The Anonymous Widower

Anglesey Hydrogen Can Bridge UK’s Energy Gap Says Economics Expert

The title of this post, is the same as that of this article on the University of Bangor web site.

This is the sub title.

Anglesey can become a UK leader in hydrogen energy technology, cleaning up the transport sector and creating high quality jobs across North Wales, according to a leading Welsh economic expert.

The University of Bangor is a respected university, that goes back to the nineteenth century.

But for Liverpool giving me an unconditional offer, as Bangor was one of the universities on my UCCA form, I could have studied in the North-West corner of Wales.

After a resume of where we are with hydrogen in the world, Dr. Edward Jones of Bangor University outlines how North West Wales can be turned into a hydrogen hub, to join similar hubs at Deeside in Flintshire and at Milford Haven in Pembrokeshire.

This is a paragraph of the article.

Dr Jones believes hydrogen could also hold the key to powering transport in future through a Welsh invention from the 19th century (the hydrogen fuel cell was developed in Swansea by William Grove in 1842).

William Grove was an interesting lawyer and scientist.

Dr. Jones would appear to be very much in favour of using hydrogen to take Wales forward to being zero-carbon in 2050.

I have written a few posts about the transformation of Anglesey and North West Wales, as Wales moves towards this goal. I also have some other thoughts of my own.

Holyhead Hydrogen Hub

This is happening and I wrote about it in Holyhead Hydrogen Hub Planned For Wales.

High Speed Two To Holyhead

I believe this could be a way to create a zero-carbon route between London and Dublin in under five hours and I wrote about it in Could High Speed Two Serve Holyhead?.

  • London and Holyhead in a battery-equipped High Speed Two Classic-Compatible train should be under three hours.
  • A single High Speed Two Classic-Compatible train would run between London and Holyhead, with a passenger capacity of around five hundred. It would probably split and join with another service at Crewe.
  • Discontinuous electrification would be provided along the North Wales Coast Line.
  • The trains could call at Old Oak Common, Birmingham Interchange, Chester, Crewe, Llandudno Junction and Bangor.

A High Speed catamaran would speed passengers between Holyhead and Dublin in under two hours.

Hydrogen-Powered Catamarans From Holyhead

The dynamics of a diesel-powered high speed catamaran are well-proven, with some large craft transporting passengers and vehicles on sea crossings all over the world.

Type “hydrogen-powered high speed catamaran” into Google and you get several hits to research and development projects, but no-one appears to have taken a large high speed craft and converted it to hydrogen.

But I do believe that someone somewhere is developing a hydrogen-powered catamaran with something like the following specification.

  • 200 passengers
  • 100-mile range
  • 60 knot operating speed.

The HSC Francisco is a high speed craft that plies between Buenos Aires and Montevideo carrying over a thousand passengers and a hundred cars at 58 knots. It is powered by gas-turbine engines running on liquified natural gas.

I believe I’m not asking for the impossible.

Anglesey Airport As A Zero-Carbon Airport

Anglesey Airport uses part of RAF Valley and has hosted services to Cardiff.

This Google Map shows the runways of RAF Valley.

Note.

  1. The longest runway 14/32 is over two thousand metres long.
  2. Rhosneigr station in the South East corner of the map.
  3. The facilities of Anglesey Airport to the North-East of the runways.

The railway forms the border of the airport, as this second Google map shows.

The railway is straight as it passes the Airport and there would be space for a two-hundred metre bi-directional step-free platform for passengers for the Airport.

Airbus are proposing a hydrogen-powered ZEROe Turbofan.

If you think it looks familiar, I believe that Airbus are proposing to develop the aircraft out of the current Airbus A320neo.

  • The capacity will be up to 200 passengers.
  • The range will be up to 2000 miles.
  • Dublin and Anglesey Airports are just 71.5 miles apart.
  • The cruising speed of Mach 0.78 would be irrelevant on this route, as it would probably fly a route to minimise noise.

The plane would probably be able to do several trips between Anglesey and Dublin without refuelling.

As the Port of Holyhead is developing a hydrogen infrastructure, I suspect that to provide hydrogen refuelling at Anglesey Airport would be possible.

I believe that by combining hydrogen-powered aircraft with battery-electric trains, some difficult sea crossings can be made carbon-free.

I believe that Anglesey Airport could be key to a zero-carbon London and Ireland service.

  • Airbus are also proposing a 100-seat ZEROe Turboprop.
  • Belfast, Cork, Derry and Shannon would also be in range.

Flights could also continue to and from Cardiff.

Reopening The Anglesey Central Railway

This has been proposed as a Beeching Reversal project.

I wrote about it in Reopening The Anglesey Central Railway.

It could be reopened as a zero-carbon railway.

Conclusion

There is a lot of scope to use hydrogen in North West Wales and Anglesey.

 

 

 

 

 

 

 

 

October 7, 2021 Posted by | Hydrogen, Transport | , , , , , , , , , , , , , , , , | Leave a comment

Northumberland Railway Line: Test Train Runs On Planned Route

The title of this post, is the same as that of this article on the BBC.

This is the first four paragraphs.

A test train has travelled along part of a new Northumberland line ahead of the reintroduction of passenger services.

Six new stations are to be built and 18 miles (29km) of track upgraded between Newcastle and Morpeth.

The test train contained dignitaries and rail officials, with full services expected to start in 2024.

Northern said it was looking at running two trains an hour six days a week and hourly services on Sundays.

It very much sounds to be a good start.

The article certainly has a good picture of one of the bridges on the line.

Morpeth?

Note that the article says that the first phase goes to Morpeth. I had thought it was going to Ashington.

Or could it be that Network Rail want to open up Newcastle and Morpeth to take some local services off the East Coast Main Line.

August 13, 2021 Posted by | Transport | , , | 2 Comments

Solving The Electrification Conundrum

The title of this post, is the same as an article in the July 2021 Edition of Modern Railways.

This is the introductory sub-heading.

Regional and rural railways poses a huge problem for the railway to decarbonise.

Lorna McDonald of Hitachi Rail and Jay Mehta of Hitachi ABB Power Grids tell Andy Roden why they believe they have the answer.

These are my thoughts on what is said.

Battery-Electric Trains

The article starts by giving a review of battery-electric trains and their use on routes of moderate but important length.

  • Some short routes can be handled with just a charge on an electrified main line.
  • Some will need a recharge at the termini.
  • Other routes might need a recharge at some intermediate stations, with a possible increase in dwell times.

It was in February 2015, that I wrote Is The Battery Electric Multiple Unit (BEMU) A Big Innovation In Train Design?, after a ride in public service on Bombardier’s test battery-electric train based on a Class 379 train.

I also wrote this in the related post.

Returning from Harwich, I travelled with the train’s on-board test engineer, who was monitoring the train performance in battery mode on a laptop. He told me that acceleration in this mode was the same as a standard train, that the range was up to sixty miles and that only minimal instruction was needed to convert a driver familiar to the Class 379 to this battery variant.

It was an impressive demonstration, of how a full-size train could be run in normal service without connection to a power supply. I also suspect that the partners in the project must be very confident about the train and its technology to allow paying passengers to travel on their only test train.

A couple of years later, I met a lady on another train, who’d used the test train virtually every day during the trial and she and her fellow travellers felt that it was as good if not better than the normal service from a Class 360 train or a Class 321 train.

So why if the engineering, customer acceptance and reliability were proven six years ago, do we not have several battery electric trains in service?

  • There is a proven need for battery-electric trains on the Marshlink Line and the Uckfield Branch in Sussex.
  • The current Class 171 trains are needed elsewhere, so why are no plans in place for replacement trains?
  • The government is pushing electric cars and buses, but why is there such little political support for battery-electric trains?

It’s almost as if, an important civil servant in the decision process has the naive belief that battery-electric trains won’t work and if they do, they will be phenomenally expensive. So the answer is an inevitable no!

Only in the South Wales Metro, are battery-electric trains considered to be part of the solution to create a more efficient and affordable electric railway.

But as I have constantly pointed out since February 2015 in this blog, battery-electric trains should be one of the innovations we use to build a better railway.

Hydrogen Powered Trains

The article says this about hydrogen powered trains.

Hybrid hydrogen fuel cells can potentially solve the range problem, but at the cost of the fuel eating up internal capacity that would ideally be used for passengers. (and as Industry and Technology Editor Roger Ford points out, at present hydrogen is a rather dirty fuel). By contrast, there is no loss of seating or capacity in a Hitachi battery train.

I suspect the article is referring to the Alstom train, which is based on the technology of the Alstom Coradia iLint.

I have ridden this train.

  • It works reliably.
  • It runs on a 100 km route.
  • The route is partially electrified, but the train doesn’t have a pantograph.
  • It has a very noisy mechanical transmission.

Having spoken to passengers at length, no-one seemed bothered by the Hindenburg possibilities.

It is certainly doing some things right, as nearly fifty trains have been ordered for train operating companies in Germany.

Alstom’s train for the UK is the Class 600 train, which will be converted from a four-car Class 321 train.

Note.

  1. Half of both driver cars is taken up by a hydrogen tank.
  2. Trains will be three-cars.
  3. Trains will be able to carry as many passengers as a two-car Class 156 train.

It is an inefficient design that can be improved upon.

Porterbrook and Birmingham University appear to have done that with their Class 799 train.

  • It can use 25 KVAC overhead or 750 VDC third-rail electrification.
  • The hydrogen tanks, fuel cell and other hydrogen gubbins are under the floor.

This picture from Network Rail shows how the train will appear at COP26 in Glasgow in November.

Now that’s what I call a train! Let alone a hydrogen train!

Without doubt, Porterbrook and their academic friends in Birmingham will be laying down a strong marker for hydrogen at COP26!

I know my hydrogen, as my first job on leaving Liverpool University with my Control Engineering degree in 1968 was for ICI at Runcorn, where I worked in a plant that electrolysed brine into hydrogen, sodium hydroxide and chlorine.

My life went full circle last week, when I rode this hydrogen powered bus in London.

The hydrogen is currently supplied from the same chemical works in Runcorn, where I worked. But plans have been made at Runcorn, to produce the hydrogen from renewable energy, which would make the hydrogen as green hydrogen of the highest standard. So sorry Roger, but totally carbon-free hydrogen is available.

The bus is a Wightbus Hydroliner FCEV and this page on the Wrightbus web site gives the specification. The specification also gives a series of cutaway drawings, which show how they fit 86 passengers, all the hydrogen gubbins and a driver into a standard size double-deck bus.

I believe that Alstom’s current proposal is not a viable design, but I wouldn’t say that about the Porterbrook/Birmingham University design.

Any Alternative To Full Electrification Must Meet Operator And Customer Expectations

This is a paragraph from the article.

It’s essential that an alternative traction solution offers the same levels of performance and frequency, while providing an increase in capacity and being economically viable.

In performance, I would include reliability. As the on-board engineer indicated on the Bombardier  test train on the Harwich branch, overhead electrification is not totally reliable, when there are winds and/or criminals about.

Easy Wins

Hitachi’s five-car Class 800 trains and Class 802 trains each have three diesel engines and run the following short routes.

  • Kings Cross and Middlesbrough- 21 miles not electrified – Changeover in Northallerton station
  • Kings Cross and Lincoln – 16.6 miles not electrified – Changeover in Newark Northgate station
  • Paddington and Bedwyn – 13.3 miles not electrified – Changeover in Newbury station
  • Paddington and Oxford – 10.3 miles not electrified – Changeover in Didcot Parkway station

Some of these routes could surely be run with a train, where one diesel engine was replaced by a battery-pack.

As I’m someone, who was designing, building and testing plug-compatible transistorised electronics in the 1960s to replace  older valve-based equipment in a heavy engineering factory, I suspect that creating a plug-compatible battery-pack that does what a diesel engine does in terms of power and performance is not impossible.

What would be the reaction to passengers, once they had been told, they had run all the way to or from London without using any diesel?

Hopefully, they’d come again and tell their friends, which is what a train operator wants and needs.

Solving The Electrification Conundrum

This section is from the article.

Where electrification isn’t likely to be a viable proposition, this presents a real conundrum to train operators and rolling stock leasing companies.

This is why Hitachi Rail and Hitachi ABB Power Grids are joining together to present a combined battery train and charging solution to solve this conundrum. In 2020, Hitachi and ABB’s Power Grids business, came together in a joint venture, and an early outcome of this is confidence that bringing together their expertise in rail, power and grid management, they can work together to make electrification simpler cheaper and quicker.

I agree strongly with the second paragraph, as several times, I’ve been the mathematician and simulation expert in a large multi-disciplinary engineering project, that went on to be very successful.

The Heart Of The Proposition

This is a paragraph from the article.

The proposition is conceptually simple. Rather than have extended dwell times at stations for battery-powered trains, why not have a short stretch of 25 KVAC overhead catenary (the exact length will depend on the types of train and the route) which can charge trains at linespeed on the move via a conventional pantograph?

The article also mentions ABB’s related expertise.

  • Charging buses all over Europe.
  • Creating the power grid for the Great Western Electrification to Cardiff.

I like the concept, but then it’s very similar to what I wrote in The Concept Of Electrification Islands in April 2020.

But as they are electrical power engineers and I’m not, they’d know how to create the system.

Collaboration With Hyperdrive Innovation

The article has nothing negative to say about the the collaboration with Hyperdrive Innovation to produce the battery-packs.

Route Modelling

Hitachi appear to have developed a sophisticated route modelling system, so that routes and charging positions can be planned.

I would be very surprised if they hadn’t developed such a system.

Modular And Scalable

This is a paragraph from the article.

In the heart of the system is a containerised modular solution containing everything needed to power a stretch of overhead catenary to charge trains. A three-car battery train might need one of these, but the great advantage is that it is scalable to capacity and speed requirements.

This all sounds very sensible and can surely cope with a variety of lines and traffic levels.

It also has the great advantage , that if a line is eventually electrified, the equipment can be moved on to another line.

Financing Trains And Chargers

The article talks about the flexibility of the system from an operator’s point of view with respect to finance.

I’ve had some good mentors in the area of finance and I know innovative finance contributed to the success of Metier Management Systems, the project management company I started with three others in 1977.

After selling Metier, I formed an innovative finance company, which would certainly have liked the proposition put forward in the article.

No Compromise, Little Risk

I would agree with this heading of the penultimate section of the article.

In February 2015, when I rode that Class 379 train between Manningtree and Harwich, no compromise had been made by Bombardier and it charged in the electrified bay platform at Manningtree.

But why was that train not put through an extensive route-proving exercise in the UK after the successful trial at Manningtree?

  • Was it the financial state of Bombardier?
  • Was it a lack of belief on the part of politicians, who were too preoccupied with Brexit?
  • Was it that an unnamed civil servant didn’t like the concept and stopped the project?

Whatever the reason, we have wasted several years in getting electric trains accepted on UK railways.

If no compromise needs to be made to create a battery-electric train, that is equivalent to the best-in-class diesel or electric multiple units, then what about the risk?

The beauty of Hitachi’s battery-electric train project is that it can be done in phases designed to minimise risk.

Phase 1 – Initial Battery Testing 

Obviously, there will be a lot of bench testing in a laboratory.

But I also believe that if the Class 803 trains are fitted with a similar battery from Hyperdrive Innovation, then this small fleet of five trains can be used to test a lot of the functionality of the batteries initially in a test environment and later in a real service environment.

The picture shows a Class 803 train under test through Oakleigh Park station.

This phase would be very low risk, especially where passengers are concerned.

Phase 2 – Battery Traction Testing And Route Proving

I am a devious bastard, when it comes to software development. The next set of features would always be available for me to test earlier, than anybody else knew.

I doubt that the engineers at Hyperdrive Innovation will be any different.

So I wouldn’t be surprised to find out that the batteries in the Class 803 trains can also be used for traction, if you have the right authority.

We might even see Class 803 trains turning up in some unusual places to test the traction abilities of the batteries.

As East Coast Trains, Great Western Railway and Hull Trains are all First Group companies, I can’t see any problems.

I’m also sure that Hitachi could convert some Class 800 or Class 802 trains and add these to the test fleet, if East Coast Trains need their Class 803 trains to start service.

This phase would be very low risk, especially where passengers are concerned.

Possibly, the worse thing, that could happen would be a battery failure, which would need the train to be rescued.

Phase 3 – Service Testing On Short Routes

As I indicated earlier, there are some easy routes between London and places like Bedwyn, Lincoln, Middlesbrough and Oxford, that should be possible with a Class 800 or Class 802 train fitted with the appropriate number of batteries.

Once the trains have shown, the required level of performance and reliability, I can see converted Class 800, 801 and Class 802 trains entering services on these and other routes.

Another low risk phase, although passengers are involved, but they are probably subject to the same risks, as on an unmodified train.

Various combinations of diesel generators and batteries could be used to find out, what is the optimum combination for the typical diagrams that train operators use.

Hitachi didn’t commit to any dates, but I can see battery-electric trains running on the Great Western Railway earlier than anybody thinks.

Phase 4 – Service Testing On Medium Routes With A Terminal Charger System

It is my view that the ideal test route for battery-electric trains with a terminal charger system would be the Hull Trains service between London Kings Cross and Hull and Beverley.

The route is effectively in three sections.

  • London Kings Cross and Temple Hirst junction – 169.2 miles – Full Electrification
  • Temple Hirst junction and Hull station – 36.1 miles – No Electrification
  • Hull station and Beverley station – 8.3 miles – No Electrification

Two things would be needed to run zero-carbon electric trains on this route.

  • Sufficient battery capacity in Hull Trains’s Class 802 trains to reliably handle the 36.1 miles between Temple Hirst junction and Hull station.
  • A charging system in Hull station.

As Hull station also handles other Class 800 and Class 802 trains, there will probably be a need to put a charging system in more than one platform.

Note.

  1. Hull station has plenty of space.
  2. No other infrastructure work would be needed.
  3. There is a large bus interchange next door, so I suspect the power supply to Hull station is good.

Hull would be a very good first destination for a battery-electric InterCity train.

Others would include Bristol, Cheltenham, Chester, Scarborough, Sunderland and Swansea.

The risk would be very low, if the trains still had some diesel generator capacity.

Phase 5 – Service Testing On Long Routes With Multiple Charger Systems

Once the performance and reliability of the charger systems have been proven in single installations like perhaps Hull and Swansea stations, longer routes can be prepared for electric trains.

This press release from Hitachi is entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%.

The press release talks about Penzance and London, so would that be a suitable route for discontinuous electrification using multiple chargers?

These are the distances between major points on the route between Penzance and London Paddington.

  • Penzance and Truro – 35.8 miles
  • Truro and Bodmin Parkway – 26.8 miles
  • Bodmin Parkway and Plymouth – 26.9 miles
  • Plymouth and Newton Abbot – 31,9 miles
  • Newton Abbot and Exeter – 20.2 miles
  • Exeter and Taunton – 30.8 miles
  • Taunton and Westbury – 47.2 miles
  • Westbury and Newbury – 42.5 miles
  • Newbury and Paddington – 53 miles

Note.

  1. Only Newbury and Paddington is electrified.
  2. Trains generally stop at Plymouth, Newton Abbott, Exeter and Taunton.
  3. Services between Paddington and Exeter, Okehampton, Paignton, Penzance, Plymouth and Torquay wouldn’t use diesel.
  4. Okehampton would be served by a reverse at Exeter.
  5. As Paignton is just 8.1 miles from Newton Abbot, it probably wouldn’t need a charger.
  6. Bodmin is another possible destination, as Great Western Railway have helped to finance a new platform at Bodmin General station.

It would certainly be good marketing to run zero-carbon electric trains to Devon and Cornwall.

I would class this route as medium risk, but with a high reward for the operator.

In this brief analysis, it does look that Hitachi’s proposed system is of a lower risk.

A Few Questions

I do have a few questions.

Are The Class 803 Trains Fitted With Hyperdrive Innovation Batteries?

East Coast Trains‘s new Class 803 trains are undergoing testing between London Kings Cross and Edinburgh and they can be picked up on Real Time Trains.

Wikipedia says this about the traction system for the trains.

While sharing a bodyshell with the previous UK A-train variants, the Class 803 differs in that it has no diesel engines fitted. They will however be fitted with batteries to enable the train’s on-board services to be maintained, in case the primary electrical supplies have failed.

Will these emergency batteries be made by Hyperdrive Innovation?

My experience of similar systems in other industries, points me to the conclusion, that all Class 80x trains can be fitted with similar, if not identical batteries.

This would give the big advantage of allowing battery testing to be performed on Class 803 trains under test, up and down the East Coast Main Line.

Nothing finds faults in the design and manufacture of something used in transport, than to run it up and down in real conditions.

Failure of the catenary can be simulated to check out emergency modes.

Can A Class 801 Train Be Converted Into A Class 803 Train?

If I’d designed the trains, this conversion would be possible.

Currently, the electric Class 801 trains have a single diesel generator. This is said in the Wikipedia entry for the Class 800 train about the Class 801 train.

These provide emergency power for limited traction and auxiliaries if the power supply from the overhead line fails.

So it looks like the difference between the powertrain of a Class 801 train and a Class 803 train, is that the Class 801 train has a diesel generator and the Class 803 train has batteries. But the diesel generator and batteries, would appear to serve the same purpose.

Surely removing diesel from a Class 801 train would ease the maintenance of the train!

Will The System Work With Third-Rail Electrification?

There are three routes that if they were electrified would probably be electrified with 750 DC third-rail electrification, as they have this electrification at one or both ends.

  • Basingstoke and Exeter
  • Marshlink Line
  • Uckfield branch

Note.

  1. Basingstoke and Exeter would need a couple of charging systems.
  2. The Marshlink line would need a charging system at Rye station.
  3. The Uckfield branch would need a charging system at Uckfield station.

I am fairly certain as an Electrical Engineer, that the third-rails would only need to be switched on, when a train is connected and needs a charge.

I also feel that on some scenic and other routes, 750 VDC third-rail electrification may be more acceptable , than 25 KVAC  overhead electrification. For example, would the heritage lobby accept overhead wires through a World Heritage Site or on top of a Grade I Listed viaduct?

I do feel that the ability to use third-rail 750 VDC third-rail electrification strategically could be a useful tool in the system.

Will The System Work With Lightweight Catenary?

I like the design of this 25 KVAC overhead electrification, that uses lightweight gantries, which use laminated wood for the overhead structure.

There is also a video.

Electrification doesn’t have to be ugly and out-of-character with the surroundings.

Isuspect that both systems could work together.

 

Would Less Bridges Need To Be Rebuilt For Electrification?

This is always a contentious issue with electrification, as rebuilding bridges causes disruption to both rail and road.

I do wonder though by the use of careful design, that it might be possible to arrange that the sections of electrification and the contentious bridges were kept apart, with the bridges arranged to be in sections, where the trains ran on batteries.

I suspect that over the years as surveyors and engineers get more experienced, better techniques will evolve to satisfy all parties.

Get this right and it could reduce the cost of electrification on some lines, that will be difficult to electrify.

How Secure Are The Containerised Systems?

Consider.

  • I was delayed in East Anglia two years ago, because someone stole the overhead wires at two in the morning.
  • Apparently, overhead wire stealing is getting increasingly common in France and other parts of Europe.

I suspect the containerised systems will need to be more secure than those used for buses, which are not in isolated locations.

Will The Containerised Charging Systems Use Energy Storage?

Consider.

  • I’ve lived in rural locations and the power grids are not as good as in urban areas.
  • Increasingly, batteries of one sort or another are being installed in rural locations to beef up local power supplies.
  • A new generation of small-footprint eco-friendly energy storage systems are being developed.

In some locations, it might be prudent for a containerised charging system to share a battery with the local area.

Will The Containerised Charging Systems Accept Electricity From Local Sources Like Solar Farms?

I ask the question, as I know at least one place on the UK network, where a line without electrification runs through a succession of solar farms.

I also know of an area, where a locally-owned co-operative is planning a solar farm, which they propose would be used to power the local main line.

Will The System Work With Class 385 Trains?

Hitachi’s Class 385 trains are closely related to the Class 80x trains, as they are all members of Hitachi’s A-Train family.

Will the Charging Systems Charge Other Manufacturers Trains?

CAF and Stadler are both proposing to introduce battery-electric trains in the UK.

I also suspect that the new breed of electric parcel trains will include a battery electric variant.

As these trains will be able to use 25 KVAC overhead electrification, I would expect, that they would be able to charge their batteries on the Hitachi ABB  charging systems.

Will The System Work With Freight Trains?

I believe that freight services will split into two.

Heavy freight will probably use powerful hydrogen-electric locomotives.

In Freightliner Secures Government Funding For Dual-Fuel Project, which is based on a Freightliner press release, I detail Freightliner’s decarbonisation strategy, which indicates that in the future they will use hydrogen-powered locomotives.

But not all freight is long and extremely heavy and I believe that a battery-electric freight locomotive will emerge for lighter duties.

There is no reason it could not be designed to be compatible with Hitachi’s charging system.

In Is This The Shape Of Freight To Come?, I talked about the plans for 100 mph parcel services based on redundant electric multiple units. Eversholt Rail Group have said they want a Last-Mile capability for their version of these trains.

Perhaps they need a battery-electric capability, so they can deliver parcels and shop supplies to the remoter parts of these islands?

Where Could Hitachi’s System Be Deployed?

This is the final paragraph from the article.

Hitachi is not committing to any routes yet, but a glance at the railway map shows clear potential for the battery/OLE-technology to be deployed on relatively lightly used rural and regional routes where it will be hard to make a case for electrification. The Cambrian Coast and Central Wales Lines would appear to be worthy candidates, and in Scotland, the West Highland Line and Far North routes are also logical areas for the system to be deployed.

In England, while shorter branch lines could simply be operated by battery trains, longer routes need an alternative. Network Rail’s Traction Decarbonisation Network Strategy interim business case recommends hydrogen trains for branch lines in Norfolk, as well as Par to Newquay and Exeter to Barnstaple. However, it is also entirely feasible to use the system on routes likely to be electrified much later in the programme, such as the Great Western main line West of Exeter, Swansea to Fishguard and parts of the Cumbrian Coast Line.

Everyone is entitled to their own opinion and mine would be driven by high collateral benefits and practicality.

These are my thoughts.

Long Rural Lines

The Cambrian, Central Wales (Heart Of Wales), Far North and West Highland Lines may not be connected to each other, but they form a group of rail routes with a lot of shared characteristics.

  • All are rural routes of between 100 and 200 miles.
  • All are mainly single track.
  • They carry occasional freight trains.
  • They carry quite a few tourists, who are there to sample, view or explore the countryside.
  • All trains are diesel.
  • Scotrail have been experimenting with attaching Class 153 trains to the trains on the West Highland Line to act as lounge cars and cycle storage.

Perhaps we need a long-distance rural train with the following characteristics.

  • Four or possibly five cars
  • Battery-electric power
  • Space for a dozen cycles
  • A lounge car
  • Space for a snack trolley
  • Space to provide a parcels service to remote locations.

I should also say, that I’ve used trains on routes in countries like Germany, Poland and Slovenia, where a similar train requirement exists.

Norfolk Branch Lines

Consider.

  • North of the Cambridge and Ipswich, the passenger services on the branch lines and the important commuter routes between Cambridge and Norwich and Ipswich are run by Stadler Class 755 trains, which are designed to be converted to battery-electric trains.
  • Using Hitachi chargers at Beccles, Bury St. Edmunds, Lowestoft, Thetford and Yarmouth and the existing electrification, battery-electric Class 755 trains could provide a zero-carbon train service for Norfolk and Suffolk.
  • With chargers at Dereham and March, two important new branch lines could be added and the Ipswich and Peterborough service could go hourly and zero carbon.
  • Greater Anglia have plans to use the Class 755 trains to run a London and Lowestoft service.
  • Could they be planning a London and Norwich service via Cambridge?
  • Would battery-electric trains running services over Norfolk bring in more visitors by train?

Hitachi may sell a few chargers to Greater Anglia, but I feel they have enough battery-electric trains.

Par And Newquay

The Par and Newquay Line or the Atlantic Coast Line, has been put forward as a Beeching Reversal project, which I wrote about in Beeching Reversal – Transforming The Newquay Line.

In that related post, I said the line needed the following.

  • An improved track layout.
  • An hourly service.
  • An improved Par station.
  • A rebuilt Newquay station with a second platform, so that more through trains can be run.

I do wonder, if after the line were to be improved, that a new three-car battery-electric train shuttling between Par and Newquay stations could be the icing on the cake.

Exeter And Barnstaple

The Tarka Line between Exeter and Barnstaple is one of several local and main lines radiating from Exeter St. David’s station.

  • The Avocet Line to Exmouth
  • The Great Western Main Line to Taunton, Bristol and London
  • The Great Western Main Line to Newton Abbott, Plymouth and Penzance
  • The Riviera Line to Paignton
  • The West of England Line to Salisbury, Basingstoke and London.

Note.

  1. The Dartmoor Line to Okehampton is under development.
  2. Several new stations are planned on the routes.
  3. I have already stated that Exeter could host a charging station between London and Penzance, but it could also be an electrified hub for battery-electric trains running hither and thither.

Exeter could be a city with a battery-electric metro.

Exeter And Penzance

Earlier, I said that I’d trial multiple chargers between Paddington and Penzance to prove the concept worked.

I said this.

I would class this route as medium risk, but with a high reward for the operator.

But it is also an enabling route, as it would enable the following battery-electric services.

  • London and Bodmin
  • London and Okehampton
  • London and Paignton and Torquay

It would also enable the Exeter battery-electric metro.

For these reasons, this route should be electrified using Hitachi’s discontinuous electrification.

Swansea And Fishguard

I mentioned Swansea earlier, as a station, that could be fitted with a charging system, as this would allow battery-electric trains between Paddington and Swansea via Cardiff.

Just as with Exeter, there must be scope at Swansea to add a small number of charging systems to develop a battery-electric metro based on Swansea.

Cumbrian Coast Line

This is a line that needs improvement, mainly for the tourists and employment it could and probably will bring.

These are a few distances.

  • West Coast Main Line (Carnforth) and Barrow-in-Furness – 28.1 miles
  • Barrow-in-Furness and Sellafield – 25 miles
  • Sellafield and Workington – 18 miles
  • Workington and West Coast Main Line (Carlisle) – 33 miles

Note.

  1. The West Coast Main Line is fully-electrified.
  2. I suspect that Barrow-in-Furness, Sellafield and Workington have good enough electricity supplies to support charging systems  for the Cumbrian Coast Line.
  3. The more scenic parts of the line would be left without wires.

It certainly is a line, where a good case for running battery-electric trains can be made.

Crewe And Holyhead

In High-Speed Low-Carbon Transport Between Great Britain And Ireland, I looked at zero-carbon travel between the Great Britain and Ireland.

One of the fastest routes would be a Class 805 train between Euston and Holyhead and then a fast catamaran to either Dublin or a suitable rail-connected port in the North.

  • The Class 805 trains could be made battery-electric.
  • The trains could run between Euston and Crewe at speeds of up to 140 mph under digital signalling.
  • Charging systems would probably be needed at Chester, Llandudno Junction and Holyhead.
  • The North Wales Coast Line looks to my untrained eyes, that it could support at least some 100 mph running.

I believe that a time of under three hours could be regularly achieved between London Euston and Holyhead.

Battery-electric trains on this route, would deliver the following benefits.

  • A fast low-carbon route from Birmingham, London and Manchester to the island of Ireland. if coupled with the latest fast catamarans at Holyhead.
  • Substantial reductions in journey times to and from Anglesey and the North-West corner of Wales.
  • Chester could become a hub for battery-electric trains to and from Birmingham, Crewe, Liverpool, Manchester and Shrewsbury.
  • Battery-electric trains could be used on the Conwy Valley Line.
  • It might even be possible to connect the various railways, heritage railways and tourist attractions in the area with zero-carbon shuttle buses.
  • Opening up of the disused railway across Anglesey.

The economics of this corner of Wales could be transformed.

My Priority Routes

To finish this section, I will list my preferred routes for this method of discontinuous electrification.

  • Exeter and Penzance
  • Swansea and Fishguard
  • Crewe and Holyhead

Note.

  1. Some of the trains needed for these routes have been delivered or are on order.
  2. Local battery-electric services could be developed at Chester, Exeter and Swansea by building on the initial systems.
  3. The collateral benefits could be high for Anglesey, West Wales and Devon and Cornwall.

I suspect too, that very little construction work not concerned with the installation of the charging systems will be needed.

Conclusion

Hitachi have come up with a feasible way to electrify Great Britain’s railways.

I would love to see detailed costings for the following.

  • Adding a battery pack to a Class 800 train.
  • Installing five miles of electrification supported by a containerised charging system.

They could be on the right side for the Treasury.

But whatever the costs, it does appear that the Japanese have gone native, with their version of the Great British Compromise.

 

 

 

 

 

 

 

 

 

 

 

July 9, 2021 Posted by | Design, Energy, Hydrogen, Transport | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 12 Comments

Network Rail Completes Key Step To Reopen Northumberland Line

The title of this post, is the same as that of this article on Rail Technology Magazine.

It may only be the renewal of 600 yards and competry at Newsham, but it least it gets the project on the rails.

I find it heartening, that this project and the similar Beeching Reversal one at Okehampton seemed to have made quick starts.

June 30, 2021 Posted by | Transport | , , | 3 Comments

Somerset: Plans For New Railway Station On Levels

The title of this post, is the same as that of this article on the BBC.

This is the first two paragraphs.

Plans for a new railway station have moved forward after councillors agreed to help fund a feasibility study.

The stations at Somerton and Langport on the Somerset Levels were closed in the Beeching cuts during the 1960s.

I put my thoughts on this station in Beeching Reversal – New Station For Langport And Somerton Area.

The BBC article says this about the study.

The study, to be carried out by the Langport Transport Group (LTG) will identify possible sites, which may include a parkway-style station between the towns, possibly on the site of the former Long Sutton and Pitney station.

This Google Map shows the railway between the two villages of Langport and Somerton.

Note.

  1. Langport is in the South-West corner of the map.
  2. Somerton is in the North-East corner of the map.
  3. The Reading-Taunton Line goes through both villages, although both stations are now closed.

The map is probably best clicked to show on a larger scale.

This second Google Map shows the area between the two villages of Long Sutton and Pitney.

Note.

  1. Pitney is in the North-West corner of the map.
  2. Long Sutton is in the South-East corner of the map.
  3. The railway runs across the middle of the map it looks as if there was a station site to the North of the village of Upton.
  4. The only major road in the area; the A372, runs across the bottom of the map.

It is certainly a possibility for a Parkway station, but are the road connections good enough?

May 29, 2021 Posted by | Transport | , , , , | 1 Comment

On Track – Network Rail Reaches Key Milestone On Dartmoor Line

The title of this post, is the same as that of this news release on the Network Rail web site.

These are the first two paragraphs.

The reopening of the railway line between Okehampton and Exeter is one step closer after Network Rail finished relaying the new track and sleepers this week.

Following the confirmation of government funding in March, engineers started immediately and have worked tirelessly upgrading this 14 mile stretch of track between Okehampton and Coleford Junction, where the Dartmoor Line joins the existing railway line to Exeter.

Perhaps the most significant fact about this project, is the speed with which work has progressed since it started.

So far it appears the following has been done.

  • 11 miles of track has been laid.
  • 24.000 new concrete sleepers have been installed.
  • 29,000 tonnes of ballast has been installed.

Much of the work was done by a clever machine which is shown in a video.

I do wonder if this machine, when it finishes in Devon will be sent all the way to Newcastle to relay the Northumberland Line in the same manner.

May 16, 2021 Posted by | Transport | , , , , | Leave a comment

Reopening Milton Keynes And Market Harborough Via Northampton

This post was originally part of Shapps Supports Beeching Axe Reversals.

That post takes its name from an article with a similar name in Rail Magazine.

But I now feel it would be better if it became a standalone post.

This route has not been proposed as a Beeching Reversal, but seems to have surfaced from the MP and the local rail group.

I was digging around the Internet looking for the words “Beeching Reversal, I found when this article on the Harborough Mail, which is entitled Harborough Rail Group Says Plan To Reopen Historic Line Is A ‘Excellent Idea’.

This is the introductory paragraph.

Moves to reopen the historic Market Harborough-Northampton railway line are being backed by a local rail passengers’ chief.

The Market Harborough-Northampton Line was only finally closed in 1981.

  • It used to connect the two stations with a double-track railway.
  • It is about fourteen miles long.
  • It is now partly a heritage railway and a walking and cycling route called the Brampton Valley Way.

I have flown my virtual helicopter along the route and can make these observations.

  • There is space for a bay platform at Market Harborough station.
  • Once clear of Market Harborough, the route appears to be across open countryside.
  • The connection to the Northampton Loop Line wouldn’t be too difficult.

The only problem, I can see is that the route into Market Harborough station appears to be tricky.

These are a few of my thoughts.

What Passenger Service Would Be Provided?

Consider.

  • The route could certainly handle an hourly shuttle, as does the nearby Marston Vale Line.
  • Northampton station currently has three trains per hour (tph) to and from London.
  • Timings between Northampton and Market Harborough stations would probably be around twenty minutes.
  • Fast services between Northampton and Euston take about an hour.
  • Four tph between Northampton and London would probably be desirable.

So could a fourth service to and from London, be extended to Market Harborough station? Or perhaps even Leicester, which already has a platform, where the trains could be turned back?

  • I estimate that with a ten minute turnround at Market Harborough, a three hour round trip would be possible and very convenient.
  • A single track between Northampton and Market Harborough station would be enough.
  • The fourteen miles between the two stations could be handled by a battery-electric train, as there will be electrification at both ends of the route.
  • Porterbrook are developing a battery-electric Class 350 train.

At a first glance, this looks to be a very sensible proposition.

This map clipped from Wikipedia, shows the rail line between Milton Keynes Central and Northampton stations.

It is planned to introduce, a service between Marylebone and Milton Keynes Central using the tracks of the East West Rail Link.

  • It could be run by East West Rail or Chiltern.
  • It might be an easier service to operate as trains wouldn’t need to be turned back at Milton Keynes Central station.
  • It might be a better financial option, if services were to be extended to Northampton and Market Harborough.

As the East West Rail Link is being built by a private company, do they have plans to create services between say Leicester and Oxford?

An Alternative Route To Leicester

A London Euston and Leicester service via Watford Junction, Milton Keynes, Northampton and Market Harborough could be run either as a regular service or when there are engineering works on the Midland Main Line.

Bringing Workers To Milton Keynes, Northampton and Leicester

When I moved back to Suffolk forty years ago, trains between Cambridge and Ipswich and Cambridge and Norwich were irregular hourly services using single or two-car trains. The good job prospects available in Cambridge, now mean that Greater Anglia now run four-car Class 755 trains on these routes to an hourly timetable.

Milton Keynes, Northampton and Leicester all need similar connections to stimulate employment.

Could Freight Trains Use The  Northampton And Market Harborough Line?

Consider.

  • A large rail freight interchange is being developed close to East Midlands Airport.
  • The East West Rail Link will be a better route between Southampton Docks and the West Coast Main Line, than the current roundabout routes.
  • Multimodal trains need to travel between the East Midlands and Sheffield and Southampton Docks.
  • Stone trains need to travel between the North Midlands and West London.

If the  Northampton and Market Harborough Line were to be reopened, it would provide a convenient freight route between the Midland Main Line and the West Coast Main Line.

Would the The Northampton And Market Harborough Line Be Electrified?

Consider.

  • It joins the electrified Midland Main Line at Market Harborough station.
  • It joins the electrified Northampton Loop Line at Northampton station.
  • It is only fourteen miles long.
  • Most trains should be able to bridge use the line on battery power.
  • It will be a new well-surveyed railway, which is easier to electrify.

I suspect, whether the line is electrified will be more down to planning issues.

Would the The Northampton And Market Harborough Line Be Double Track?

The line was double-track when it closed and I think that only planning issues will stop it being reopened as a double track.

Is the Opening Of The Northampton And Market Harborough Line Being Driven By The East West Rail Link?

This is a paragraph from the Rail Magazine article.

Asked by Andrew Lewer (Con) at Transport Questions on October 24 whether he would elaborate on plans to open the proposed Market Harborough line as part of the Oxford to Cambridge expressway he said: “I understand that the reopening is at a formative stage, but I am very supportive of it. Indeed, I support the reopening of many of the smaller lines that were closed as a result of the Beeching cuts under a Labour Government, and I should like to see as many reopened as possible.”

Does that mean that The East West Rail Link is driving this project?

Conclusion

The reopening of Northampton and Market Harborough Line would appear to enable the following.

  • Passenger trains between Marylebone and/or London Euston and Market Harborough and/or Leicester.
  • Passenger trains between Oxford and Leicester via Milton Keynes, Northampton and Market Harborough.
  • An increase to four tph between Northampton and Milton Keynes Central.
  • A valuable freight route between Southampton Docks and the East Midlands and South Yorkshire.

It would also provide a connection between the West Coast Main Line and the Midland Main Line.

Reopening of the Northampton and Market Harborough Line  could be a nice little earner for the East West Rail Link, if it hosted the following services.

  • Freight trains between Southampton Docks and the East Midlands and South Yorkshire.
  • Stone trains between the North Midlands and London.
  • Passenger trains between Marylebone and/or London Euston and Market Harborough and/or Leicester.
  • Passenger trains between Oxford and/or Reading and Market Harborough and/or Leicester.

These sections could also be electrified.

  • Basingstoke and Reading
  • Didcot Parkway and Oxford
  • Oxford and Milton Keynes
  • Northampton and Market Harborough

Much of the abandoned Electric Spine would have been created.

The only possible problem I see with this project is connecting the route to Market Harborough station.

April 26, 2021 Posted by | Transport | , , , , , , , | 4 Comments

Volunteers Launch Conversion Of First Hydrogen Shunter

The title of this post, is the same as that of this article on Railnews.

This story is a good example of how universities, companies, heritage railways and volunteers can work together to deliver useful projects.

Some of the Beeching Reversal and other projects seem to be following a similar model and if it works well, this can only be a good thing to improve the railway.

 

April 23, 2021 Posted by | Hydrogen, Transport | , , , | 1 Comment

Beeching Reversal – Reopening Sawston Station

This is one of the Round 3 bids of Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

Sawston is a village in South Cambridgeshire, which is shown in this Google Map.

Note.

The West Anglia Main Line and the A1301 road both run North-South to the West of the village.

The railway calls at Whittlesford Parkway station at the bottom of the map.

The A505, which is a main route between West Suffolk and the M11 and the A1 (M) runs across the bottom of the map.

The new Sawston station is proposed to be in Mill Lane close to the old Spicers factory.

This second Google Map shows the area of the proposed station.

Note.

  1. There would appear to be space for a station.
  2. The site is not far from the Western edge of the village.
  3. There is already a comprehensive road junction, that would serve the station.

This third Google Map shows the area of the Whittlesford Parkway station.

Note.

  1. The station running North-South towards the West of the map.
  2. The large car-park to the East of the station.
  3. The smaller car-park to the West of the station.
  4. The station has a Holiday Inn hotel.

I have used the station hundreds of times and I believe that it could be made into a first class transport hub for commuters and visitors to Cambridge.

  • It has good road connections to North Hertfordshire, West Suffolk and North West Essex.
  • It has large amounts of car parking, that ten years ago was rarely full.
  • A step-free footbridge with lifts, needs to be added.
  •  There needs to be better bus connections to local villages.
  • There needs to be a bus connection to the Imperial War Museum Duxford.

I don’t believe massive amounts of money would be needed to realise the full potential of this station.

Services through Whittlesford Station And The Proposed Site Of Sawston Station

Currently, the following services run through Whittlesford station in the Off Peak.

  • Greater Anglia – 2 tph – Liverpool Street and Cambridge North
  • Greater Anglia – 1 tph – Stansted Airport and Norwich
  • CrossCountry – 3 tpd – Stansted Airport and Birmingham New Street

Note.

  1. tph is an abbreviation for trains per hour.
  2. tpd is an abbreviation for trains per day
  3. All Greater Anglia services call at Whittlesford Parkway,  Cambridge and Cambridge North stations and will probably call at Cambridge South station, when it opens.
  4. The CrossCountry service only calls at Audley End station between Stansted Airport and Cambridge.

I believe that the minimum services should be as follows to provide an adequate service, after the opening of Cambridge South station.

  • 4tph – Whittlesford Parkway and Cambridge North stopping at Cambridge South and Cambridge.
  • 2 tph – Liverpool Street and Cambridge North stopping at Whittlesford Parkway, Cambridge South and Cambridge.
  • 1 tph – Stansted Airport and Norwich stopping at Whittlesford Parkway, Cambridge South, Cambridge and Cambridge North.
  • 1 tph – Stansted Airport and Birmingham New Street stopping at Whittlesford Parkway, Cambridge South, Cambridge and Cambridge North.

There could even be a Cambridgeshire Metro serving all stations between Stansted Airport and Ely.

  • All services could be run by electric or bi-mode trains.
  • Possible stops would be Elsenham, Newport, Audley End, Great Chesterford, Whittlesford Parkway, Shelford, Cambridge South, Cambridge, Cambridge North and Waterbeach.
  • As they do now some fast services would skip smaller stations.
  • More important stations like Audley End, Whittlesford Parkway, Cambridge South and Cambridge North would get a 4 tph service to Cambridge
  • Other stations would get an appropriate service.
  • I would also like to see two fast tph between Cambridge and King’s Lynn, Liverpool Street, Norwich, Peterborough and Stansted.

I think that such a timetable would be possible, if the performance of Greater Anglia’s new trains were to be used to the full.

Could An Extra Stop Be Added At The Proposed Site Sawston Station?

Each extra stop adds extra time to the timetable.

Consider.

  • The faster Liverpool Street and Whittlesford Parkway takes sixty minutes with six stops.
  • The slower Liverpool Street and Whittlesford Parkway takes seventy-four minutes with twelve stops.
  • Greater Anglia’s trains through Whittlesford Parkway and the proposed Sawston station will probably be 100 mph Class 720 trains.

I think it would be reasonable to assume that every extra stop would add 120-150 seconds to the journey time.

As Cambridge South station will be added anyway, will passengers mind up to five minutes added to the timetable?

I doubt with the faster accelerating trains, that there would be a problem about an extra stop at Sawston, but the lengthening of journey times between Cambridge and London may be a problem.

A Possible Alternative Solution

Could there be a possible alternative solution based on improving facilities and services at Whittlesford Parkway station?

  • The service at Whittlesford Parkway station would be increased to 4 tph to Cambridge North, with stops at Shelford, Cambridge South and Cambridge.
  • The service at Whittlesford Parkway station would be increased to 2 tph to Stansted Airport, with stops at Audley End.
  • A step-free bridge with lifts must be installed.
  • An improved bus-service between Sawston and Whittlesford Parkway is needed.
  • An improved bus-service between the Imperial War Museum Duxford and Whittlesford Parkway is needed.
  • Both bus services could be back-to-back and probably should be run every fifteen minutes.
  • As it serves a museum, why not run some heritage buses in the Summer?
  • There should be good cycling provision between Whittlesford Parkway station and Sawston and other surrounding villages.

I very much feel, that improving Whittlesford Parkway station, may be a better value solution, than building a new station at Sawston!

Conclusion

Building a new station at Sawston may not be the best way to improve public transport in the area.

 

March 22, 2021 Posted by | Transport | , , , , , , , , | 1 Comment

Beeching Reversal – Reopening Harston Station

This is one of the Round 3 bids of Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

Harston is a Cambridgeshire village, which is shown in this Google Map.

Note.

  1. The A10 winding its way North and South through the village.
  2. Cambridge is five miles to the North.
  3. The triangular road junction in the middle of the village with Station Road leading off to the South East.
  4. The Cambridge Line crosses the South-East corner of the map, at a right angle to Station Road.

This Google Map shows the former station site at an enlarged scale..

Note.

  1. There is plenty of space.
  2. There is a level crossing.
  3. The railway is double-track.

There’s even a Harston History page for the station, so if the architect’s decide to go retro, they can visit it for design inspiration.

My initial thoughts are that compared to some of the proposals for Beeching Reversal this one is practical and not over ambitious.

These are some of my thoughts.

Car Parking

Currently, there are the following stations between Cambridge and Hitchin.

Note.

Only Royston station has more than minimal parking provision.

The addition of Harston and Cambridge South stations will probably mean, that a lot of thought will be given to parking at all the stations between Cambridge and Hitchin.

Cambridge South like Cambridge North will probably have extensive parking to also serve Addenbrooke’s Hospital and Cambridge Bio-Medical Campus.

Whittlesford Parkway station on the line between Cambridge and Liverpool Street has very adequate parking provision.

I wouldn’t be surprised to see Harston station having a couple of hundred parking spaces.

East West Railway

In Looking At The East West Railway Between Bedford And Cambridge, I looked at the route of the East West Railway as it approaches Cambridge.

I very much doubt that this new railway will go through Harston station.

But Harston station will beef up the capacity on the Cambridge Line to bring more workers to one of the science and engineering capitals of the world.

Cambridgeshire Autonomous Metro

There are also plans for the Cambridgeshire Autonomous Metro.

This map shows the proposed layout of the Cambridgeshire Autonomous Metro.

Note that the green section will be in tunnel.

I doubt that the Cambridgeshire Autonomous Metro will run to Harston, as it most likely will run on rubber-tyred wheels and probably wouldn’t mix well with heavy rail.

Train Service

Currently, the current trains run through the station in the Off Peak.

  • Thameslink – 2 tph – Cambridge and Brighton
  • Thameslink – 2 tph – Cambridge and King’s Cross
  • Great Northern – 1 tph – King’s Cross and Ely
  • Great Northern – 1 tph – King’s Cross and King’s Lynn

Note.

  1. tph is an abbreviation for trains per hour.
  2. All trains are fast services, except for the Cambridge and King’s Cross service, which stops at all stations.
  3. When Cambridge South station opens, I suspect nearly all services will stop at that station.
  4. The Great Northern services also stop at Cambridge North station.
  5. In Call For ETCS On King’s Lynn Route, I talked of the possibility of running 125 mph trains on Great Northern services between King’s Cross, Cambridge, Cambridge North, Ely and King’s Lynn.

I suspect that it will be likely only the Thameslink stopping train will call at Harston station, just as it is the only service that calls at Foxton, Shepreth and Meldreth stations.

  • But is two tph enough for a Park-and-Ride station?
  • Whittlesford Parkway station already has three tph to and from Cambridge.
  • I suspect there will be a second Stansted and Cambridge service which mean Whittlesford Parkway station gets four tph to Cambridge,

I suspect Hartston station needs four tph to give a Turn-Up-And-Go service.

Barrington Quarry And Landfill

This Google map shows the location of the Barrington Quarry and Landfill, with respect to Harston.

Note.

  1. Barrington Quarry and Landfill is in the North-West corner of the map.
  2. Harston is in the North-East corner of the map.
  3. The A10 road runs South-West from Harston to Foxton station, where there is a level crossing, where the Cambridge Line crosses the road.
  4. Foxton station has a freight-only line linking it to the quarry.

This second Google Map shows Foxton station in detail.

Note the rail line to Barrington curving away to the North West.

This document from CEMEX is entitled Barrington Quarry – Restoration Project.

It appears that the quarry will be restored and some of the land will be used for new homes.

As all the track is already in place, would it be possible to run a 2tph service between Barrington and Cambridge North station?

  • It could call at  Harston, Cambridge North and Cambridge stations.
  • Harston station would get a four tph service.
  • Cambridge gets more much-needed housing connected to the city.

It could also be run using battery-electric trains that would be charged using the electrification between Foxton and Cambridge North stations.

Conclusion

Taking everything together, it appears to me, that Harston station could improve the rail network to the South West of Cambridge.

March 21, 2021 Posted by | Transport | , , , , , , , , , , , | 2 Comments