The Anonymous Widower

Are East Midlands Railway Jumping The Gun?

The pictures show the Class 222 train, that I rode from Sheffield to London, after my trip to Huddersfield

I thought East Midlands Railway don’t take over the franchise until the 18th of August!

I suppose it’s only an interim livery.

August 13, 2019 Posted by | Transport | , | 3 Comments

How Will Abellio East Midlands Railway Maximise Capacity On The Midland Main Line?

In this post, I will try and get a feel to how Abellio East Midlands Railway, will maximise capacity on the Midland Main Line.

The Current Service

There are currently two trains per hour (tph) to both Nottingham and Sheffield and one tph to Corby from London.

Ignoring the Corby service, which will be using electric trains, intermediate calls have these frequencies, from South to North.

  • Bedford – One tph
  • Wellingborough – One tph
  • Kettering – One tph
  • Market Harborough – Two tph
  • Leicester – Four tph
  • Loughborough – Two tph
  • East Midlands Parkway – Two tph
  • Long Eaton – One tph
  • Beeston – One tph
  • Derby – Two tph
  • Chesterfield – Two tph

As the new bi-mode trains will be more modern, with probably shorter dwell times at each station, I suspect that when Abellio East Midlands Railway implement their ultimate timetable, there will be more stops, without degrading journey times.

These are fastest times.

  • London and Nottingham is one hour forty minutes
  • London and Sheffield is two hours

I feel that round trips to both destinations will be four hours with some speed increases and shorter station dwell times.

  • The current two tph to Nottingham and Sheffield needs eight trains to each destination.
  • This is a total of sixteen trains.

As each train could be two five-car trains working as a ten-car train, train numbers for the current service could be as high as thirty-two trains.

A first look seems to indicate that there .will be no overall increase in train frequency, although, as I said earlier, the performance of the new trains should allow extra station stops.

It also indicates to me, that any increases in frequency between London and Nottingham/Sheffield will need extra trains.

The Electrified High Speed Line South Of Kettering

Midland Main Line services South of Kettering are as follows.

  • Two tph to London and Nottingham
  • Two tph between London and Sheffield
  • One tph between London and Corby.

From December 2021, there will be two tph between London and Corby.

The maximum number of services between London and Kettering on the electrified section currently envisaged is only six tph or one train every ten minutes.

As the Class 700 trains on Thameslink are capable of using digital signalling and all the new trains will also be similarly equipped, I wouldn’t be surprised that the theoretical capacity of the electrified fast lines could be higher than the proposed six tph. |Especially, when digital signalling is installed.

The number of trains in the fleet, is much more of a limit on services, than the capacity of the Midland Main Line.

If all trains were ten cars, the following numbers of trains would be needed.

  • Current two tph – 32 trains
  • Increase to three tph – 48 trains
  • Increase to three tph – 64 trains

Are there enough passengers to fill all these trains?

Does St. Pancras Have Enough Capacity?

St. Pancras station has four platforms for Midland Main Line services.

  • The platforms are long enough to take two five-car Class 222 trains,.
  • They would surely accommodate a ten-car formation of the new Hitachi trains.
  • Each platform can probably handle three or four tph, giving a total capacity of 12-16 tph.

As four tph to Nottingham and Sheffield and two tph to Corby is only a total of ten tph, there is enough platform capacity for several years to come.

If there is a problem, it is that the large numbers of passengers would overwhelm the stairs and escalators between the ground level of the station and the platforms.

I am certain, that just like the Eurostar platforms at St. Pancras, the Midland Main Line platforms will need better passenger access and facilities.

Will it even be enough, when up to six tph, all of which could be 240 metres long, start to arrive in December 2021?

What could be done to help solve the capacity problem at St. Pancras station in the future?

Better Access To The Midland Main Line Platforms

Consider.

  • Space is limited to add extra escalators, lifts and places to wait
  • St. Pancras is a Grade I Listed Building.
  • As I don’t travel through the station in the Peak, the escalators seem to always be going the wrong way.

Improving the current access will be very difficult.

This Google Map shows the Northern End of the station.

Note.

  1. The Midland Main Line platforms are the two island platforms on the left.
  2. The Southeastern HighSpeed platforms are the two island platforms on the right.
  3. The Eurostar platforms are the three island platforms in the middle.

Could a second entrance to some of the platforms be built here?

It would be very difficult, unless the extension was future-proofed when it was built.

Underground Improvements

Getting between the Midland Main Line platforms and the Underground is an obstable course.

As a Londoner, who’s had the operation to have the Underground Map implanted in my brain, I generally go to the Midland Main Line platforms at St. Pancras by taking one of the following.

A bus from close to my house to outside the station.

  • A Metropolitan Line train from Moorgate
  • A Northern Line train from Angel.
  • A Piccadilly Line train from Manor House
  • A Victoria Line train from Highbury & Islington

The last four need a bus to get to the Underground.

I usually come back home, by spending just over a tenner on a black cab!

Crossrail 2

Crossrail 2 should improve matters, but will it ever be built?

Will The New Brent Cross Thameslink Station Allow Cross Platform Interchange Between Midland Main Line and Thameslink Services?

Consider.

  • The proposed Brent Cross Thameslink will be just North of Cricklewood station.
  • Midland Main Line services through the station would be six tph.
  • Thameslink services through the station would be fourteen tph
  • The West London Orbital Railway could be built to connect the station to High Speed Two and Heathrow

Would it take the pressure off St. Pancras?

It might do, if a cross-platform interchange could be arranged.

Could Some Midland Main Line Services Use Thameslink?

Consider.

  • The obvious service to go through Thameslink would be the two tph service between Corby and St. Pancras.
  • Thameslink is currently setup to handle 24 tph, but it has been designed for 30 tph.
  • The Corby service will stop at Kettering, Luton and Luton Airport Parkway, to the North of London.
  • It could perhaps terminate at the soon-to-be-rebuilt Gatwick Airport station in the South.

It might work!

Especially, if Kettering station were to be rebuilt to have cross-platform interchange between Corby sewrvices and the bi-mode ones going further North.

Splitting And Joining Trains

In Rock Rail Wins Again!, I gave this simple example of how the splitting and joining capability of Hitachi AT-300 trains can be used.

A ten-car train might leave St. Pancras as two five-car units running as a pair. It could split at East Midlands Parkway station and one train could go to Nottingham and the other to Derby. Coming South the two trains would join at East Midlands Parkway.

I feel that Derby, East Midlands Parkway and Leicester are ideal stations on the Midland Main Line, where services could be split and joined.

  • They have at least four platforms.
  • The platforms are long and straight.

The two terminals at Nottingham and Sheffield could also probably be used to enable services to serve more destinations.

Shorter trains must have advantages on some routes.

  • Capacity is better matched to demand.
  • Platforms may not need to be extended.
  • Services can be run by a driver and a conductor.

Will Abellio East Midlands Railway use splitting and joining to increase the coverage of their services?

Great Western Railway’s Class 800, 801 and 802 trains have the capability to split and join and the operator doesn’t seem to use it. Although, they do split and join Class 387 trains.

Extended Services To And From The North And East

The ability to split and join, that could be used to extend services to the North And East.

Serving Barnsley, South Yorkshire And Leeds

Consider.

I wonder if there are paths and need for a London and Sheffield service to split at Sheffield with, the two five-car trains going to different destinations.

  • Leeds via Rotherham, Barnsley Dearne Valley and Wakefield Westgate, is one possibility.
  • Could a service go to Huddersfield?
  • Hull is probably too far.

One tph could terminate at Sheffield and one splitting and one tph could split and serve other destinations.

Advantages could include.

  • Barnsley and Rotherham get a direct hourly service to London.
  • South Yorkshire and Leeds have a direct hourly service to the East Midlands.
  • Sheffield and Leeds have an hourly fast service.

I’m sure Abellio have a very workable plan to improve services North of Sheffield.

Serving Lincolnshire And Nottinghamshire

Consider.

  • Splitting and joining at Nottingham may allow an increase in direct services to and from Lincoln.
  • Perhaps parts of North Lincolnshire could be well-served by a fast train from Nottingham.
  • Would Mansfield and Worksop benefit from a direct service from London on the Robin Hood Line, after a reverse at Nottingham.

The five-car trains give the flexibility to do the previously unthinkable.

Conclusion

There is a lot of developments that can or will happen with Midland Main Line services.

August 1, 2019 Posted by | Transport | , , , , , , | 4 Comments

Rock Rail Wins Again!

This article on the Railway Gazette, is entitled Abellio Orders East Midlands Inter-City Fleet.

The order can be summarised as follows.

  • The trains will be Hitachi AT-300 trains
  • There will be thirty-three bi-mode trains of five cars.
  • The trains will be 125 mph capable.
  • Unlike the similar Class 802 trains, the trains will have 24 metre long cars, instead of 26 metres.
  • The new trains will have an extra diesel engine.
  • The new trains will cost a total of £400 million.

A few of my thoughts.

I shall constantly refer to an earlier post called Vere Promises East Midlands Bi-Modes In 2022.

Cost Of The Trains

In the earlier post, I calculated that the five five-car AT-300 all-electric trains, ordered by First Group for London and Edinburgh services cost four million pounds per car.

Thirty-three trains at this four million pounds per car, works out at £660 million, which is sixty-five percent higher than the price Abellio is quoted as paying.

Abellio are actually paying just £2.42 million per car or forty percent less First Group.

So are Abellio buying a cut price special?

As Abellio East Midlands Railway will be competing up against LNER’s Azumas on some journeys, I can’t see that running a second class train would be a sound commercial decision.

I am left to the conclusion, that Abellio have got a very good deal from Hitachi.

What Diesel Power Is Used?

In a five-car Class 802 train, there are three MTU 12V 1600 R80L diesel engines, each of 700 kW , which gives a total power of 2,100 kW.

If the Abellio train needs this power, with four diesel engines, each must have 525 kW.

Not sure yet, but this could save a couple of tonnes in weight.

I doubt that Hitachi are dissatisfied with the performance of the MTU diesel engines in the current Class 800, 801 and 802 trains, as there are no media reports of any ongoing problems. So I feel that they could go with the same supplier for the trains for Abellio East Midlands Railway.

If you type “Class 800 regenerative braking” into Google, you will find this document on the Hitachi Rail web site, which is entitled Development of Class 800/801 High-speed Rolling Stock for UK Intercity Express Programme.

The only mention of the R-word is in this paragraph.

An RGS-compliant integrated on-train data recorder (OTDR) and juridical recording unit (JRU), and an EN-compliant energy
meter to record energy consumption and regeneration are fitted to the train.

If you search for brake in the document, you find this paragraph.

In addition to the GU, other components installed under the floor of drive cars include the traction converter, fuel tank, fire protection system, and brake system.

Note that GU stands for generator unit.

The document provides this schematic of the traction system.

Note BC which is described as battery charger.

Braking energy doesn’t appear to be re-used to power the train, but to provide hotel power for the train.

I talk about this in more detail in Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?.

In my view, it is an outdated design compared to some of those seen in the latest road vehicles and trains from other manufacturers.

This is a sentence from the Railway Gazette article.

According to Hitachi, the EMR units will be an ‘evolution’ of the AT300 design supplied to other UK operators, with 24 m long vehicles rather than 26 m, and a slightly modified nose profile.

So does that evolution include regenerative braking to batteries on the train.

This could have advantages.

  • improved acceleration and smoother braking
  • Less electricity and diesel consumption.
  • No running of diesel engines in stations.

I’m only speculating, but could the batteries or supercapacitors be under the car without a diesel engine? A balanced design might make this the middle car of the train

There must also be the possibility, that instead of using MTU diesel engines, the trains use MTU Hybrid PowerPacks.

Why shouldn’t Hitachi get their respected supplier to do as much of the hard work as possible?

Train Length

A five-car Class 222 train, which work the Midland Main Line now, consists of two 23.85 metre and three 22.82 metre cars. So it is 116.16 metres long.

The article says the cars in the new trains will be 24 metres long,,so a new train will be 1220 metres long or 3.84 metres longer.

This will probably mean that there will be no need for costly and disruptive platform lengthening at a couple of stations.

Capacity

Abellio have stated that passengers like having a table and that they will be offering a catering service

So will we see most seats having a table?

Chiltern have proved it’s a philosophy that works for all stakeholders!

This means that capacity comparisons with the current trains will be difficult, as you’re comparing apples with oranges.

Hopefully, we’ll get more details soon!

Splitting And Joining

I would assume the new trains will have the ability to split and join an route like the other Hitachi trains.

This could be very useful in organising trains in the limited number of paths South of Kettering.

A ten-car train might leave St. Pancras as two five-car units running as a pair. It could split at East Midlands Parkway station and one train could go to Nottingham and the other to Derby. Coming South the two trains would join at East Midlands Parkway.

A Nose Job

I’m intrigued by the phrase “slightly different nose profile” in the extract I quoted earlier.

Have Hitachi’s champion origamists found a way of designing a train which can split and join with both an aerodynamic nose and a corridor connection?

After their experience with the Class 385 train and its curved windows, I suspect Hitachi have learned a lot. Could for instance one end of the five-car train have a Class 800-style nose and the other an improved Class 385-style front end?

Trains would mate blunt-to-blunt, so the Southern train would always point towards London and the Northern train would always point towards Sheffield.

I used to have a friend, who learned origami skills at Hiroshima in the 1950s, whilst doing National Service in the Army.

I don’t think my proposal is impossible, but I’l admit it’s unusual!

  • The blunt end might have a pair of doors, each with a flat window, thus giving the driver an uninterrupted view, when driving from that end.
  • When the trains connected the doors would open and swing forward. The gang way would unfold probably from under the cab The driver’s desk would probably fold away, as the two cabs wouldn’t be needed in a ten-car train.
  • Connect and disconnect would be totally automatic.

Effectively, two five-car trains would convert into a ten-car train.

The Number Of Trains

In my earlier post, I estimated that Abellio East Midlands Railway would buy 140 bi-mode carriages.

This works out as 35 trains, as against the thirty-three actually ordered.

This is close enough to say, that these new trains are only for main line services and will not be used on the electric services to Corby, which I estimate will be another seven 240 metre-long electric trains

A Complete Fleet Renewal

This is a paragraph from the Railway Gazette article.

Abellio UK Managing Director Dominic Booth said the new trains would ‘form the centrepiece of our ambitious plans for a complete replacement of all the trains on the East Midlands Railway’, representing ‘a more than £600m investment to really improve the region’s railway’.

When Abellio say renewal, they mean renewal.

So will Bombardier or another manufacturer receive a consolation prize of the seven high-capacity 240 metre long electric trains for the St. Pancras and Corby service?

A version of the Abellio part-owned, West Midlands Trains‘s, Class 730 train, would surely do just fine.

The Role Of Rock Rail

The trains will be leased from Rock Rail.

The Rock Rail web site gives this insight.

Rock Rail’s game changing approach to rolling stock funding has:

  • Enabled long term institutional investors to invest directly into a new sector.
  • Driven better value for government, operators and passengers.
  • Extended the market for infrastructure finance.

Rock Rail works closely with the franchise train operators and manufactures to ensure a collaborative approach to design, manufacture and acceptance of the new state of the art trains on time and to budget as well as to manage the long-term residual value and releasing risks.

It’s obviously an approach that has worked, as they have been behind three rolling stock deals at they have funded trains for Moorgate services, Greater Anglia and South Western Railway in recent months.

The Abellio East Midlands Railway makes that a fourth major fleet.

Take a few minutes to explore their web site.

Rock Rail say their backers are institutional investors. So who are these faceless institutions with deep pockets.

I have seen Standard Life Aberdeen mentioned in connection with Rock Rail. This Scottish company has £670 billion of funds under management and it is the second largest such company in Europe.

Companies like these need secure long term investments, that last thirty to forty years, so that pension and insurance funds can be invested safely to perhaps see us through retirement. I know that some of my pension is invested in a product from Standard Life Aberdeen, so perhaps I might ultimately own a couple of threads in a seat cover on a train!

As the Government now insists everybody has a pension, there is more money looking for a safe mattress!

Rock Rail allows this money to be used to purchase new trains.

Rock Rail seem to be bringing together train operators, train manufacturers and money to give train operators, their staff and passengers what they want. I seem to remember that Abellio did a lot of research in East Anglia about the train service that is needed.

Conclusion

Abellio have made a very conservative decision to buy trains from Htachi, but after my experiences of riding in Class 800, 801 and 802 trains in the last few months, it is a decision, that will satisfy everyone’s needs.

Unless of course, Hitachi make a horrendous mess of the new trains!

But the four fleets, they have introduced into the UK, have only suffered initial teething troubles and don’t seem to have any long term problems.

There are some small design faults, which hopefully will be sorted in the new trains.

  • Step-free access between train and platform.
  • The carriage of bicycles and other large luggage.

The second will be more difficult to solve as passengers seem to bring more and more with them every year.

July 31, 2019 Posted by | Finance, Transport | , , , , , , , | 1 Comment

How Much Power Is Needed To Run A Train At 125 mph?

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

Can I get any other figures for running at 125 mph, that agree or disagree with these figures?

Class 801 Train

I have found this on this page on the RailUKForums web site.

A 130m Electric IEP Unit on a journey from Kings Cross to Newcastle under the conditions defined in Annex B shall consume no more than 4600kWh.

This is a Class 801 train.

  • It has five cars.
  • Kings Cross to Newcastle is 268.6 miles.
  • Most of this journey will be at 125 mph.
  • The trains have regenerative braking.
  • I don’t know how many stops are included

This gives a usage figure of 3.42 kWh per vehicle mile.

InterCity 125

Note that the Class 43 power cars of the InterCity 125 (HST) put 1,300 kW to the rail and have a 1,700 kW engine. Two of these powerful beasts giving out a total of 3,400 kW,, can sustain a ten-car train (two power cars and eight passenger cars) at 125 mph.

In the thirty seconds, it would take to cover a mile, an HST could use 3400/120 kWh or 28.3 kWh.

Counting the locomotives as a car and dividing by ten gives 2.83 kWh per vehicle mile.

This is actually a maximum figure, as the driver could throttle-back if required.

This figure is not out of line with the 3.42 kWh per vehicle mile for a Class 801 train, that I stated earlier.

The force was with Terry Miller and his team.

Class 222 Train

The Class 222 trains have one 580 kW engine in each car.

In the thirty seconds, it would take to cover a mile, a Class 222 train would use 580/120 or 4.83 kWh per vehicle mile.

Again this must be a maximum figure.

Class 170 Train

The Class 170 train is a 100 mph train with a 315 kW engine in each car.

In the thirty-six seconds, it would take to cover a mile at 100 mph, a Class 170 train would use 315/100 or 3.15 kWh per vehicle.mile.

Again this must be a maximum figure.

Conclusions

I know this was a rather rough and ready calculation, but I can draw two conclusions.

  • Trains running at 125 mph seem to need between three and five kWh per vehicle mile.
  • The forty year old InterCity 125 has an efficient energy use, even if the engines are working flat out to maintain full speed.

The only explanation for the latter is that Terry Miller and his team, got the aerodynamics, dynamics and structures of the InterCity 125 almost perfect. And this was all before computer-aided-design became commonplace.

In future for the energy use of a train running at 125 mph, I shall use a figure of three kWh per vehicle mile.

It is also probably a good starting point for a 100 mph train.

After all, if a forty-year-old diesel-electric train built from steel can achieve that figure, surely a modern electric train built from aluminium can do better!

 

July 13, 2019 Posted by | Transport | , , , | 4 Comments

Brand-New Bi-Mode Trains For Long Term Use By Abellio East Midlands Railway

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These trains are proposed for working on several routes and some of their features are given.

In this section, I will try to ascertain, what they will be like.

These trains will replace the interim Mark 4 Coach/Class 43 locomotive sets on the Midland Main Line from April 2022.

They will also be used on the following services.

  • London – Lincoln.
  • London – Oakham – Melton Mowbray
  • London – Leeds – York

Features include.

  • More reliable service
  • Improved comfort
  • Passenger information system
  • Free on-board Wi-Fi
  • At-seat power sockets
  • USB points
  • Air conditioning
  • Tables at all seats
  • increased luggage space
  • On-board cycle storage

I think it wouldn’t be speculating too much, to expect that shorter versions of these trains would also be used on other routes of the franchise.

I also think, that these trains will have other properties.

Ability To Run At 125 mph On Both Electric And Diesel Power

Bombardier, Hitachi and Stadler are proposing or have built fast bi-mode trains, which run at the same speed on both diesel and electric power.

  • Bombardier are proposing a 125 mph Aventra with batteries.
  • Hitachi’s 125 mph Class 800 trains are running at 125 mph on electric power, but can they achieve the 125 mph on diesel needed for the Midland Main Line?
  • Stadler’s 100 mph Class 755 trains, will be running between London and Norwich at this speed from next month.

As parts of the Midland Main Line, that will not be electrified by 2022, to have a 125 mph operating speed, it is essential that the trains can do this speed on either power source.

Ability To Switch Power Source At Line Speed

Some trains do this, but others don’t!

To run as fast a timetable as possible, it is essential. Hitachi’s Class 800 trains can do it!

240 Metre Long Trains

Consider.

  • The notes on the interactive map, says that Corby services will be this length in the Peak.
  • 240 metre long platforms will be needed at St. Pancras for Corby services.
  • Thameslink services are already this length.

These points lead me to the conclusion, that the new bi-mode trains can be up to 240 metres long.

Passenger Capacity

A seven-car Class 222 train has the following properties.

  • 236 Standard Class seats.
  • 106 First Class seats.
  • 161.8 metres long

As the interiors of the existing and proposed trains seem similar with lots of tables and comfort, adjusting for the longer bi-mode train gives the following numbers of seats.

  • 349 Standard Class seats.
  • 157 First Class seats

There will be a large increase in the number of seats.

Step-Free Access Between Train And Platform

Stadler are the masters of this and are providing it on Merseyrail and on the Great Eastern Main Line.

Other companies will have to follow suit!

Hitachi in particular and surprisingly seem to design their trains with a big step.

This picture shows the step up into a Class 395 train at St. Pancras station. It is unacceptable!

Step-free access improves the dwell time of trains at stations and is essential on any high-frequency service.

Digital Signalling

This will be essential to run the trains faster and closer together, so that more services can be run between London and the Midlands,

140 mph Running

IDigital signalling could even enable 140 mph running on sections of the route.

Improved Dwell Times

The performance of these trains and easy access, will mean that every station stop will be faster and will enable two pssenger benefits.

  • Journeys will be faster by a few minutes.
  • It will be possible to add extra station stops, with only a small penalty of overall journey times.

I doubt passengers will be unhappy.

High Speed Two Compatibility

High Speed Two should reach the East Midlands Hub station in 2032 and Sheffield station in 2034.

Between Clay Cross North Junction and Sheffield, High Speed Two and Midland Main Line services will use the same sixteen mile electrified railway.

Good project management probably says that this joint electrified line is created early, by say 2025. This would obtain maximum benefit to the City of Sheffield and the surrounding area.

As it is likely, that the new bi-mode trains will still be in service to past 2034, whatever is decided, these bi-modes must be able to run on High Speed Two infrastructure.

Conclusion

Even if, the current  service pattern of two trains per hour to Derby, Chesterfield, Nottingham and Sheffield is maintained, there will be a large increase in capacity.

But if a fully-digital railway is created with 125 mph trains, I can see the Midland Main Line becoming one of the finest high speed railways in the world, that has been created by updating a classic rail line built in the Nineteenth Century.

Operating speed and capacity will be up there with the East Coast and West Coast Main Lines.

I can see Derby, Nottingham and Sheffield having a four trains per hour service from London in times of 75, 90 and 120 minutes respectively.

By comparison, High Speed Two is looking at a sub-ninrty ,minute time between London and Sheffield.

April 15, 2019 Posted by | Transport | , , , | Leave a comment

East Midlands Class 222 Trains

The Class 222 train is the workhorse of the Midland Main Line.

Where will they go, when they are replaced by new bi-mode trains in 20222?

They have some good properties.

  • Built in 2003-2005 and refurbished in 2011-2012.
  • 125 mph capability
  • Lots of tables.
  • Meet all the access reguilations.
  • Good ride on FLEX-Eco bogies.

But there is the annoying noise of the under-floor diesel engines.

In Have Bombardier Got A Cunning Plan For Voyagers?, I commented on a statement by Bombardier to upgrade these trains with batteries, to give full regenerative braking, improve their efficiency and require less running of the engines in stations.

April 15, 2019 Posted by | Transport | , , , | Leave a comment

Abellio’s Plans For Nottingham And Crewe Via Derby

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These are mentioned for services between Nottingham and Crewe via Derby.. This is an extension of the current service which is two separate services, that need a change at Derby.

Crewe-Derby Services Will Operate With Increased Capacity Compared To Today

Consider.

  • Currently, the service between Derby and Crewe takes 43 minutes with another 30 minutes for Derby And Nottingham.
  • It is run by a Sprinter with one or two cars.
  • The service is hourly.
  • I suspect that a well-driven train will be able to do a round trip from Nottingham to Crewe and back in under three hours.

This would mean that three trains are needed to provide the hourly service.

But put four- or five-car Class 222 trains on the route and this would mean.

  • Much greater capacity.
  • Faster journeys.
  • More comfort and facilities.

If a train could do the round trip in under two hours, then just two trains would be needed for the hourly service.

Most Services Will Be Extended To And From Nottingham

I assumed this in the previous section and it appears sensible.

, Later Evening Service Is To Be Provided In Both Directions

Trains can never be too late.

Enhanced Sunday Service With A Regular Hourly service Starting Early In The Morning

You can’t fault that!

Increased Community Rail Partnership Funding

Or that one!

Refurbished Modern Trains

As with their plans for Nottingham to Norwich, they use the same words about the trains.

Read Abellio’s Plans For Norwich And Liverpool, to see what I said.

Wikipedia’s View

The Wikipedia entry for the Crewe-Derby Line says this about services on the route.

The line sees a basic hourly service in each direction with trains calling at all stations on the route however Peartree which is served by 2 Derby bound trains and 3 Crewe bound trains per weekday.

The majority of services on the route since December 2008 have been provided by Class 153 “Super Sprinter” Diesel Multiple Units however Class 158 “Express Sprinter” and Class 156 “Super Sprinter” units are occasionally used. Overcrowding remains a major issue on the route, particularly in the morning and evening peak and a weekends. Passengers are occasionally left behind.

A Class 222 train on this line with a 70 mph operating speed, must provide a better service.

Collateral Benefits

I see these as collateral benefits.

Extra Services Between Derby and Nottingham

If you take this plan with Abellio’s Plans For Norwich And Liverpool, they both have added an hourly service between Derby and Nottingham.

Better Connections To High Speed Two

\Will these extra services connect to High Speed Two at the East Midlands Hub station?

Remember that Abellio’s is an eight year franchise and High Speed Two will arrive in the area, at the time of the end of the franchise.

April 14, 2019 Posted by | Transport | , , , , , | Leave a comment

Abellio’s Plans For Norwich And Liverpool

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These are mentioned for services between Norwich and Liverpool.

Splitting Of The Service

Early in the new franchise the Liverpool – Nottingham section will transfer to another operator, which will enable the two halves of the service to better meet the needs of customers.

This has been said for some time by the Department of Transport.

It is also said that limited services will continue to operate via Stamford and Loughborough.

Looking at trains between Nottingham and Norwich., they take these routes.

  • Grantham, Peterborough, Ely, Thetford
  • East Midlands Parkway, Loughborough, Melton Mowbray, Oakham, Peterborough, Ely, Thetford

The service will be extended from Nottingham to Long Eaton and Derby.

Refurbished Modern Trains

It is proposed that the service will be run by refurbished modern trains.

Features include.

  • More reliable service
  • Improved comfort
  • Passenger information system displays
  • free on-board Wi-Fi
  • at-seat power sockets
  • USB points
  • Air conditioning
  • Tables at all seats
  • Increased luggage space.
  • No date for introduction is given.

This all sounds fine to me.

The Current Trains On The Route

Before discussing the possible new trains, I will look at the current service, that I have used many times.

Class 158 trains are used,

Normally, a pair of two-car trains run together to make a four-car formation.

  • At times, these trains are very overcrowded.
  • I don’t think, the trains have a universal access toilet.
  • The trains are thirty years old and some detailing is not very good or very last century.
  • The air-conditioning may be a bit dodgy.
  • Nottingham and Norwich is probably about the maximum comfortable range for passenger on these trainss.

I suspect too, that they have operational problems.

  • They are only 90 mph trains and they will share tracks with faster trains.
  • As part of this route could be on the East Coast Main Line, scheduling trains would be easier, if the trains were capable of 125 mph.
  • On board catering is provided by a trolley. Can it be pushed between the two trains?

Abellio are obviously quite right to promise a better train for both passengers, staff and their bottom line.

An Ideal Train For The Route

An ideal train would have a specification something like this.

  • Modern train, built since 2000.
  • Five or six cars
  • 125 mph operating speed.
  • An onboard cafe-bar.
  • Universal-access toilet.

It sounds to me, like a Class 222 train with a high-class refurbishment.

Currently, there are these  Class 222 trains available to the franchise.

  • Four by four-car
  • Seventeen by five-cars
  • Six by seven-cars.

Many of the Class 222 trains, will be replaced in 2022, when the new bi-mode trains are delivered.

The New Trains For The Route

It does look to me, that East Midlands Trains could do a lot worse, than use refurbished Class 222 trains between Norwich and Derby.

  • Their engineers and drivers know the trains well.
  • They could be arranged as four or five coaches for the route.
  • Tory are 125 mph trains, which must bring journey time savings, especially on the East Coast Main Line.
  • Bombardier have proposed, that they could be fitted with batteries to reduce the need to run the engines in stations.

Refurbishing something you know, is probably one of the cheaper options.

How Many Trains Are Needed For An Hourly Service Between Nowich And Derby?

I suspect that running to a well defined timetable that times of around three hours could be achieved between Norwich and Derby.

This would probably mean that a train could go from Norwich to Derby and back in under seven hours.

This would mean that seven trains would be needed for an hourly service running all day.

If the 125 mph trains could use their speed on the East Coast Main Line and perhaps on the Breckland Line, it might be possible to do the round trip in six hours and therefor need a train less.

Would Finding Seven Class 222 Trains Be Possible?

Obviously, once the Midland Main Line routes have been replaced by new bi-mode trains in 2022, there will be a lot of Class 222 trains available and seven trains to run  the Norwich and Derby service will not be a problem.

Some other factors will help.

Trains Will Be Released By The London And Corby Electric Service

In December 2020, when the London and Corby service receives electric trains, the current Class 222 trains on this route will become available.

I think that this service currently needs three trains.

More Mark 4 Coach/Class 43 locomotive Sets Could Be Created

In Abellio’s Plans For The Midland Main Line, I described how interim sets could be built by replacing the non-compliant Mark 3 coaches in an InterCity 125, with the compliant Mark 4 coaches from an InterCity 225.

These trains would be used to release some of the Class 222 trains on the Midland Main Line.

Another five Mark 4 Coach/Class 43 Locomotive sets would probably release the same number of Class 222 trains.

Trains Could Be Reorganised With A Better Plan

I have a feeling that by reorganising the Class 222 trains and bringing in more more Mark 4 Coach/Class 43 Locomotive sets, could mean that a better plan on the Midland Main Line could be developed.

As an example, when boarding a train at St. Pancrass, I often notice two trains are in the platform and you have to walk to the far train. This is not efficient and surely slows down the turnround of trains.

Platforms 1 to 4 are reserved for East Midlands services at St. Pancras station.

  • Two trains per hour to Derby, Chesterfield and Sheffield
  • Two trains per hour to Nottingham
  • One train per hour to Corby, which goes to two trains per hour in December 2020.

Surely, it would be easier, if the station was organised as follows.

  • Sheffield, Nottingham and Corby trains all have their own platform, with one spare for luck!
  • All trains are full length, with First Class at the London end
  • One train per platform.

This would make things easier for passengers and reduce turnround times.

No More Two Trains Running Together

I think that the practice of train companies running two or more trains together to increase capacity is a bad idea, unless you have no other way.

Consider two four-car trains running together as an eight-car train.

  • You have two driving cabs in the middle, which serve no purpose and just take up space. and add useless weight.
  • A buffet car in the train can be available to all passengers.
  • The First Class seats could be in two separate places on the train.
  • With trains like the Hitachi Class 800 trains, onboard staff can only move between trains in a station.
  • Walk-through trains allow passengers to position themselves for a convenient and quick exit.

Anybody who procures trains to run in multiple formations all the time, instead of buying longer trains, is generally incompetent.

A Rough Estimate

I have done a very rough estimate and feel that the Midland Main Line services can be run with the following numbers of trains.

  • Sheffield services – Ten trains
  • Nottingham services – Eight trains
  • Corby services – Six trains

As the Corby services will be run by refurbished twelve-car trains, it looks to me that there is a need for eighteen diesel trains for Sheffield and Nottingham services.

I would go for eighteen Mark 4 Coach/Class 43 locomotive sets, with perhaps a couple of spare sets..

Conclusion

The following services should be run with Mark 4 Coach/Class 43 locomotive sets of an appropriate length.

  • London and Nottingham
  • London and Sheffield

This would release the Class 222 trains for other services like those between Norwich and Derby.

 

 

 

 

April 14, 2019 Posted by | Transport | , , , , | 4 Comments