The Anonymous Widower

Approaching Kings Cross – 5th July 2021

I took these pictures approaching Kings Cross.

Reports say most of the work of the remodelling is now complete. Although, it did look to me that in places more tracks could be laid.

The Length Of The Long Platforms At Kings Cross

This repeat of the last picture in the gallery shows the length of the nine long platforms.

Note.

  1. The train is in Platform 3.
  2. The train is an eight-car Class 700 train.
  3. Eight-car units are 162 metres long.
  4. Twelve-car units are 242.6 metres long.

Platform 3 is obviously long enough to take the following trains.

This Google Map shows the ends of the platforms at Kings Cross.

Note.

  1. The long platforms at the right are 2 and 3.
  2. Platform 2 and 3 are wide.
  3. Two LNER Azumas are in Platforms 5 and 6.

It looks to me that whilst all platforms can probably handle the standard British Rail length of 240 metres, those on the right may be able to handle longer trains. But what trains? These are my thoughts.

Longer LNER Azumas

This document on the Hitachi Rail web site is entitled Development of Class 800/801 High-speed Rolling Stock for UK Intercity Express Programme.

The document says that Class 80x trains have a sophisticated Train Control and Management System (TCMS).

The document says that this is one of the functions of the TCMS.

To simplify the rearrangement and management of train configurations, functions are provided for
identifying the train (Class 800/801), for automatically determining the cars in the trainset and its total length,
and for coupling and uncoupling up to 12 cars in normal and 24 cars in rescue or emergency mode.

I would assume that with the purchase of extra cars, that it might be possible to lengthen trains to up to twelve cars.

Lengths would be as follows.

  • Ten-car Class 80x train – 260 metres.
  • Eleven-car Class 80x train – 276 metres.
  • Twelve-car Class 80x train – 312 metres.

To add extra capacity on the routes to Leeds and Edinburgh services, there must be a balance between these factors.

  • The cost of extra cars.
  • The cost of platform lengthening.

There must of course be space for any platform lengthening.

It would seem to me, that common sense should allow twelve-car trains to be handled at King’s Cross, as this must be one of the best ways of adding capacity to East Coast Main Line services.

Caledonian Sleeper

The Caledonian Sleeper doesn’t normally run into King’s Cross, but during the rebuilding Euston for High Speed Two, it may be necessary to provide an alternative platform.

Unfortunately, the sixteen-car Caledonian sleeper trains are 352 metres long. So it would appear that Kings Cross would not be a temporary alternative.

But given the amount of money being invested in sleeper trains in Europe by the likes of Midnight Trains and NightJet, I can see that the Caledonian Sleeper might have another problem – success and the need for more capacity.

So I wouldn’t rule out an East Coast Main Line sleeper train between London Kings Cross and Edinburgh.

It might call at Stevenage, Newcastle and Berwick to widen its passenger base, just as the current sleeper calls at Watford, Carlisle and Carstairs.

The train could be extended to Aberdeen, to simplify services in Scotland.

Obviously, traffic and finance would decide, but I wouldn’t rule out the Caledonian Sleeper running to and from King’s Cross for a few years yet.

A Night Light Freight Terminal

In Is This The Shape Of Freight To Come?, I wrote about the new generation of fast electric freight trains, based on redundant electric multiple units.

  • If you look at Real Time Trains, you will find that few trains use King’s Cross station between two and five in the morning.
  • Platforms can take a twelve-car version of these electric freight trains.
  • The new platforms are wide and level.
  • Local delivery could use electric vehicles and bikes.

I think King’s Cross has possibilities for handling goods like food, parcels and shop supplies.

The Short Platforms At Kings Cross

When I was a child, King’s Cross had four short suburban platforms, where N2 steam tank engines hauled suburban services in and out of the station.

The suburban platforms have now been reduced to two platforms, that fit in with the current uses of the station.

  • The two platforms are numbered 9 and 10.
  • They can handle an eight-car Class 700 train, which is 162 metres long.
  • They can handle a five-car Class 800 train, which is 130 metres long.
  • Some five-car services run by the new Hitachi trains use these platforms.

These pictures show the platforms.

Note.

  1. The platforms are wide.
  2. The picture of the Azuma in Platform 9 was taken before the centre track was removed recently.
  3. Today, one LNER Azuma departed from Platform 9 to go to Lincoln, but both platforms were busy with Great Northern services to Cambridge, Ely and Kings Lynn.

I do wonder if the platforms could be used for light freight, during the night.

Conclusion

King’s Cross is not just one of the UK’s finest railway stations, which is recognised by its Grade I Listed status, but it is now moving towards an efficient, high-capacity station that works around the clock!

 

 

July 6, 2021 Posted by | Design, Transport | , , , , , , , | Leave a comment

Approaching Kings Cross – 6th January 2021

I took these pictures approaching Kings Cross.

Note.

  1. There is still track to be laid.
  2. The electrification is still to be erected.

But everything seems to be getting there.

This Google Map shows the section between the two tunnels.

Both tunnels have three double-track bores, where in this massive project, the Eastern bores are being brought back into use to add capacity to Kings Cross station.

Note.

  1. The East Coast Main Line runs North-South across the map.
  2. The quadruple track crossing East-West at the top of the map is the North London Line.
  3. Below it, is the Channel Tunnel Rail Link into |St. Pancras.
  4. The link to the Canal Tunnels take Thameslink trains to the deep level platforms in St. Pancras.
  5. The two new tracks will be on the Eastern side of the East Coast Main Line.

This second Google Map shows the track and platform layout at Kings Cross station.

Note.

  1. There are twelve platforms, which are numbered from 0 to 11, with Platform 0 in the East.
  2. The various islands are numbered as follows from East to West; 0/1, 2/3, 4/5, 6/7, 8/9 and 10/11.
  3. The six tracks through the tunnels may be bi-directional, so will each track be linked to a pair of platforms?
  4. Platforms 0 to 4 are in the Eastern half of the station
  5. Platforms 5 to 0 are in the Western half of the station
  6. Platforms 9, 10 and 11 are short platforms  in the old suburban station, which is mainly used by suburban services to Cambridge and Kings Lynn.

When I arrived there was a five-car Azuma in Platform 9, as these pictures show.

I’ve seen Grand Central’s Class 180 trains in these short platforms before, so is this going to be a regular occurrence.

Services Into Kings Cross

When the remodelling at Kings Cross is complete, current plans say the following trains will be running into Kings Cross station.

  • LNER – Two tph – Edinburgh – Long train
  • LNER – Two tph – Leeds – Long train
  • LNER – One tph – Lincoln or York – Long or short train
  • Great Northern – Two tph – Cambridge (stopping) – Short train
  • Great Northern – Two tph – Cambridge (fast) – Short train
  • Hull trains – Seven tpd – Hull and Beverley – Short train
  • East Coast Trains – Five tpd – Edinburgh – Short train
  • Grand Central – Four tpd – Bradford Interchange – Long or short train
  • Grand Central – Five tpd – Sunderland – Long or short train

Note,

  1. tph is trains per hour and tpd is trains per day.
  2. There is a mixture of short and long trains.
  3. Short trains can fit all platforms, but long trains can only use platforms 0-8.
  4. There are nine tph and a total of 21 tpd in various less-frequent services.

My scheduling experience in other fields, says that ten platforms will be needed for a full service, with each of the ten platforms handling just one tph.

Conclusion

Wjen all the work is completed, Kings Cross station will have room for a few extra trains.

 

 

January 12, 2021 Posted by | Transport | , , , , , , , , | 1 Comment

Is The Eastern Leg Of High Speed Two Under Threat?

This page on the High Speed Two web site is entitled HS2 Phase 2b Eastern Leg.

These are the opening three paragraphs.

Earlier this year the government made clear in its response to the Oakervee Review its commitment to Phase 2b of HS2, ensuring we boost capacity, improve connectivity between our regions and share prosperity.

As part of this, the government plans to present an Integrated Rail Plan for the North and Midlands by the end of the year, informed by an assessment from the National Infrastructure Commission, which will look at how to deliver HS2 Phase 2b, Northern Powerhouse Rail, Midlands Rail Hub and other rail programmes better and more effectively.

In the meantime, the government has asked HS2 Ltd to pause work on the Eastern Leg. We recognise that this causes uncertainty and our Eastern Leg community engagement teams remain in place to support you.

The page then says that the work on the Western Leg should proceed, with the aim of a Western Leg Bill in early 2022.

In Northern Powerhouse Rail – Significant Upgrades Of The East Coast Main Line From Leeds To Newcastle (Via York And Darlington) And Restoration Of The Leamside Line, I showed that the current and future upgrades to the East Coast Main Line, required by the East Coast Main Line, Northern Powerhouse Rail and High Speed Two, will greatly reduce the times on services from London Kings Cross to Doncaster, Yorkshire, the North East and Scotland.

I said this on timings on the East Coast Main Line.

  • London Kings Cross and Doncaster could be around an hour.
  • London Kings Cross and Leeds could be around one hour and thirty minutes, using the current Doncaster and Leeds time, as against the one hour and twenty-one minutes for High Speed Two.
  • London Kings Cross and York could be around one hour and twenty-three minutes, using the current Doncaster and York time, as against the one hour and twenty-four minutes for High Speed Two.
  • Timings between York and Newcastle would be the same fifty-two minutes as High Speed Two, as the track will be the limitation for both services.
  • High Speed Two’s timing for York and Newcastle is given as fifty-two minutes, with York and Darlington as twenty-five minutes.
  • London Kings Cross and Darlington could be around one hour and forty-nine minutes
  • London Kings Cross and Newcastle could be around two hours and sixteen minutes.
  • London Kings Cross and Edinburgh would be under three-and-a-half hours, as against the proposed three hours and forty-eight minutes for High Speed Two.

LNER’s Azuma cavalry will hold the fort for as long as is needed.

I’ll now look at how various stations, will be affected if the Eastern Leg of High Speed Two is not built, until a couple of decades in the future.

Leeds

Current Long Distance Services At Leeds Station

Leeds station has the following long distance services in trains per hour (tph)

  • CrossCountry – 1
  • LNER – 2
  • TransPennine Express – 5

It is a bit thin compared to say Birmingham or Manchester.

Northern Powerhouse Rail And Leeds

Northern Powerhouse Rail has plans for Leeds with these services to other Northern cities.

  • Hull – two tph in 38 minutes
  • Manchester – six tph in 25 minutes
  • Newcastle – four tph in 58 minutes
  • Sheffield – four tph in 28 minutes.

From what they have written, the following could also be possible.

  • Bradford – six tph in a few minutes
  • Liverpool – four or more tph in 51 minutes
  • Manchester Airport – four or more tph in 35 minutes

It is an ambitious plan.

High Speed Two And Leeds

High Speed Two is planning to run the following trains to Leeds in every hour.

  • Birmingham Curzon Street and Leeds – 200 metre train
  • Birmingham Curzon Street and Leeds via East Midlands Hub – 200 metre train
  • London Euston and Leeds via Old Oak Common and East Midlands Hub – 200 metre train
  • London Euston and Leeds via Old Oak Common and East Midlands Hub – 400 metre train
  • London Euston and Leeds via Old Oak Common, Birmingham Interchange and East Midlands Hub – 400 metre train

Timings will be as follows.

  • Birmingham Curzon Street and Leeds – 49 minutes.
  • London Euston and Leeds – One hour and 21 minutes.

There will be about 1000 seats per hour between Birmingham Curzon Street and Leeds and 2500 seats per hour Between London Euston and Leeds.

High Speed Two And Leeds Via Manchester

This report on the Transport for the North web site, is entitled At A Glance – Northern Powerhouse Rail.

This map shows Transport for the North’s ideas for connections in the West linking Crewe, Liverpool, Manchester, Manchester Airport, Warrington and Wigan.

A black line goes East from Manchester to link it to Leeds via Huddersfield and Bradford.

  • This is proposed as a route shared between High Speed Two and Northern Powerhouse Rail.
  • High Speed Two are promising that London Euston and Manchester will be timed at one hour and eleven minutes.
  • London Euston and Manchester will have a frequency of three tph and will all be 400 metre High Speed Two Full Size trains, with about a thousand seats.
  • Northern Powerhouse Rail have an objective of a twenty-five minute journey time between Manchester and Leeds.

I would also build the Manchester and Leeds route with the following characteristics.

  • As a full-size tunnel capable of taking High Speed Two Full Size trains and the largest freight trains.
  • Intermediate and underground stations at Huddersfield and Bradford.
  • It could be built as a base tunnel, like the similarly-sized Gotthard base tunnel in Switzerland.
  • The Swiss tunnel has a maximum operating speed for passenger trains of 125 mph.

If it can be built for a reasonable cost and in a reasonable time-scale, it could be a way of doing the following.

  • Creating a straight 150 mph plus route across the Pennines, with a capacity of 18 tph.
  • Running high-capacity fast trains between London Euston and Leeds via Manchester Airport and Manchester.
  • Running freight trains between the two sides of the Pennines.
  • Creating a high frequency route between Liverpool and Hull via Manchester Airport, Manchester, Huddersfield and Bradford and Leeds.

The passenger service between Liverpool and Hull could be the world’s first high speed metro.

If the London Euston and Manchester trains, were to be extended to Leeds, London Euston and Leeds would take one hour and thirty-six minutes, which would only be fifteen minutes slower, than is promised for the route going via the Eastern Leg of High Speed Two.

London Kings Cross And Leeds

When the in-cab digital signalling is complete between London Kings Cross and Leeds, I am fairly confident that with a few other improvements and more zoom from the Azumas, that a London Kings Cross and Leeds time of one hour and fifty minutes will be possible.

But will two nine-car or pairs of five-car trains per hour (tph), be enough capacity? Especially, as pairs of five-car trains will split and join to serve a wider catchment area, which will harvest more passengers.

LNER will in a couple of years have an extra path every hour into Kings Cross.

I would feel that best use of this path would be to run between London Kings Cross and Edinburgh via Leeds and Newcastle.

  • Leeds and Newcastle could be the only intermediate stops.
  • Leeds would be the ideal place to change to Northern Powerhouse Rail for anywhere in the North of England.
  • My estimates, say it could run between London Kings Cross and Edinburgh in around three-and-a-half hours.
  • It would run non-stop between London Kings Cross and Leeds, Leeds and Newcastle and Newcastle and Edinburgh.

It would increase capacity, between the four major destinations on the route; London Kings Cross, Leeds, Newcastle and Edinburgh.

It could start running, once the digital signalling and current improvements to the East Coast Main Line are complete.

London St. Pancras And Leeds

I discussed, Northern Powerhouse Rail’s plan for Sheffield and Leeds in Northern Powerhouse Rail – Connecting Sheffield To HS2 And On To Leeds.

This could see the following new infrastructure.

  • Electrification between Clay Cross North Junction and Sheffield station of the route shared by the Midland Main Line and High Speed Two.
  • Electrification through Sheffield and on to Leeds, via the Wakefield Line
  • New stations for High Speed trains at Rotherham and Barnsley Dearne Valley.

I could see East Midlands Railway taking advantage of this route, with their new Class 810 trains and running a regular Leeds and St. Pancras service.

  • It would call at Wakefield Westgate, Barnsley Dearne Valley, Rotherham and Meadowhall. between Leeds and Sheffield stations.
  • It would take twenty-eight minutes between Leeds and Sheffield, if it met Northern Powerhouse Rail’s objective.
  • Perhaps one of the two tph between London St. Pancras and Sheffield could be extended to Leeds.

As the current time between London St. Pancras and Sheffield, is a few minutes under two hours, I can see a time of comfortably under two-and-a-half hours between London St. Pancras and Leeds.

A Summary Of Journey Times Between London And Leeds

I can summarise my estimates, between London and Leeds.

  • High Speed Two – Direct via Eastern Leg – One hour and twenty-one minutes.
  • High Speed Two – via Manchester – One hour and thirty-six minutes.
  • East Coast Main Line – via Doncaster – One hour and thirty minutes.
  • Midland Main Line – via Derby and Sheffield – Two hours and twenty minutes.

The direct High Speed Two route is the fastest., but others could be viable alternatives for some passengers.

Bradford

Consider.

  • Under current plans Bradford won’t be getting any high speed service from High Speed Two.
  • The best it can get under current plans is several direct services per day, between Bradford Forster Square and London Kings Cross in perhaps two hours.
  • The layout of the city and its two stations doesn’t give good connectivity.

Bradford, Harrogate, Huddersfield and Skipton could probably be served by trains to and from London Kings Cross that join and split at Leeds.

But if Northern Powerhouse Rail goes for a tunnel between Manchester and Leeds with Bradford as an underground station, it could be served by High Speed Two services going between London Euston and Leeds via Manchester.

I would estimate that if London Euston and Leeds via Manchester took around one hour and thirty-six minutes, London Euston and Bradford could take around an hour-and-a-half.

Darlington

I can summarise my estimates, between London and Darlington.

  • High Speed Two – Direct via Eastern Leg – One hour and forty-nine minutes.
  • High Speed Two – via Manchester and Leeds – Two hours and six minutes.
  • East Coast Main Line – via Doncaster – One hour and forty-nine minutes.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle; will speed up East Coast Main Line services to Darlington.

Edinburgh

I can summarise my estimates, between London and Edinburgh.

  • High Speed Two – Direct via Western Leg – Three hours and forty minutes.
  • High Speed Two – via Manchester and Leeds – Three hours and forty-eight minutes.
  • East Coast Main Line – via Doncaster – Three hours and thirty minutes.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle; will speed up East Coast Main Line services to Newcastle.

Harrogate

Consider.

  • Under current plans Harrogate won’t be getting any high speed service from High Speed Two.
  • The best it can get under current plans is several direct services per day, between Harrogate and London Kings Cross in perhaps two hours.

Bradford, Harrogate, Huddersfield and Skipton could possibly  be served by trains to and from London Kings Cross that join and split at Leeds.

Huddersfield

  • If Huddersfield is served by underground platforms beneath the current Huddersfield station, a lot of what I said for Bradford would apply to Huddersfield.
  • The timings would probably be around an-hour-and-a-half from London Euston.

Bradford, Harrogate, Huddersfield and Skipton could possibly be served by trains to and from London Kings Cross that join and split at Leeds.

Hull

Hull is an interesting destination.

  • Reaching Hull from the current High Speed Two network will need a change at Leeds or another station.
  • Using Northern Powerhouse Rail’s objectives on timings, London Euston and Hull via Manchester on High Speed Two, would be a few minutes under two-and-a-half hours.
  • I strongly feel, that London Kings Cross and Hull via Selby could be reduced to below two hours.

Hull would also make a superb Eastern terminal station for both Northern Powerhouse Rail and a High Speed Two service from London via Manchester and Leeds.

You pays your money and takes your choice.

Middlesbrough

Reaching Middlesbrough from the proposed High Speed Two network will need a change at York or another station.

But a time of two hours and twenty minutes, should be possible using the East Coast Main Line via Doncaster.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle, will speed up East Coast Main Line services to Middlesbrough.

Newcastle

I can summarise my estimates, between London and Newcastle.

  • High Speed Two – Direct via Eastern Leg – Two hours and seventeen minutes.
  • High Speed Two – via Manchester and Leeds – Two hours and thirty-four minutes.
  • East Coast Main Line – via Doncaster – Two hours and sixteen minutes.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle; will speed up East Coast Main Line services to Newcastle.

Nottingham

I will compare average speeds on the Midland Main Line between London St. Pancras and Nottingham and on the East Coast Main Line, between London Kings Cross and Leeds.

Currently.

  • London St. Pancras and Nottingham services, over the 126 mile route, take one hour and fifty minutes. which is an average speed of 69 mph.
  • London Kings Cross and Leeds services, over the 186 mile route, take two hours and thirteen minutes, which is an average speed of 94 mph.

Note.

  1. The two routes are of similar character and are fairly straight with large sections of 125 mph running and quadruple tracks.
  2. The East Coast Main Line to Leeds  is fully electrified, whereas the Midland Main Line is only partially electrified.
  3. Both routes have a small number of stops.
  4. In a few years time, services on both routes will be run by different members of the Hitachi AT-300 train family.

I don’t feel it would be unreasonable to assume that a London St. Pancras and Nottingham service could be run at an average speed of 94 mph, if the Midland Main Line were upgraded to the same standard as the East Coast Main Line.

This could mean a time of around one hour and twenty-one minutes between London St. Pancras and Nottingham, or a saving of twenty-nine minutes.

Is that possible?

  • The new Class 810 trains, will have four engines instead of the normal three for a five-car AT-300 train. Will they be able to be closer to the 125 mph line-speed on diesel power, where it is available on the Midland Main Line.
  • The trains will be able to use electrification between London St. Pancras and Market Harborough.
  • There have been hints, that more electrification may be installed on the Midland Main Line.
  • Hitachi have announced a battery electric version of the AT-300 train called an Intercity Tri-Mode Battery Train, where one or more of the diesel engines are replaced by battery packs.
  • The new trains will be ready to accept in-cab ERTMS digital signalling, so they could be able to run at up to 140 mph, if the track were to be upgraded.

I certainly feel, that substantial time savings could be possible between London St. Pancras and Nottingham.

Eighty-one minutes would be very convenient, as it would comfortably allow a three hour round trip, which would mean just six trains or more likely pairs of trains would be needed for the current two tph service.

Eighty-one minutes would not be the fifty-two minute service promised by High Speed Two!

But!

  • The new trains are planned to be introduced from 2023.
  • Who knows, when High Speed Two will arrive at the East Midlands Hub station?
  • They won’t need any new substantial infrastructure to replace the current trains.

I also suspect the new trains will have more seats, but, the capacity of the Class 810 train, has not been published.

Nottingham could also be served by a high speed service from London Kings Cross via Grantham, which I estimate would take about one hour and twenty minutes.

Sheffield

A lot of what I said for Nottingham can be applied to Sheffield.

  • Currently, London St. Pancras and Sheffield services, over the 165 mile route, take two hours, which is an average speed of 82.5 mph.
  • High Speed Two is promising a journey time of one hour and twenty-seven minutes.
  • An average speed of 90 mph, would mean a journey time of one hour and fifty minutes.
  • This would allow a four hour round trip, which would mean just eight trains or more likely pairs of trains would be needed for the current two tph service.

It would be very convenient for the operator.

It looks like if pairs of trains were to be run on both the Nottingham and Sheffield routes, that twenty-eight trains would be needed to run both services.

This fits well with a fleet size of thirty-three trains.

The only caveat, is that to get the required journey times, it might be necessary to rebuild and electrify the tracks, between Sheffield and Clay Cross North Junction.

  • These tracks will be shared with the future Sheffield Branch of High Speed Two.
  • It would only be 15.5 miles of double-track to rebuild and electrify.
  • It could be rebuilt to allow 140 mph running. Several minutes could be saved!

The electrification could allow Hitachi’s Intercity Tri-Mode Battery trains to be able to run the Sheffield service.

These trains would certainly be a way of avoiding the tricky electrification of the Derby and Clay Cross section of the route, which goes through the World Heritage Site of the Derwent Valley Mills.

Sheffield could also be served by a high speed service from London Kings Cross via Doncaster, which I estimate would take about one hour and thirty minutes.

Skipton

Consider.

  • Under current plans Skipton won’t be getting any high speed service from High Speed Two.
  • The best it can get under current plans is several direct services per day, between Skipton and London Kings Cross in perhaps two hours.

Bradford, Harrogate, Huddersfield and Skipton could possibly  be served by trains to and from London Kings Cross that join and split at Leeds.

Sunderland

Reaching Sunderland from the proposed High Speed Two network will need a change at York or another station.

But a time of two hours and thirty minutes, should be possible using the East Coast Main Line via Doncaster.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle, will speed up East Coast Main Line services to Sunderland.

York

I can summarise my estimates, between London and York.

  • High Speed Two – Direct via Eastern Leg – One hour and twenty-four minutes.
  • High Speed Two – via Manchester and Leeds – One hour and forty-two minutes.
  • East Coast Main Line – via Doncaster – One hour and twenty-four minutes.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle; will speed up East Coast Main Line services to York.

I believe strongly, that York would be about as fast from London, by either of the direct routes, but both would serve different intermediate destinations.

Conclusion

My first conclusion is a surprising one, but the promised timings from High Speed Two and the current timings in the timetable make it clear.

To achieve the required timings for High Speed Two, major improvements must be made to existing track and these improvements will mean that existing services will be competitive with High Speed Two on time.

These improvements fall into this category.

  • Improving the East Coast Main Line between York and Newcastle, will make East Coast Main Line services to York, Darlington, Durham and Newcastle competitive with High Speed Two services.
  • Improving the East Coast Main Line between York and Newcastle, may also mean that London Kings Cross and Edinburgh will be faster than the High Speed Two service between London Euston and Edinburgh.
  • Electrifying the route shared between Sheffield and Clay Cross North Junction, will speed up London St. Pancras and Sheffield services and make them more competitive with High Speed Two.

I suspect there may be similar mutual improvements on the Western leg of High Speed Two.

Other smaller conclusions from my analysis of the improvements include.

  • These improvements will create some extra capacity on the East Coast and Midland Main Lines, by removing bottlenecks and improving line speeds.
  • Electrification, even if it is only partial or discontinuous, will improve services on the Midland Main Line.
  • Some places like Harrogate, Middlesbrough and Skipton will never be served directly by High Speed Two, but are easily served by East Coast Main Line services from London Kings Cross.
  • Northern Powerhouse Rail is very much part of the North-South capacity for England.
  • In-cab ERTMS signalling will play a large part in increasing capacity and line speeds.

Perhaps in our planning of High Speed Two, we should plan all the routes in the North and Midlands in a much more holistic way.

If we look at the capacity between London and the North, I feel that with the addition of Phase 1 of High Speed Two to Birmingham in 2029-2033 and hopefully Phase 2a soon afterwards, that Phase 2b will not be needed for reasons of speed and capacity until years later.

So, I would pause most construction of the Eastern Leg of High Speed Two until Phase 1 and Phase 2a are complete.

I would make exceptions for the following.

  • Improvements to the shared section of the East Coast Main Line and High Speed Two, between York and Newcastle.
  • Building a high speed connection between Leeds and York for the use of Northern Powerhouse Rail and the East Coast Main Line.
  • Rebuilding and electrification of the shared section of the Midland Main Line and High Speed Two, between Clay Cross North Junction and Sheffield.
  • Improve and electrify the route between Sheffield and Leeds.

But I would continue with the design, as I feel that East of Leeds is very much sub-optimal at the present time.

The route of the Eastern leg of High Speed Two would be safeguarded.

But the biggest problem with the Eastern Leg of High Speed Two to Leeds, is that however it is built travellers to and from Leeds, York and further North will not see any improvements for some years, but improving the East Coast Main Line wouldn’t exactly see jam tomorrow, but tons of it by 2024.

 

 

 

 

December 7, 2020 Posted by | Transport | , , , , , , , , , , , , , , , , , , | 2 Comments

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.

  1. Some times are those taken by LNER services and some are estimates from TransPennine Express.
  2. I have assumed 8-10 minutes for the Split-and-Join at Leeds and included it in the times.
  3. Class 800 trains seem to take around ten minutes to turnround at Harrogate.
  4. 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.

September 14, 2020 Posted by | Transport | , , , , , , , , , , , , , | 1 Comment

LNER Services To Double Between Bradford And London

The title of this post is the same as that as this press release from LNER.

This is the introductory paragraph.

London North Eastern Railway (LNER) is pleased to confirm it will be doubling the number of Azuma weekday services between Bradford Forster Square and London King’s Cross from Monday 18 May 2020.

The timetable is as follows.

Southbound

  • Leave Bradford Forster Square at 06:30 and arrive London Kings Cross at 08:59
  • Leave Bradford Forster Square at 08:43 and arrive London Kings Cross at 11:31

Northbound

  • Leave London Kings Cross at 16:33 and arrive Bradford Forster Square at 19:29
  • Leave London Kings Cross at 18:33 and arrive Bradford Forster Square at 21:29

All services appear to call at Shipley between Leeds and Bradford Forster Square.

The press release doesn’t say if the trains split and join at Leeds station, but the timings are generous enough, if it is needed.

I wonder, if there will be more services between London and Bradford Forster Square in a few months. It probably depends on the level of success.

March 14, 2020 Posted by | Transport | , , , , , | Leave a comment

LNER Expands To Huddersfield

This press release from LNER is entitled LNER Announces Direct Services Between Huddersfield And London.

These are the introductory paragraphs.

LNER is proud to announce new Azuma services will be introduced between Huddersfield and London King’s Cross from Monday 18 May 2020.

The daily weekday service in each direction will be LNER’s first direct link between the West Yorkshire market town and the capital.

They will also connect nearby Dewsbury directly with London King’s Cross, after more than a generation of no direct services between Huddersfield and London.

The timetable will be as follows.

The new southbound service will depart from Huddersfield at 05:50 and Dewsbury at 06:01. The Azuma service will arrive in Leeds at 06:16, where it will couple to another five-car Azuma to form the 06:40 Leeds to London King’s Cross service, which will arrive in the capital at 08:51 on weekdays.

The evening northbound service will depart from London King’s Cross at 18:03 and will be formed of two five-car Azuma trains, which will split in Leeds, with one train continuing to Skipton and the other to Dewsbury, arriving at 20:45 and then Huddersfield at 20:58.

Joining and splitting is definitely being brought to Yorkshire by LNER.

I wonder, if there will be a London to Huddersfield service in the reverse direction in a few months.

March 14, 2020 Posted by | Transport | , , , , , , , | Leave a comment

Dancing Azumas At Leeds

This picture shows the 1749 arrival at Leeds from London Kings Cross.

Train details were as follows.

  • The train had left Kings Cross at 1533.
  • It was formed of two five-car trains working as a pair.
  • The train was perhaps a couple of minutes late, arriving in Leeds.
  • The train arrives in Platform 6.
  • The complete ten-car formation left for Harrogate at 1800.

My train for London, which was another pair of five-car trains arrived in Platform 8 at Leeds at 1806 from Harrogate. The train left on time at 1815.

At present there is no joining and splitting, but if this is used by LNER, the following timings are possible.

  • 1533 – Two five-car trains working as a pair leave Kings Cross.
  • 1749 – The train arrives in Platform 6 at Leeds and the two trains are uncoupled.
  • 1800 – A second driver gets into the rear train and he drives it towards Harrogate.
  • 1800 – The front train stays in the platform.
  • 1806 – The Harrogate to London service arrives from Harrogate and couples to the train in Platform 6.
  • 1815 – The pair of five-car trains leave for London.

I think it is all rather elegant.

  • Harrogate gets a five-car Azuma service, which is probably sufficient for the town’s need.
  • Five-car trains probably fit all platforms easily on the Harrogate Line, where stops are planned.
  • Will platforms at Headingley station be extended, so that London trains can stop during Test matches?
  • The inbound and outbound services to and from Harrogate pass each other on the double track.
  • The rear train from London reverses and goes to Harrogate..
  • The front train just fills up with new passengers and after coupling with the train from Harrogate goes back to London.
  • As Class 800 trains are supposed to be able to couple and uncouple in under two minutes, there should be only a small delay.
  • LNER are running two trains per hour between London and Leeds, but they could be running four separate services per hour Between London and Yorkshire.

But the biggest advantage is that the front train from London can go somewhere else! Bradford? Huddersfield?

Possible Destinations

These are possible destinations, distances and times.

  • Bradford – 13 miles – 25 minutes
  • Harrogate – 18 miles – 30 minutes
  • Huddersfield – 17 miles – 35 minutes
  • Hull – 20 miles – 60 minutes
  • Ilkley – 16 miles – 26 minutes
  • Middlesbrough – – 76 miles – 84 minutes
  • Scarborough – 67 miles – 75 minutes
  • Skipton – 26 miles – 43 minutes
  • York – 25 miles – 30 minutes

Harrogate would probably pair well with Bradford, Huddersfield, Skipton or York

Note.

  1. I have added Ilkley although it doesn’t have a service to London.
  2. Bradford Forster Square and Skipton already have one train per day (tpd) from London via Leeds.
  3. Routes to Bradford Forster Square, Ilkley and Skipton are electrified.
  4. Network Rail has plans to electrify the routes to Huddersfield and York.
  5. There are at least thirty tpd between London and Leeds in both directions run by LNER.

Six tpd, as are now running to Harrogate and Lincoln to all six destinations would need just eighteen tpd to split and join at Leeds.

Stations That Could Be Served

All these stations could be given a direct service to and from London.

I have included every station, which the LNER trains pass, in this list.

But why not?

  • These modern trains can make a station stop much quicker than older trains.
  • They would improve the local service to Leeds.
  • Some stations might be too small for five-car Azumas, that are 130 metres long.
  • No electrification would be needed, but it could be added.

Leeds could become an even more important rail hub for North Yorkshire.

 

December 30, 2019 Posted by | Transport | , , , , | 1 Comment

Azumas Now Have A Virtuous Sister

As I arrived in Kings Cross tonight from Leeds, one of Hull Trains’s new Paragons was in the next platform to the LNER Azuma, that I arrived in.

The Azuma is a Class 800 train and the Paragon is a Class 802 train.

I wouldn’t be surprised to see a strong commercial battle, between the two train companies on the route between London and Hull

  • Both companies are running new, modern trains.
  • At present LNER run just one train per day to and from Hull, with Hull trains running around half-a-dozen trains per day.
  • Hull Trains are the only company that runs on Sunday to Hull.
  • It should be noted that the Hitachi trains seem to be fairly agile and I wouldn’t be surprised that they could reach Scarborough via Beverley, Driffield and Bridlington.

I don’t think passengers to and from East Yorkshire will be losing out!

 

 

December 30, 2019 Posted by | Transport | , , , , , | 2 Comments

Could High Speed Two Be A One-Nation Project?

As currently envisioned, High Speed Two is very much an English project, with the following routes

  • London and Birmingham
  • London and Liverpool via Birmingham
  • London and Manchester Airport/Manchester via Birmingham and Crewe
  • London and Sheffield via Birmingham and the East Midlands Hub
  • London and Leeds via Birmingham and the East Midlands Hub

There are large numbers of mid-sized towns and cities that it won’t serve directly.

The West Coast Main Line

The West Coast Main Line serves the following routes.

  • London and Birmingham
  • London and Liverpool via Crewe
  • London and Manchester via Crewe
  • London and Glasgow via Crewe, Wigan, Preston and Carlisle
  • London and Blackpool via Crewe, Wigan, Preston
  • London and North Wales via Crewe and Chester.

It could probably be considered a two or two-and-a-half nation line, as it serves the Western half of Scotland and the Northern half of Wales.

Add the West Coast Main Line and High Speed Two together and you get a line, that serves a lot more places like Blackpool, Carlisle, Chester, Edinburgh, Glasgow, Preston, Stafford, Stoke and Wigan.

  • The current plan for both routes envisage them both being run by Avanti West Coast, so it looks like High Speed Two is being designed to work with the West Coast Main Line.
  • Destinations like Carlisle, Glasgow and Preston will be served using the West Coast Main Line.
  • Compatible trains will be built that can be run on both lines.
  • Some stations will be shared.

It does seem that there are advantages, if the two routes are considered as one system.

The East Coast Main Line

The East Coast Main Line serves the following routes.

  • London and Cambridge
  • London and Kings Lynn via Cambridge
  • London and Lincoln via Newark.
  • London and Leeds via Doncaster
  • London and Hull
  • London and Edinburgh via Doncaster, York and Newcastle

The East Coast Main Line could become another high speed line.

Extra services could be added.

  • London and Norwich via Cambridge
  • London and Nottingham
  • London and Grimsby and Cleethorpes via Lincoln.
  • London and Sheffield via Doncaster.

Add the East Coast Main Line and High Speed Two together and there could be a wider range of towns and cities served.

  • Peterborough and Doncaster could play the same role in the East as Birmingham and Crewe will play in the West.
  • The East Coast Main Line between London and Doncaster will be upgraded to in-cab ERTMS signalling in a few years time, which will allow 140 mph running on several sections of the route.
  • Improvements are either under way or being planned to reduce bottlenecks on the East Coast Main Line.
  • If High Speed Two can handle eighteen trains per hour (tph), then surely the East Coast Main Line, which has a lot of quadruple track, can handle upwards of twelve 140 mph trains per hour between London and Doncaster, after the improvements to track and signalling.
  • I estimate that 140 mph running between London and Doncaster could save as much as twenty minutes.
  • I feel that Barnsley, Doncaster, Hull, Leeds, Sheffield and York could all be reached in under two hours from London using the existing Azuma trains.
  • This morning the 0700 from Kings Cross is timetabled to reach York at 0852. Would it be possible for London and York to be around just ninety minutes?
  • Savings would also apply to trains between London and Middlesbrough, Newcastle, Scotland and Sunderland.
  • Sub-four hour journeys between London and Edinburgh would be commonplace.

Note that the Internet gives a driving time of nearly three and a half hours between London and Leeds. Surely, two hours or less on High Speed Yorkshire would be much preferable.

I would add this infrastructure.

  • There might be a good case to create electrified routes to Hull and Sheffield and between Sheffield and Leeds, but they wouldn’t be needed to start the service or obtain the time savings. But they would ease operation, cut carbon emissions and save a few more minutes.
  • A station at Doncaster-Sheffield Airport.
  • A parkway station at Barnsley on the Dearne Valley Line with direct services to Doncaster, Leeds, London and Sheffield.

The two latter improvements have been proposed in Sheffield Region’s transport plans.

High Speed Yorkshire should be finished as soon as possible. A completion date of 2024 is not unreasonable.

Northern Powerhouse Rail

Northern Powerhouse Rail is a plan to build an East-West high speed line or at least a much faster one, than the overcrowded joke, that presently exists.

I discussed the latest thinking in Changes Signalled For HS2 Route In North and the latest thinking and my views can best be summarised as follows.

  • Northern Powerhouse Rail will be an improved line with some new sections, between Liverpool and Hull via Manchester Airport, Manchester and Leeds.
  • Northern Powerhouse Rail and High Speed Two will connect at High Legh.
  • Northern Powerhouse Rail and High Speed Two will share infrastructure.
  • The High Speed Two route to Manchester would be via Birmingham, Crewe, High Legh and Manchester Airport.
  • The High Speed Two route to Liverpool would be via Birmingham, Crewe, High Legh and Warrington
  • Hull will get a London service from High Speed Two via Birmingham, Crewe, High Legh and Manchester Airport, Manchester and Leeds

The Oakervee review of High Speed Two is also underway and leaks are suggesting, that the report is recommending that High Speed Two be built in full, but differently.

One important thing, that is happening, is that Network Rail have started the procurement process to improve the current line between Leeds and Huddersfield, as I reported in Network Rail Reveals Detailed £2.9bn Upgrade Plans For TransPennine Route.

  • Extra tracks will be built.
  • There will be some extra electrification.

I very much feel, that this is one of the most difficult TransPennine sections to improve.

The other sections are summarised as follows.

  • Liverpool and Manchester Airport via Warrington and High Legh is across the flat lands of North Cheshire and could follow the M56.
  • Manchester Airport and Manchester will probably be a high speed tunnel.
  • Manchester and Huddersfield section could possibly be improved in the short term
  • Leeds and Hull and the required connections to the East Coast Main Line are in the flat lands of East Yorkshire.

It looks to me, that Network Rail have a plan in there to perhaps deliver improved services East of Huddersfield and radiating from Leeds in the next few years.

It certainly needs improvement, as the TransPennine route must be the worst main line in the UK.

A One-Nation Railway

I think these lines can be connected to create an integrated high speed network.

  • High Speed Two
  • West Coast Main Line
  • East Coast Main Line
  • Northern Powerhouse Rail

But.

  • It doesn’t connect to the whole country and needs to be extended.
  • It won’t be fully developed until at least 2035.
  • Improvements are needed now!

So what could be substantially delivered of the core network, by say 2024, which is around the date of the next General Election?

  • Faster and more frequent services on the East Coast Main Line.
  • An electrified higher capacity and faster line between Leeds and Huddersfield and possibly between Leeds and Hull.
  • New East Coast Main Line services from London to Barnsley Dearne Valley, Bradford, Cleethorpes, Doncaster Sheffield Airport, Grimsby, Harrogate, Huddersfield, Middlesbrough, Norwich, Nottingham, Scarborough and Sheffield and Sunderland.
  • Sub-four hour services between London and Edinburgh.
  • New local services to connect Blyth and Ashington to the East Coast Main Line at Newcastle.
  • A Tees Valley Metro  connecting Bishop Auckland, Whitby and all in between to the East Coast Main Line at Darlington.
  • Improved local services between York and Leeds via Harrogate, Sheffield and Leeds via the Dearne Valley and on other lines in Yorkshire.

Effectively, the recommendations of this report on the Transport for the North web site, which is entitled At A Glance – Northern Powerhouse Rail, which apply to Leeds and Sheffield would have been implemented to connect to high speed services at Doncaster, Leeds, Sheffield and Yprk.

Technology used would include.

  • Some more electrification using the power from the electrified East Coast Main Line.
  • Conventional electric trains and compatible battery trains.
  • Tram-trains feeding into the Sheffield Supertram.
  • ERTMS digital signalling on the East Coast Main Line and the major branches to Hull, Leeds and Middlesbrough.

There would also need to be an increase in LNER’s Azuma fleet. But that is already rumoured as I wrote in More New Trains On LNER Wish List.

Could we see as many as twelve Axumas per hour between London and Doncaster? Yes!

Could it all be delivered by the 2024 General Election? Yes!

High Speed Scotland

The Scottish Nationalist Party is pushing for High Speed Two to be extended to Scotland.

I think that this will eventually be a feasible project, but it will be a very expensive and perhaps built around 2040.

These are my thoughts for the next few years up to 2024.

High Speed To Edinburgh

Consider.

  • Edinburgh currently supports a half-hourly service to and from London.
  • East Coast Trains are proposing to add five trains per day to this route.
  • TransPennine Express will run an hourly service between Edinburgh and Liverpool, via Manchester, Leeds, York and Newcastle, which starts at the December 2019 timetable change..
  • CrossCountry run an hourly service between Aberdeen and Plymouth.
  • It looks like Edinburgh and Newcastle have a four tph service.

All services, except the CrossCountry  are planned to be run by Hitachi’s Class 800, 802 or 803 trains.

  • Currently, services take ninety minutes for the 125 miles between Newcastle and Edinburgh.
  • The Hitachi trains are all capable of 140 mph with digital signalling.
  • The Hitachi trains have better acceleration.
  • The route is fully electrified. Although, there are reports it needs enhancing to be able to handle the current number of trains.

How many minutes can be taken off thjs route, with a new timetable on a line running only Hitachi high speed trains?

Probably not that many, but it would ensure all London and Edinburgh trains were under four hours.

But it will all happen by 2024?

High Speed To Glasgow

So Edinburgh is alright, but what about Glasgow?

Consider.

  • Glasgow currently supports an hourly service to and from London.
  • TransPennine Express run an hourly service to and from Manchester Airport
  • TransPennine Express will run a three trains per day service to and from Liverpool.

Glasgow has a much lower frequency service to and from England than Edinburgh.

Currently, London and Glasgow takes over four-and-a half hours and there is going to be no serious improvement, until High Speed Two opens to Crewe, when the time could drop to perhaps just over three-and-a half hours.

But that won’t happen until possibly 2030.

In Does One Of Baldrick’s Descendents Work For Avanti West Coast?, I detail a cunning plan, that might allow London and Glasgow in four hours.

This was my conclusion in the other article.

To improve services between London and Birmingham, Blackpool, Liverpool and Scotland, appears to need the following.

  • Ten new Hitachi trains.
  • Full digital signalling on the West Coast Main Line.
  • Track improvements on the West Coast Main Line
  • Upgrading of the Pendelinos to allow 140 mph running.

This should reduce London and Glasgow to around four hours and London and Liverpool to around two hours.

There may be advantages in replacing the Pendelinos with the Classic-compatible High Speed Two trains on the London and Glasgow service as early as possible.

  • There would be a large increase of capacity between London and Glasgow.
  • What would be the possible speed of the Classic-compatible trains on updated track North of Crewe? I will assume 140 mph, but it could be more! That’s called engineering!
  • London and Glasgow timings would be improved, as soon as digital signalling is installed.
  • The trains would get a thorough testing before the opening of High Speed Two to Birmingham.

At least one platform at Glasgow Central would need to be extended to take a four-hundred metre long train.

According to Wikipedia, the Classic-compatible trains will be introduced from 2026.

I think by the December 2026 timetable change Glasgow could see a four-hour service to and from London.

But could it be 2024, if the Pendelinos can pick up time North of Crewe with digital signalling?

The Borders Railway

If High Speed Two is going to be a One Nation project, the Borders Railway must be extended from Tweedbank to Carlisle via Hawick.

Could this be done by 2024?

It would be a close-run thing! But possible!

The Glasgow South Western Line

The Glasgow South Western Line, is a secondary route between Glasgow and Carlisle.

It should be electrified early, so that during the upgrading of the West Coast Main Line North of Carlisle it can be used as a diversionary route.

Scotland Could Have Two Four-Hour Fully-Electrified Routes To And From London

But it’s not just London that gets good connectivity to and from Scotland!

  • Birmingham
  • Bradford
  • Carlisle
  • Leeds
  • Liverpool
  • Manchester
  • Newcastle
  • Peterborough
  • Preston
  • Wolverhampton
  • York

All these cities will have direct connections to Edinburgh and/or Glasgow.

High Speed Midlands

Almost unnoticed and with little fuss, the Midland Main Line is being upgraded to provide 125 mph services between London and Chesterfield, Derby, Leicester, Nottingham and Sheffield.

  • New Hitachi bi-mode Class 804 trains will improve speeds and increase capacity
  • Over the last decade or so, the track has been upgraded for 125 mph running.
  • Electrification will reach between London and Market Harborough.
  • Market Harborough station has been remodelled to remove a bottleneck.
  • The Corby branch will be electrified with the trains running half-hourly.

I also think, that the Midland Main Line will link into all the improvements between Barnsley, Doncaster, Leeds and Sheffield and provide the following.

  • A high speed route between Leeds and the East Midlands.
  • A route for a Barnsley and London service.
  • A second route for Leeds and London services..

It also seems that rail planners are getting innovative with the design of the Midland Main Line.

  • It appears that the Midland Main Line and High Speed Two’s spur to Sheffield will be combined into an electrified line between Clay Cross North Junction and Sheffield via Chesterfield.
  • An improved link to the East-West Rail link at Bedford could improve links between the North-East and the South of England.
  • The disused rail line between Market Harborough and Northampton could be reopened.

The line is a lot more than a connection between London and the East Midlands.

The upgrade should be complete by 2024.

East West Rail

East West Rail is still in a long planning stage, but it now looks likely to provide more than a passenger link between Oxford and Cambridge.

  • New freight routes for Felixstowe and Southampton.
  • Extra passenger services between Oxford and Reading in the West and Cambridge, Ipswich and Norwich in the East.
  • Connections to the Great Western Main Line, the Chiltern Line, West Coast Main Line, Midland Main Line, East Coast Main Line and the Great Eastern Main Line.

It has also been suggested that East West Rail should be connected to High Speed Two at a new station at Calvert. This could give Bristol, Cardiff and Southampton good links to and from High Speed Two.

Great Western Main Line

At the December 2019 timetable change, there has finally been some good news in the saga of the electrification of the Great Western Main Line.

  • Services between London and Bristol have been improved.
  • The timetable has been improved.

Whether it will stand up is another matter.

Certainly by 2024, it will be a much better main line.

It could have full digital in-can signalling, which could result in 140 mph running and journey time savings.

Who knows?

But what excites me is the possibility of a connection between High Speed Two and East West Rail at Calvert, which will allow trains to run between Bristol, Cardiff and Swansea, in Wales and the West and the North on a mainly electrified high speed railway.

High Speed North Wales

Avanti West Coast is purchasing thirteen new Hitachi bi-mode trains to run services to Chester and North Wales.

I can’t see much speed improvement in the services, although if the West Coast Main Line gets digital signalling, this could save a few minutes between London and Crewe.

High Speed Ireland

The technology is now available to build a rail bridge between Scotland and the island of Ireland.

I laid out the arguments in A Solution To The Northern Irish Problem!.

The Lincoln Solution

Lincoln is a city, that has been ignored by UK railways for decades.

But not any more as LNER now run six return trips a day to the city on Mondays to Saturdays and five on Sundays.

I wrote about the improvements in The Shape Of Train Services To Come.

How many other cities and large towns would benefit from a Lincoln solution?

LNER have already launched a similar service to Harrogate at the December 2019 timetable change and I’m sure that more will follow.

Disability And Access Issues

A true one-nation railway wouldn’t exclude anybody from using the trains.

Strides have been made to put up step-free bridges, but some of the access between platform and train is truly dreadful.

This picture shows what can be achieved by good design on a Class 755 train.

And this is the step on one of Hitachi’s new trains.

Note that all doors on these Hitachi trains are also far too narrow.

Some train manufacturers can do much better.

Recurring Themes

In this analysis, there are factors that keep cropping up.

Digital Signalling Or ERTMS

This is the key to squeezing more trains into our overcrowded railway.

Between London and Doncaster on the East Coast Main Line, should be operational in a few years and I believe the following lines should follow as soon as possible.

  • East Coast Main Line between Doncaster and York and possibly Newcastle.
  • East Coast Main Line North Of Newcastle
  • West Coast Main Line North Of Crewe
  • West Coast Main Line South Of Crewe
  • Midland Main Line
  • Great Western Main Line

As a time-expired Control Engineer, I believe that in-cab digital signalling is a major key to increasing capacity.

Faster Line Speeds

Some routes like TransPennine, have Victorian line speeds

Network Rail showed how it could improve line speed with the remodelling at Market Harborough station.

Bottlenecks, like the Trowse Swing Bridge at Norwich need immediate removal, no matter what the Heritage Taliban and other Luddites say.

New Hitachi Trains

There will be several more orders for the next generation of Hitachi’s high speed trains.

I have been critical of Hitachi’s manufacturing processes for these trains in the past, but they seem now to be running well in fleet service.

A standard UK train on 125 mph lines, that can also handle 140 mph with digital signalling must be a good thing for all sorts of reasons.

New Feeder Services

Several new feeder services have been indicated and there should be a lot more of these to bring the benefit of the high speed network to more of the UK population.

Delivering The Improvements

Geographically, the places where improvements are needed are spread thinly around the country and vary from projects with a cost of tens of millions to those with costs of tens of billions.

In the UK, we tend to go for the big hit, when perhaps several smaller ones might give a better short-term improvement.

We also duck projects, which would annoy the noisy local interests.

We need to have fundamental rethink about how we deliver and pay for rail improvements.

Conclusion

I am fairly pleased overall in that I think by 2024, many places in the UK, will have a much better train service than they do now!

Delivery of High Speed Two, East West Rail and Northern Powerhouse Rail as soon as possible after 2024, will be the icing on the cake.

Will It Be A One-Nation Project?

I think it can be!

 

December 16, 2019 Posted by | Transport | , , , , , , , , , , , , , , | 4 Comments

Thoughts On LNER’s New Harrogate Service

I wrote about LNER’s improved service to Harrogate station in New Harrogate-London Rail Times Revealed.

If you look at each service, they have a very rel;axed stop at Leeds.

Northbound services are scheduled to take the following times.

  • 0733 – 8 minutes
  • 0933 – 7 minutes
  • 1133 – 7 minutes
  • 1333 – 7 minutes
  • 1533 – 11 minutes
  • 1733 – 13 minutes.

Sorthbound services are scheduled to take the following times.

  • 0736 – 11 minutes
  • 0936 – 10 minutes
  • 1136 – 8 minutes
  • 1336 – 9 minutes
  • 1536 – 8 minutes
  • 1736 – 9 minutes.

It seems a long time to pass through Leeds station.

But this is because the train reverses direction at Leeds station, so the driver has to change ends.

Will Azumas make any difference?

Azumas were designed around forty years after the current InterCity 125 trains that work the service. A five-car Azuma is also half the length of a two+eight InterCity 125.

So I wouldn’t be surprised to see in the new timetable, the 7-9 minutes reverse are timed for Azumas and the longer times are to allow InterCity 125 trains to run the service.

The Azuma services to Leeds seem to be run by two five-car trains, running as a pair.

Could this be, so that the train can split and join at Leeds?

  • A pair of five-car Azumas would arrive in Leeds from London.
  • A second driver gets in the rear cab of the rear train.
  • The two trains automatically uncouple.
  • The rear train drives off to the West to Bradford, Harrogate, Huddersfield, Skipton or wherever.
  • The front train can drive off to the East to perhaps Hull, Middlesbrough, Scarborough, Scotland or Sunderland.
  • If required the driver could change ends and continue to the East.

The process would be reversed when going South.

Possible Destinations

These are possible destinations, distances and times.

  • Bradford – 13 miles – 25 minutes
  • Harrogate – 18 miles – 30 minutes
  • Huddersfield – 17 miles – 35 minutes
  • Hull – 20 miles – 60 minutes
  • Middlesbrough – – 76 miles – 84 minutes
  • Scarborough – 67 miles – 75 minutes
  • Skipton – 26 miles – 43 minutes
  • York – 25 miles – 30 minutes

It looks to me that Leeds will become a very important station for LNER.

Their timetabling team will certainly be having a large amount of mathematical fun!

I can certainly see.

  • Bradford,, Huddersfield and Skipton having similar service levels to those starting to and from Harrogste in December.
  • Battery-electric Azumas handling the last few miles on battery power.
  • Journey times of under two hours between Leeds and Kings Cross.

I also feel that LNER and TransPennine Express will create an integrated network between Leeds and Scotland along the East Coast Main Line.

Conclusion

This arrangement gives a large range of destinations from London and the South.

Passengers and train operators would like it.

October 31, 2019 Posted by | Transport | , , , , , , , | Leave a comment