourist attraction in their own right and encourage visitors to corm by train.
- Frequencies would be at least two trains per hour on all routes.
This could be a starting point for making the area easier to access.
Should Stations Around The Lakes Be Developed With Bus Interchanges?
I’ve seen the bus interchange at Windermere station, but are other stations around the Lakes as well provided with comprehensive bus routes?
The objective surely should be that if a family wanted to have a day out in the Lakes from their home in Liverpool or Manchester, they should be able to get a train to a convenient station and a bus to their final destination.
Surely, if there is a sensible alternative, then visitors might use it.
Could The Cockermouth, Keswick and Penrith Railway Be Reopened?
The Cockermouth, Keswick and Penrith Railway was finally closed in the 1970s and according to Wikipedia, the track-bed has been used for roads and other developments.
I doubt that the railway could be reopened, but a modern light rail route would probably be a very valuable tourist asset.
But Would Good Train And Bus Routes Cut The Traffic In The Lakes?
I doubt it!
If someone has spent £40,000 or more on an expensive car, they feel they have bought the right to drive it anywhere they want!
The Dutch once talked about road pricing for every vehicle and that government lost the next election.
Conclusion
Traffic congestion in the Lakes, is a problem that threatens other areas, where tourists want to go.
So will as the National Trust are suggesting have to ban cars to restore some sanity?
I suspect so!
But it won’t be popular!