The Anonymous Widower

Do LNER Have Plans For Lincolnshire?

I ask the question in the title of this post, for two reasons.

Note.

  1. London King’s Cross and Cleethorpes via Newark and Lincoln is just over 200 miles.
  2. Around eighty miles between London King’s Cross and Cleethorpes is not electrified.
  3. The Cleethorpes/Grimsby area is doing well because of all the offshore wind and the power stations at Keadby.
  4. I am fairly sure, that Lincolnshire will attract more energy-related businesses or ones that need a lot of energy.
  5. Lincoln is a city that is becoming more important for business and education.
  6. Lincoln probably needs a train service to the capital of at least one train per hour (tph).

For a train to do the round-trip between London King’s Cross and Cleethorpes, without refueling or charging the batteries at Cleethorpes, needs a train with a range without electrification of over 150 miles.

It seems to me, that LNER’s new CAF tri-mode long distance trains would be ideal to run a one train per two hours (tp2h), between London King’s Cross and Cleethorpes.

  • The service could call at Stevenage, Peterborough, Grantham, Newark Northgate, Lincoln, Market Rasen, Barnetby and Grimsby Town.
  • I estimate that the trip would take about 0ne hour and 55 minutes to Lincoln and two hours and 55 minutes to Cleethorpes.
  • The CAF tri-mode long distance trains could probably easily handle the 160 miles without wires.
  • Cleethorpes can handle a ten-car train.

The current London King’s Cross and Lincoln service and the future London King’s Cross and Cleethorpes would be timed to give Lincoln an hourly service to and from London King’s Cross.

Serving Sleaford And Spalding

It must surely be possible to route the Cleethorpes trains to the South of Lincoln, via Sleaford, Spalding and the new Werrington dive-under, so that Sleaford and Spalding would have a direct service to London.

Don’t Forget Skegness And Boston

Consider.

Skegness, Boston and other places are connected to the East Coast Main Line, by an hourly train to Nottingham via Grantham.

They are also connected to Lincoln and Peterborough at Sleaford.

This OpenRailwayMap shows the lines at Sleaford.

Note.

  1. Sleaford station is marked with the blue arrow.
  2. The orange track is the Peterborough and Lincoln Line, that avoids Sleaford.
  3. The yellow track going East-West is the Grantham and Skegness Line.
  4. There is a loop from the Peterborough and Lincoln Line, so that passenger trains can go through Sleaford station.

I think that there are possibilities to improve the experience at Sleaford.

One possibility must be to build a Park-and-Ride station, where the two lines cross.

How Many Trains Would Be Needed For London King’s Cross and Cleethorpes Via Peterborough?

I estimate that the journey time could be around two hours and 45-50 minutes, so perhaps a six-hour round trip would be possible.

To run an hourly service would need six trains, with three needed for one tp2h.

New Infrastructure Required

The only new infrastructure required, might be some method of refuelling the CAF tri-mode long distance train at Cleethorpes.

November 18, 2023 Posted by | Transport/Travel | , , , , , , , , , | Leave a comment

Do Rolls-Royce mtu Have A Plan To Decarbonise Their Diesel Engines For Rail Applications?

Data Sheets For Rolls-Royce mtu Diesel Engines For Trains

These are data sheets for various Rolls-Royce mtu diesel engines that can be used in rail applications.

Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels

The title of this section, is the same as that of this press release from Rolls-Royce.

These four bullet points, act as sub-headings.

  • mtu Series 1300, 1500 and 1800 engines already released; Series 1600 and 4000 to follow shortly
  • Up to 90% CO2 savings by operating existing engines with Hydrotreated Vegetable Oil (HVO/renewable diesel)
  • Locally emission-free operation possible in combination with mtu Hybrid PowerPack
  • Field tests with DB Cargo and RDC Autozug Sylt

This is the first paragraph.

Rolls-Royce is taking a significant step towards even more climate-friendly rail transport with the release of mtu rail engines for use with sustainable fuels. With synthetic diesel fuels of the EN15940 standard, CO2 emissions can be reduced by up to 100 percent compared to fossil diesel. Hydrotreated Vegetable Oil (HVO or renewable diesel), which is already commercially available today, reduces CO2 emissions by up to 90 percent. If the fuels are produced with the help of renewable energy and green hydrogen – through what is termed a Power-to-X process – existing rail vehicles can be operated in a completely CO2-neutral manner. The mtu Series 1800 engines which are used in mtu PowerPacks, as well as Series 1300 and 1500 for locomotives and multi-purpose vehicles, are already approved for use with synthetic fuels such as HVO. Series 1600 and versions of Series 4000 engines will follow in the near future. The release of engines for climate-friendly fuels requires a series of tests and trials and Rolls-Royce has found strong partners for this activity. DB Cargo and RDC Autozug Sylt have already tested or are currently testing mtu Series 4000 engines with HVO in their locomotives.

How Does That Fit With The UK’s Population Of Rolls-Royce mtu Diesel Engines?

These classes of train have Rolls-Royce mtu engines.

Note.

  1. Class 168 and 170 trains seem to be powered by older model Rolls Royce mtu engines.
  2. Class 180, 220,221 and 222 trains are powered by Cummins engines.
  3. I can’t find what engines power Class 805 and 810 trains, but it is reasonable to assume they have the same engines as the other Hitachi trains.
  4. As CAF are building LNER’s new tri-mode trains, I suspect these trains will also have Rolls Royce mtu engines.

It would appear that all the Rolls-Royce mtu rolling stock in the UK, with the possible exception of the Class 168 and 170 trains will be able to run on sustainable fuels.

Rolls Royce mtu And Hydrogen

This press release from Rolls-Royce is entitled Rolls-Royce Successfully Tests mtu Engines With Pure Hydrogen.

This is the first paragraph.

Rolls-Royce today announces that it has conducted successful tests of a 12-cylinder gas variant of the mtu Series 4000 L64 engine running on 100% hydrogen fuel. The tests, carried out by the Power Systems business unit, showed very good characteristics in terms of efficiency, performance, emissions and combustion. These tests mark another important step towards the commercial introduction of hydrogen solutions to meet the demand of customers for more sustainable energy.

Engines of mtu’s 4000 family are used in Class 43 power cars, so surely these developments could lead to hydrogen-powered freight locomotives.

The picture shows a Class 43 power car at Glasgow Queen Street station.

Could Rolls-Royce mtu hydrogen power keep these iconic trains running for a few more years?

In ‘Spirit of Innovation’ Stakes Claim To Be The World’s Fastest All-Electric Vehicle, I look at Rolls-Royce’s Spirit of Innovation, which set the record for an electric vehicle at 555.9 km/hour.

As the InterCity125 already holds the record for the fastest diesel train, perhaps Rolls-Royce will attempt to set a record for the fastest hydrogen-powered train?

Decarbarbonising The CAF Class 195, 196 And 197 Trains

If Rolls-Royce mtu develop a hydrogen version of the 1800 diesel engine, then this could be used to fully decarbonise the CAF trains.

The operators may consider it’s not worth it and continue with using sustainable fuels.

But the possibility is surely there.

There must also be the possibility of developing a fuel cell replacement for the 1800 diesel, that can be slotted into the train.

Decarbarbonising The Hitachi Class 80x Trains

Hitachi are developing battery packs and the data sheet can be downloaded from this page on the Hitachi web site.

Decarbarbonising The CAF Tri-Mode Trains

I feel that as CAF usually use Rolls-Royce mtu engines, I suspect these trains will be designed, so they can be converted to hydrogen.

Conclusion

Rolls-Royce mtu appear to be on a path to decarbonise all their diesel engines.

 

November 18, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , | 5 Comments

The Data Sheet For Hitachi Battery Electric Trains

Was I just slow to spot this data sheet or has it only just been released?

You can download a copy from this page on the Hitachi web site.

In a section on the page, which is entitled Intercity Battery Trains, this is said.

A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Adding just one battery reduces emissions by more than 20% and offers cost savings of 20-30%.

Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.

These are my initial thoughts.

Plug-and-Play

It looks like the train is plug-and-play.

A diesel engine will be swapped for a battery-pack and the train’s computer controls the power sources accordingly.

Hitachi’s Battery Philosophy Explained

This is said on the data sheet.

Battery technology has the potential to play a significant role in the future of sustainable rail mobility, setting
the rail industry on the path to full intercity decarbonisation by 2050.
Installing batteries on intercity trains can complement electrification and provide a low emission alternative
to domestic air travel.

Our retrofit solution for intercity trains offers phased replacement of diesel engines at the time that they would
have been due for their regular heavy maintenance overhaul, replacing each engine in turn until trains are fully battery electric. The solution delivers fuel cost savings and lowers CO2 emissions by at least 20% for every engine replaced, and a 20% reduction in whole life maintenance costs – well within the battery’s life span of 8-10 years.

Performance On Battery Power

The data sheet gives these bullet points.

  • 750kW peak power
  • Weight neutral.
  • At least 20% lower CO2 emissions
  • 70km on non-electrified routes
  • 20% reduction in whole life maintenance costs
  • Up to 30% fuel cost savings
  • Zero emissions in and out of stations
  • Charge on the move
  • 10 year life span

Note.

  1. 750 kW peak power, is around the power of the diesel-engine, that will be replaced.
  2. I wouldn’t be surprised that powerwise, the battery pack looks like a diesel engine.
  3. Weight neutral means that acceleration, performance and handling will be unchanged.
  4. Batteries are easier to maintain than diesels.
  5. It is stated that a train can be fully-decarbonised.

I have a feeling these trains are no ordinary battery-electric trains.

Seventy Kilometre Range On Battery

Seventy kilometres is 43.5 miles.

This may not seem much, but the data sheet says this.

Our battery hybrid trains can cover 70km on non-electrified routes, operating at intercity speeds at the same
or increased performance. By identifying the routes with short non-electrified sections of 70km or less, we could
see the replacement of existing diesel trains with fully battery-operated trains on those routes within a year.
And, using battery power to avoid electrifying the hardest and most expensive areas, such as tunnels and bridges,
enables flexibility on electrification, minimising passenger disruption during upgrades.

Note.

  1. It looks like the trains can operate at 125 mph on battery power, where the track allows it. But then the rolling restistance of steel wheel on steel rail, is much lower, than that of rubber tyres on tarmac.
  2. Hitachi seem to have developed a philosophy on how the trains will be used.
  3. Hitachi’s pantographs, go up and down with all the alacrity of a whore’s drawers. They will be ideal for a short length of electrification.

I think these LNER routes could be immediately decarbonised.

  • LNER – London and Harrogate , where only 18.3 miles is unelectrified. Trains may not need charging, as a full battery could handle both ways.
  • LNER – London and Hull, where 36.1 miles is unelectrified. A short length of electrification to charge trains would be needed at Hull.
  • LNER – London and Lincoln, where only 16.7 miles is unelectrified. Trains would not need charging, as a full battery could handle both ways.
  • LNER – London and Middlesbrough, where only 20.3 miles is unelectrified. Trains would not need charging, as a full battery could handle both ways.

Note.

  1. It looks like some services could start fairly soon, once batteries are available.
  2. Hull Trains could use the 70 km batteries and charging at Hull, as it passed through. This would decarbonise Hull Trains passenger operations.
  3. Services to Aberdeen, Cleethorpes and Inverness would be out of range of the initial Hitachi trains.

Could the last point, partially explain the purchase of the CAF tri-mode trains, which I wrote about in First Tri-Mode Long Distance Trains For The East Coast Main Line?

We shall see what we shall see.

But having a choice of battery-electric or tri-mode trains will enable route development and decarbonisation.

What Is The Size Of The Battery Pack?

In How Much Power Is Needed To Run A Train At 125 Or 100 mph?, I estimated that to maintain 125 mph, a Class 801 train has a usage figure of 3.42 kWh per vehicle mile.

If a five-car Class 800 can run 70 km or 43.5 miles at 125 mph, as indicated by Hitachi, then the battery size can be calculated.

3.42 * 5 * 43.5 = 743.85 kWh

As the battery pack can supply 750 kW according to the data sheet, this looks like this will run the train for an hour.

Is that coincidence or a design criteria?

What Battery Capacity Would Be Needed For A Hundred Miles?

For a five-car train, this is the energy needed for a hundred miles.

3.42 *5 * 100 = 1710 kWh or three batteries.

For a nine-car train, this is the energy needed for a hundred miles.

3.42 *9 * 100 = 3078 kWh or five batteries.

It looks like all diesel engines will be replaced by batteries.

Will Class 801 Trains Swap Their Single Diesel Engine For a Battery Power Pack?

Consider.

  • Class 801 trains have a single diesel engine for emergency power.
  • Lumo’s Class 803 trains, are all-electric with a battery-pack for emergency hotel power only.
  • Hitachi must have full details on the performance of Lumo’s trains.
  • The East Coast Main Line is notorious for the wires to come tumbling down.
  • The diesel engine and the battery pack appear to weigh the same.
  • Batteries cost less to maintain than diesels.

I can’t see why the single diesel engine can’t be replaced by a standard battery pack, without loosing any functionality.

What Would Be The Range Of A Fully Battery-Electric Train?

This is a paragraph from a data sheet.

Our retrofit solution for intercity trains offers phased replacement of diesel engines at the time that they would
have been due for their regular heavy maintenance overhaul, replacing each engine in turn until trains are fully battery electric. The solution delivers fuel cost savings and lowers CO2 emissions by at least 20% for every engine replaced, and a 20% reduction in whole life maintenance costs – well within the battery’s life span of 8-10 years.

Note.

  1. It looks like Hitachi are expecting operators to replace engines in turn.
  2. Replacing engines with batteries saves the operators money.

As a five-car Class 800 train has three diesel engines and a nine-car train has five engines, does this mean that the range of fully-batteried Class 800 train is 70 km or 210 km?

  • A fully-batteried Class 800 train will weigh the same as the current diesel.
  • One battery can drive the train for 70 km at 125 mph according to Hitachi.
  • There are no branches of electrified lines that are 125 mph lines without electrification.
  • I would assume that the train can use regenerative braking to recharge the batteries.
  • 210 kilometres is 130 miles.

I don’t know much about the electrical systems of Hitachi’s trains, but it is likely that there will be an electrical bus to distribute power from one end of the train to the other.

So a five-car Class 800 train with three fully-charged battery packs could have over 2 MWh of electricity on board, that could be used for traction.

  • Applying the usage figure of 3.42 kWh per vehicle mile, gives a range for the five-car train of at least 117 miles.
  • The equivalent figure for a nine-car train will be at least 121 miles.

These distances would open up routes like these on the East Coast Main Line.

  • LNER – London King’s Cross and Aberdeen – 91.4 miles – Charge before return.
  • LNER/Hull Trains – London King’s Cross and Beverley via Temple Hirst junction – 44.3 miles – No Charging needed before return.
  • Grand Central – London King’s Cross and Bradford Interchange via Shaftholme junction – 47.8 miles – No Charging needed before return.
  • LNER – London King’s Cross and Cleethorpes via Newark and Lincoln – 63.9 miles – Charge before return.
  • LNER – London King’s Cross and Harrogate via Leeds – 18.3 miles – No Charging needed before return.
  • LNER – London King’s Cross and Inverness– 146.2 miles – Charge before return.
  • LNER/Hull Trains – London King’s Cross and Hull via Temple Hirst junction – 36.1 miles – No Charging needed before return.
  • LNER – London King’s Cross and Middlesbrough via Northallerton – 20.3 miles – No Charging needed before return.
  • LNER – London King’s Cross and Scarborough via York – 42.1 miles – No Charging needed before return.
  • LNER/Grand Central – London King’s Cross and Sunderland via Northallerton – 47.4 miles – No Charging needed before return.

Note.

  1. The miles are the longest continuous distance without electrification.
  2. Only Aberdeen, Cleethorpes and Inverness would need to charge trains before return.
  3. Inverness may be too far. But is it in range of LNER’s new CAF tri-mode trains?

The battery range  would also allow LNER to use the Lincoln diversion on the Joint Line.

Why Didn’t LNER Buy More Azumas?

This puzzles me and I suspect it puzzles other people too.

Surely, an all Azuma fleet will be easier to manage.

But in this article on Modern Railways, which is entitled LNER Orders CAF Tri-mode Sets, this is said.

Modern Railways understands the new fleet will be maintained at Neville Hill depot in Leeds and, like the ‘225’ sets, will be used predominantly on services between London and Yorkshire, although unlike the ‘225s’ the tri-modes, with their self-power capability, will be able to serve destinations away from the electrified network such as Harrogate and Hull.

Note.

  1. Hull would possibly need work to provide some form of charging for battery-electric Azumas, but Harrogate is close enough to be served by a one-battery Azuma.
  2. The CAF Tri-mode sets would certainly handle routes like Cleethorpes, Middlesbrough and Sunderland, but would they really need a ten-car train.
  3. Ten-car trains would also be busy on the Leeds route.
  4. The UK is going to need more 125 mph trains for Cross Country, Grand Central, Grand Union, TransPennine Express and possibly other train companies.
  5. Has Hitachi got the capacity to build the trains in the UK?

So has the Government given the order to CAF to create a level of competition?

Conclusions

These are my conclusions about Hitachi’s battery packs for Class 80x trains, which were written in November 2023.

  • The battery pack has a capacity of 750 kWh.
  • A five-car train needs three battery-packs to travel 100 miles.
  • A nine-car train needs five battery-packs to travel 100 miles.
  • The maximum range of a five-car train with three batteries is 117 miles.
  • The maximum range of a nine-car train with five batteries is 121 miles.

As battery technology gets better, these distances will increase.

Hitachi have seen my figures.

They also told me, that they were in line with their figures, but new and better batteries would increase range.

In July 2025, I wrote Batteries Ordered For Grand Central Inter-City Trains, which mentions the following.

  • Grand Central’s trains will be electric-diesel-battery hybrid inter-city trainsets.
  • The trains will have lithium ion phosphate batteries.
  • The trains will be delivered in 2028.
  • The batteries will be smaller and more powerful, than current batteries.

This is also said about safety, hazards and cybersecurity.

The Safety Integrity Level 2 and IEC 61508 compliant battery management system will detect and mitigate hazards and meet the IEC 62243 cybersecurity standard.

These batteries would appear to give Hitachi and Grand Central Trains everything they want and need.

It looks like the new battery chemistry, will give Hitachi extra range.

November 14, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 20 Comments

First Tri-Mode Long Distance Trains For The East Coast Main Line

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

This is the sub-heading.

London North Eastern Railway (LNER) is pleased to confirm that CAF has been named as the successful bidder to deliver a fleet of 10 new tri-mode trains for LNER. Porterbrook has been chosen as the financier of the new fleet. The trains will be able to operate in electric, battery or diesel mode.

These are the first two paragraphs.

Benefits of tri-mode trains range from a reduction in emissions, particulates, noise and vibration pollution, lower maintenance and operating costs and upgradeable technology, with an expected increase in range and performance as technology develops further. Battery power reduces the need to use diesel traction in areas where overhead powerlines are not available.

Complementing the modern Azuma fleet of 65 trains, the new ten-coach trains will help LNER achieve its vision of becoming the most loved, progressive and trusted train operator in the UK, delivering an exceptional service for the customers and communities served along its 956-mile network.

I have a few thoughts.

Will The Trains Have Rolls-Royce mtu Diesel Engines?

Consider.

  • CAF’s Class 195, 196 and 197 Civity trains for the UK all have Rolls-Royce mtu diesel engines.
  • Porterbrook are headquartered in Derby.
  • Rolls-Royce are headquartered in Derby.
  • In Rolls-Royce And Porterbrook Agreement Will Drive Rail Decarbonisation, I talked about how the two companies were planning to  decarbonise trains using techniques like mtu Hybrid PowerPacks and hydrogen fuel cells.

I would think it very likely that the new trains will have Rolls-Royce mtu engines.

Will The Trains Have Rolls-Royce mtu Hybrid PowerPacks?

It was in 2018, that I first wrote about mtu Hybrid PowerPacks in Rolls-Royce And Porterbrook Launch First Hybrid Rail Project In The UK With MTU Hybrid PowerPacks.

  • Examples of these power packs are now running in Germany, Ireland and the UK.
  • The mtu Hybrid PowerPack how has its own web site.
  • There is also this YouTube video.
  • If CAF use off-the-shelf mtu Hybrid PowerPacks in their Civity trains, there is one big massive plus – They don’t have to develop the complicated control software to get a combination of diesel engines and batteries to perform as immaculately as Busby Berkeley’s dancers or a Brigade of Guards.
  • The mtu Hybrid PowerPacks also have a big plus for operators – The batteries don’t need separate charging infrastructure.
  • In Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels, I talk about how mtu engines can run on sustainable fuels, such as biodiesel or HVO.

I think it is extremely likely that CAF’s new trains for LNER will be powered by mtu Hybrid PowerPacks.

Class 800 And Class 397 Trains Compared

The Class 800 train is LNER’s workhorse to Scotland from London.

The Class 397 train used by TransPennine Express, is a 125 mph Civity train.

Differences include.

  • The Class 800 train can run at 140 mph, where the signalling allows, but is the Class 397 train only capable of 125 mph?
  • The Class 397 train accelerate at 0.92 m/s², whereas the Class 800 train can only manage 0.7 m/s².
  • The Hitachi train has 14 % more seats, 36 First and 290 Standard as opposed to 22 First and 264 Standard in five-car trains.

I will add to this list.

Will The New Trains Be Capable Of 140 mph Running?

As the East Coast Main Line is being fully digitally signalled to  allow 140 mph running of the numerous Hitachi expresses on the route, I wouldn’t be surprised to see, that the new CAF trains will be capable of 140 mph.

In this article on Modern Railways, which is entitled LNER Orders CAF Tri-mode Sets, this is said.

The new fleet will be equipped with CAF Signalling’s European Rail Traffic Management System digital signalling. This will align with the East Coast Digital Programme, which aims to introduce European Train Control System (ETCS) on the southern stretch of the East Coast main line from King’s Cross to Stoke Tunnel by 2029.

Later in the article this is said.

LNER has retained 12 ‘91s’ hauling eight rakes of Mk 4s, and the rollout of ETCS is another reason the operator has sought to order the replacement fleet. LNER’s passenger numbers have rebounded more quickly than other operators post-Covid, which has helped make the case for confirming the order.

This does seem sensible.

What Will Be The Range Of The CAF Trains Without Electrification?

The longest LNER route without electrification is the Northern section of the Inverness service between Inverness and Dunblane, which is 146.1 miles. There are also eight stops and some hills.

In Edinburgh to Inverness in the Cab of an HST, there’s a video of the route.

I’m sure that even, if they don’t normally run the new trains to Inverness, being able to do so, could be useful at some point.

It should be noted that the Guinness World Record for battery-electric trains is 139 miles, which is held by a Stadler Akku.

I am left with the conclusion that London and Inverness needs a tri-mode train or lots of electrification. Did this rule out Hitachi?

The Number Of Trains Ordered

The Modern Railways article says this about the number of trains.

The contract includes an eight-year maintenance services agreement with an option to extend; CAF says the order value, including maintenance, exceeds €500 million. When the tender was published the intention was to include an option for five additional sets; LNER confirmed to Modern Railways there is an option to purchase additional sets on top of the base order of 10.

Can we assume this means that other trains will be ordered, if the trains are a success?

Can These New CAF Trains Be Made Net Zero?

This is a paragraph, in the LNER press release.

This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.

As the new CAF trains will probably have a service life of at least forty years, there must be some way, that these new trains can be made net zero.

Consider.

  • I am absolutely certain, that the new CAF trains will have Rolls-Royce mtu diesel engines.
  • LNER’s existing Class 800 and 801 trains have Rolls-Royce mtu diesel engines.

Rolls-Royce mtu according to some of Rolls-Royce’s press releases appear to be developing net zero solutions based on hydrogen or net zero fuels.

This press release from Rolls-Royce is entitled Rolls-Royce Successfully Tests mtu Engines With Pure Hydrogen, suggests that Rolls-Royce mtu are working on a solution.

Routes They Will Serve

The Modern Railways article says this about the routes to be served.

Modern Railways understands the new fleet will be maintained at Neville Hill depot in Leeds and, like the ‘225’ sets, will be used predominantly on services between London and Yorkshire, although unlike the ‘225s’ the tri-modes, with their self-power capability, will be able to serve destinations away from the electrified network such as Harrogate and Hull.

Note.

  1. This surprised me, as I’d always expected the Yorkshire routes will be served by Hitachi battery-electric trains.
  2. But it does look that both Harrogate and Hull stations, have long enough platforms to hold a ten-car train.
  3. With their tri-mode technology, it also looks like the CAF trains won’t be needed to be charged before returning to London.

The last point would enable them to try out new routes.

These are distances from the electrification of the East Coast Main Line of the destinations that LNER served, where there is not full electrification.

  • Aberdeen via Ladybank – 91.4 miles
  • Carlisle via Skipton – 86.8 miles
  • Cleethorpes via Newark and Lincoln – 63.9 miles
  • Harrogate via Leeds – 18.3 miles
  • Huddersfield via Leeds – 17.2 miles
  • Hull via Temple Hirst junction – 36.1 miles
  • Inverness via Dunblane – 146.1 miles
  • Lincoln via Newark – 16.7 miles
  • Middlesbrough via Northallerton – 22.2 miles
  • Scarborough via York – 42.1 miles
  • Sunderland via Northallerton – 47.4 miles

Note.

  1. The first place after the ‘via’ is where the electrification ends.
  2. Carlisle could be a possibility during High Speed Two upgrading of the West Coast Main Line or for an enthusiasts’ special or tourist train.
  3. Cleethorpes is a possible new service for LNER. I wrote about this in LNER To Serve Cleethorpes.
  4. Scarborough must be a possible new service for LNER.
  5. All stations can take ten-car trains, with the possible exception of Middlesbrough, which is currently being upgraded.
  6. Huddersfield and Leeds is being electrified under the TransPennine Upgrade.

This would appear to show that LNER need enough bi-mode or tri-mode trains to run services to Aberdeen, Cleethorpes, Harrogate, Hull, Inverness, Lincoln, Middlesbrough and Sunderland.

But.

  • It would appear that the initial batch of trains, will not be serving the North of Scotland.
  • Aberdeen and Inverness could be served, when there is enough electrification at the Southern end.

I am also fairly sure, that no significant infrastructure is required.

Do Hitachi Have A Problem?

I am starting to wonder, if Hitachi are having trouble with the designing and building of their battery packs.

  • It’s not like Hitachi to allow someone to run off with a €500 million contract from under their nose.
  • Are they short of capacity to build the trains at Newton Aycliffe?

But then they’re probably up to their elbows in work on the High Speed Two Classic-Compatible trains.

Are There Any Other Routes, Where The New CAF  Trains Could Be Employed?

The trains would certainly be suitable for these routes.

  • Chiltern – InterCity services.
  • CrossCountry Trains – Fleet replacement
  • Grand Central Trains – Fleet replacement
  • Grand Union Trains – For Carmarthen and Stirling open access services.
  • Great Western Railway – Replacing Castles in the South West.
  • ScotRail – Replacing Inter7City trains.
  • South Western Railway – Basingstoke and Exeter St. Davids and other routes.

Note.

  1. CAF could sell a lot of trains.
  2. I estimate that fleet replacement for Grand Central Trans would cost around €350 million
  3. The specification would vary according to the route.

Could CAF  have got the LNER order, because they have the capacity in the Newport factory?

Conclusion

It looks like CAF have done a good job in designing the trains.

I’m also fairly sure that CAF are using Rolls-Royce mtu PowerPacks.

 

 

 

 

November 11, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 7 Comments

The Diesel Power Of The Class 805 Trains

Avanti West Coast’s new Class 805 trains, will probably start running between London Euston and Chester, Shrewsbury and North Wales before the end of the year.

But will they have the 560 kW engines of the Class 800 trains or the the 700 kW engines of the Class 802 trains?

On this page of Eversholt Rail’s web site, there is a detailed specification for a Class 802 train.

It says these trains have a top speed of 110 mph on diesel.

But it also says this about the design of the trains.

They have been designed to meet the operational requirements of the West of England route and are used on services out of London Paddington to Plymouth and Penzance.

The class 802 is almost identical to the class 800, the differences are that class 802s have a higher rated engine output to tackle the gradients through Devon and Cornwall, and a superior diesel range to provide the IET experience to the wider Greater Western Network, they also have a larger brake resistor which reduces brake pad usage and requires less maintenance.

Wikipedia also says that these are the diesel engine sizes in the three main classes of these Hitachi AT 300 trains.

  • Class 800 train – 560 kW – Three engines for five cars
  • Class 801 train – 560 kW – One emergency engine for five cars
  • Class 802 train – 700 kW – Three engines for five cars
  • Class 810 train – 735 kW – Four engines for five cars

All these four trains have similar bodyshells and running gear, so I suspect that to run at similar cruising speeds, similar amounts of power will be needed.

If the Class 802 train has a speed of 110 mph on diesel, then a rough estimate of the cruising speed of a train with the 560 kW engines can be estimated by doing this simple calculation. Note that air resistance is proportional to the square of the speed.

Square root (110*110 *560/700) = 98.4 mph

I have looked on OpenRailwayMap at all the tracks to the West of Wolverhampton, where these trains will run and the highest maximum operating speed I can find is 90 mph.

As the Class 805 trains have a reprofiled nose, which could be more aerodynamic, they may be able to cruise at 90 mph.

I believe that a train with three 560 kW engines will suit Avanti West Coast purposes well.

What Is The Operating Speed Of The Class 810 trains?

I can use a similar calculation to estimate the maximum operating speed of the Class 810 trains, that will operate on the Midland Main Line.

Consider.

  • The Class 802 train has a total power of 2100 kW
  • The Class 810 train has a total power of 2940 kW
  • The Class 810 train with only three working engines has a total power of 2205 kW

I can estimate the cruising speed by doing this simple calculation, which is similar to the one for the Class 805 train.

Square root (110*110 *2940/2100) = 130 mph

I can also do it for a train running on three engines.

Square root (110*110 *2205/2100) = 113 mph

I looks to me, that the following is possible.

  • As Class 810 trains can achieve the maximum speed of 125 mph on both diesel and electric power, the timetable is independent of the progress of the electrification.
  • If the 125 mph sections are ignored, the fastest sections of line have a maximum speed of 110 mph, which could be possible on three engines.
  • North of the electrification, where the maximum speed is only 110 mph, engines could be selectively rested to avoid overheating.

Four engines give a lot of interesting options.

I can’t wait to take a ride.

Could The Class 810 Trains Be Fitted With Batteries?

When, the electrification reaches Market Harborough station, there will be no 125 mph sections on the Midland Main Line, which are not electrified.

This Hitachi infographic shows the Hitachi Intercity Tri-Mode Battery Train.

A Class 810 version of this train would have three diesel engines and one battery pack.

  1. It would have all the features of the infographic.
  2. My calculations give it a top speed of 113 mph on a route, where the maximum speed North of the electrification is 110 mph.
  3. I also suspect, it could bridge any small gaps in the electrification.

It would have the very positive effects of saving fuel and cutting pollution in stations.

September 29, 2023 Posted by | Transport/Travel | , , , , , , , , , , | 2 Comments

London North Eastern Railway Runs Trial Train To Liverpool Street

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

These two paragraphs, describe why this was done.

In an effort to mitigate the effect on passengers during disruption to services, London North Eastern Railway (LNER) ran one of its Azuma trains from Finsbury Park to London Liverpool Street during the early hours of this morning, Friday, 14th July.

The trial run took place to determine the long-term feasibility of diverting services during periods of planned disruption or when significant engineering works were taking place.

There doesn’t seem to have been any problems.

  • The route in from Finsbury Park station went through Canonbury, Dalston Kingsland, Hackney Central, Homerton, Hackney Wick, Stratford and Bethnal Green stations, which was a distance of 9.6 miles.
  • The route out to Finsbury Park station went through Bethnal Green, Cambridge Heath, London Fields, Dalston Kingsland and Canonbury, what was a distance of 5.8 miles.

Note.

  1. Two different routes were checked.
  2. The Class 800 train had five cars.
  3. Platform 4 at Liverpool Street station was used, which is normally used by London Overground and Cambridge services.

As this comes so soon after the test run to Cleethorpes, that I wrote about in Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, I wonder if Network Rail and the train operating companies are planning for some worst case scenario, where the two or more of the West Coast Main Line, Midland Main Lone and East Coast Main Line are blocked.

LNER and Network Rail have shown the following.

  • Azumas can use Cleethorpes station.
  • Azumas can use Liverpool Street station.

We also know that Cleethorpes has a direct TransPennine train service across the North of England to Doncaster, Sheffield, Manchester and Liverpool.

So if say Euston has to be shut for perhaps fourteen days during the construction of High Speed Two, a service between Liverpool Street and Cleethorpes via Colchester, Ipswich, Cambridge, Peterborough and Lincoln could be used to get some passengers to and from the North.

The other big problem is the removal of the problems of the Newark Crossing, which if it results in a long blockade of the East Coast Main Line, might need services to go into an alternative London terminal.

The Powerhouse In The East

Consider.

  • The importance of Cambridge to the economy of the UK is growing fast.
  • The city suffers from a shortage of commercial premises, housing and staff at all levels.
  • I have just looked at the non-passenger traffic on the West Anglia Main Line for all of yesterday and there were just six freight trains through Bishop’s Stortford.

I wonder, if it would be possible to run a Liverpool Street and Cleethorpes service via Cambridge, Ely, Peterborough, Spalding, Sleaford, Lincoln, Market Rasen, Barnetby and Grimsby Town?

  • The service avoids the East Coast Main Line, except through Peterborough, where it would use the separate Werrington lines.
  • Liverpool Street is in the heart of one of the world’s major financial centres.
  • Liverpool Street is on the Elizabeth Line.
  • The service could call at Stansted Airport, but a reverse would be needed.
  • Peterborough is sometimes promoted in Cambridge as a city, that could be developed, to provide  support for Cambridge.
  • A reverse would be needed at Lincoln.
  • Lincoln is developing as a university city with character.
  • Grimsby and Cleethorpes are close to the fast expanding Humberside renewable energy and hydrogen cluster.

The service could be paired with a Liverpool Street and Norwich service, via Ely, Thetford, Attleborough and Wymondham.

The services could alternate every half hour or perhaps leave London as a pair and split and join at Cambridge.

Platform Availability At Kings Cross And Liverpool Street

Consider.

  • Digital signalling on the East Coast Main Line will increase the number of possible trains between London and the North.
  • LNER have said they want to increase services to the North and have identified a possible service to Cleethorpes.
  • Grand Central would like to increase services to Bradford.
  • Lumo have started services to Newcastle and Edinburgh from Kings Cross.
  • The Elizabeth Line now runs less services into Liverpool Street station.
  • The Elizabeth Line connects to  Liverpool Street, but doesn’t connect to King’s Cross.
  • Liverpool Street is to undergo a major refurbishment, which should increase the overall passenger capacity of the station.

Would it be sensible to move a small number of services from King’s Cross to Liverpool Street?

Surely, the logical service to move to Liverpool Street would be the new Cleethorpes service.

  • It would route via Cambridge, Cambridge North, Ely, Peterborough, Spalding, Sleaford, Lincoln, Market Rasen, Barnetby and Grimsby Town.
  • It would use the Werrington Lines through Peterborough.
  • It would not need a path on the East Coast Main Line.
  • The service would provide a much needed direct link between Cambridge and Lincoln via Peterborough.
  • The service could also be hourly or two-hourly.

I also believe that a Liverpool Street and Cleethorpes service could be run by a battery-electric Azuma.

  • The route is electrified between Liverpool Street and Ely and through Peterborough.
  • Ely and Peterborough is 30 miles.
  • Peterborough and Lincoln is 56.9 miles.
  • Lincoln and Cleethorpes is 47.2 miles.
  • There would need to be a charging station or a few miles of electrification at Cleethorpes.
  • There may be 134.1 miles of unelectrified track, but there can be a Splash and Dash at Peterborough.

A Stadler Akku would be able to handle this route, so I suspect that a similar-sized battery-electric Azuma should also be able to handle the route.

July 19, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 3 Comments

A Very Busy Paddington – 4th July 2023

On my trip to Marsh Barton station, Paddington was very busy, as these pictures show.

Note.

  1. Trains were leaving to Cheltenham Spa, Great Malvern. Newquay and Paignton, in addition to the more expected destinations of Bristol Temple Meads, Cardiff and Swansea.
  2. I took the Elizabeth Line to the station and it was very busy.

I feel, that action needs to be taken to increase the capacity of the station for both passengers and trains.

These are my thoughts.

Catching Trains From Reading

Recently, if I want to go somewhere, that is within an hour West of Reading station, I’ve started taking the Elizabeth Line to Reading using my Freedom Pass and then buying an Off Peak Day Return ticket from Reading.

  • It saves a few pounds.
  • I can catch the Elizabeth Line train at Moorgate direct to Reading, after having breakfast on Moorgate.
  • Moorgate is an easy bus ride from outside my house.

I suspect some other Freedom Pass holders will start to use Reading station to go West.

The only disadvantages are that you miss the Reading train and have to wait half-an-hour for another and that buying tickets at Reading means leaving the station.

Improvements, I would make would include.

  • Four trains per hour (tph) between Whitechapel and Reading.
  • A ticket machine on the bridge at Reading station, so that those needing a ticket can buy one without leaving the station.

I suspect other improvements could also improve this option.

A Second Concourse At The Western End Of Paddington Station

If you go to Paddington station on the Hammersmith and City Line of the Underground, you can walk across the top of the main station and take stairs down to the platform for your departing train.

There has been talk of improving this area of the station, so that passengers using that route from the Underground have an easier route with more facilities like cafes, shops and toilets.

I’m all for this improvement.

What Is The Point Of Heathrow Express?

On my trip, I watched a Heathrow Express arrive in Paddington and just a few people got off.

I am utterly certain, that the Elizabeth Line is giving Heathrow Express a good kicking, as it is so much better connected to the important destinations within London, like Bond Street, Canary Wharf, Farringdon for Thameslink, Liverpool Street for The City, Stratford for events and Whitechapel for the East London Line.

Discussions of the future of Heathrow Express, must also include the Western Rail Link to Heathrow, which is currently being planned by Network Rail.

This page on the Network Rail web site gives more details, including these benefits for the link.

  • Reduce rail journey times between Reading and Heathrow by delivering a new, faster, frequent, more reliable direct train service to Heathrow with four trains per hour in each direction. All trains would call at Reading and Slough and alternate trains at Twyford and Maidenhead. Journey times could be as short as 26 minutes from Reading and 6 to 7 minutes from Slough.
  • Significantly improve rail connectivity to Heathrow from the Thames Valley, South Coast, South West, South Wales and West Midlands.
  • Provide an alternative form of transport for passengers and the large number of people who work at the airport who are currently travelling by road.
  • Ease congestion on some of the UK’s busiest roads, the M4, M3 and M25 resulting in lower CO2 emissions equivalent to approximately 30 million road miles per year, helping to deliver the UK’s climate change and carbon reduction targets.
  • Generate economic growth and new jobs across the Thames Valley and surrounding areas.
  • Reduce passenger congestion at London Paddington.

There is then the question of who should run the service; Heathrow Express, the Elizabeth Line or both.

At the present time, trains from London to Heathrow are.

  • Elizabeth Line – 2 tph – Shenfield and Terminal 5
  • Elizabeth Line – 4 tph – Abbey Wood and Terminal 4
  • Heathrow Express – 4 tph  – Paddington and Terminal 5

Note.

  1. All trains also serve Heathrow Terminals 2 and 3.
  2. The Piccadilly Line also serves all Heathrow Terminals.
  3. It appears that Terminal 4 is only served by the Elizabeth Line.
  4. Terminal 5 has 6 tph, but the Western Rail Link will be at a frequency of four tph.

Because of the mismatch at Terminal 5 and that two tph will stop at Slough, Maidenhead and Twyford, I suspect we might see the following services on the Western Rail Link

  • Elizabeth Line – 2 tph – Terminal 5 and Reading via Slough, Maidenhead and Twyford
  • Heathrow Express – 2 tph – Terminal 5 and Reading via Slough.

Note.

  1. This would give Reading and Central London, a much-needed four tph on the Elizabeth Line. Two tph would be direct and two tph would be via Heathrow.
  2. It would not require any more paths in the Elizabeth Line Central Tunnel, as the 2 tph between Shenfield and Terminal 5 will just be extended to Reading.
  3. Heathrow Express has Western access with a connection to Reading.

It looks like this service pattern could be a good compromise.

I also suspect that this would improve passenger numbers for Heathrow Express.

Could Heathrow Express Run Its Service Using One Platform At Paddington?

I am fairly certain that this would be possible, if passenger access to the platforms at Paddington station were to be improved, by the building of a second concourse at the Western end of the station.

It is also likely, that full digital signalling will be applied between Paddington and Reading and this will surely improve the ease of running four tph into one platform at London Paddington for Heathrow Express.

I can see, that a reorganisation of Heathrow Express after the building of a second Western concourse at Paddington and the Western Rail Link to Heathrow, that Heathrow Express could be able to release a platform.

Could Great Western Railway Reorganise Suburban Services?

These are Great Western Railway’s suburban services, that terminate at Paddington.

  • 1 tph – London Paddington and Oxford via Reading and Didcot Parkway
  • 2 tph – London Paddington and Didcot Parkway via Slough, Maidenhead, Twyford, Reading, Tilehurst, Pangbourne, Goring & Streatley and Cholsey
  • 1 tph – London Paddington and Newbury via Reading, Theale and Thatcham

Note.

  1. The Oxford services, are run by Class 800 trains, running as either five-car, nine-car or ten-car trains.
  2. Oxford is also served by the hourly Paddington and Great Malvern service.
  3. All of the other services, are run by Class 387 trains, running as either four-car or eight-car trains.
  4. There doesn’t seem to be any pattern to the platforms used by these services.

I find the last point very surprising, as my extensive scheduling experience says that it is easier to schedule several similar processes, rather than a number of different ones.

This OpenRailwayMap shows the platforms at Paddington station.

Note.

  1. The platforms are numbered 1 to 14 from South-West to North-East.
  2. Platforms 1 to 12 all appear to long platforms about the same length.
  3. As some platforms can take ten-car Class 800 trains, I wouldn’t be surprised to find out all platforms 1-12 can.
  4. The only short platform is platform 14, which can accommodate an eight-car Class 387 train, which is 163 metres long.

It looks to me, with twelve long similar platforms, they can schedule the platforms on the fly, so perhaps this explains, the randomness of platform allocations.

I think in an ideal world, I would try and organise these services as follows.

  • The Oxford and Great Malvern services could share a platform at Paddington, which would help passengers to find the next Oxford train.
  • The Didcot Parkway and Newbury services could also share a platform at Paddington, for the same reason.
  • Unless Didcot Parkway and Newbury services are occasionally run by a twelve-car train, they could even use the short platform 14.

This would surely be a more efficient use of the platforms at Paddington station.

Could Didcot Parkway Services Become Another Elizabeth Line Destination?

Consider.

  • Didcot Parkway to London Paddington services appear to use the same tracks as Elizabeth Line services between Reading and Southall West Junction, where they change to the main line for Paddington.
  • London Paddington to Didcot Parkway services appear to use the main line from Paddington to Dolphin Junction, which is just to the East of Slough station, where it joins the same tracks as Elizabeth Line services to Reading.
  • Nine-car Class 345 trains are forty metres longer than an eight-car Class 387 train.
  • Class 345 trains are 90 mph trains.
  • Class 387 trains are 110 mph trains.
  • Class 387 trains wouldn’t fit the platform edge doors in the Elizabeth Line Central Tunnel.

It would appear that the Didcot Parkway and London Paddington services could be moved to the Elizabeth Line, by doing the following.

  • The Class 387 trains would be replaced by Class 345 trains.
  • Trains to London would go straight on at Southall West Junction and through the Elizabeth Line Central Tunnel.
  • Trains from London would emerge from the Elizabeth Line Central Tunnel on the right track for Reading.
  • There might be a need to lengthen a few platforms.

Note.

  1. The Didcot Parkway to London Paddington services would not need to use the main line.
  2. 2 tph would be removed from Paddington station.

As one electric train is being replaced by another, there would probably be no need for more electrification.

Could Newbury Services Become Another Elizabeth Line Destination?

Consider.

Freight trains appear to be able to go from Theale station to Platform 5 at Slough station, through Platform 15 at Reading station, which is a possible route that a Newbury to the Elizabeth Line Central Tunnel train would take.

Freight trains appear to be able to go from Platform 4 at Slough station to Theale station, through Platform 15 at Reading station, which is a possible route that an Elizabeth Line Central Tunnel to Newbury train would take.

It would appear that the Newbury and London Paddington services could be moved to the Elizabeth Line, by doing the following.

  • The Class 387 trains would be replaced by Class 345 trains.
  • Trains through Reading would follow the freight route.
  • There might be a need to lengthen a few platforms.

Note.

  1. The Newbury to London Paddington services would not need to use the main line.
  2. 1 tph would be removed from Paddington station.

As one electric train is being replaced by another, there would probably be no need for more electrification.

Conclusion

It looks like the capacity of Paddington station can be increased by the following.

  • Building a new second concourse at the Western end of the station.
  • Heathrow Express releasing a platform.
  • Oxford and Great Malvern services could share a platform at Paddington
  • Moving Didcot Parkway and Newbury services to the Elizabeth Line.

No new electrification would be required.

July 8, 2023 Posted by | Transport/Travel | , , , , , , , , | 1 Comment

Cleethorpes Station – 28th June 2023

I took these pictures at Cleethorpes station yesterday.

Compare them with this one taken three years ago.

Note.

  1. It appears a Platform 4 has been created on the seaward side of the station.
  2. The track in Platform 4 in yesterday’s pictures appears to be newly-ballasted, whereas three years ago it had an air of dereliction.
  3. There is now a smart blue wooden fence separating the tracks from the station concourse.
  4. Strangely, the lighting between Platforms 3 and 4 had been installed three years ago.
  5. There are different types of lighting on the two islands. Could this be because Network Rail are looking for the lights that perform best in a seaside environment?

This Google Map shows Cleethorpes station.

Note.

  1. The track in Platform 4 appears to be complete.
  2. The station is very handy for the beach.

In Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, I said this.

It looks like three platforms 2, 3 and 4 at Cleethorpes station were checked.

I think it is possible to say, that once Network Rail’s brickies and paviours have tidied up, that Cleethorpes station will be LNER-ready and could accept a service from London via Lincoln, Market Rasen, Barnetby and Grimsby Town.

What Will Be The Initial Service Of The London and Cleethorpes Service?

The Wikipedia entry for Cleethorpes station, says this about the London service.

In the 1970s Cleethorpes had a twice daily return service to London King’s Cross, typically hauled by a Class 55 Deltic.

Three people, I spoke to about the possible service, mentioned that two trains per day would be the frequency.

I certainly think, that this frequency, could be a sensible initial frequency.

If it worked in the 1970s, I can see why it might work in the 2020s.

  • Kids still like to go to the seaside and the station is close.
  • This area of North-East Lincolnshire, is getting increasingly important as an energy and hydrogen powerhouse.
  • Cleethorpes station has the space to handle more train services.
  • Cleethorpes station has a small depot nearby, which could ease train operations, by stabling a train overnight for an early start in the morning.

But there is one factor that could attract passengers to use the train between King’s Cross and Cleethorpes. I believe that the soon-to-be-announced Hitachi battery-electric Class 800 trains could be able to handle the route without using a drop of fossil fuel.

Running Battery-Electric Class 800 trains Between King’s Cross And Cleethorpes

Consider.

  • Cleethorpes and Lincoln is 47.2 miles with three stops.
  • Lincoln and Newark Northgate, where the electrification starts is 16.7 files.
  • Cleethorpes and Newark Northgate is 63.9 miles, with an out-and-back trip being 127.8 miles.
  • Battery-electric trains would do most of their charging between King’s Cross and Newark Northgate.
  • Full or partial charging should be possible at both Cleethorpes and Lincoln.
  • Battery-electric trains could give help, in cases of catenary failure on the East Coast Main Line.
  • In What Will Be The Range Of A Hitachi Class 800 Battery Train?, I said that I believed a Class 800 battery train would eventually have a battery range in excess of the Stadler FLIRT Akku’s 139 miles, as no-one likes being second.

I believe these strategies are possible.

Charge A Round Trip At Cleethorpes

Consider.

  • This is a range of just 63.9 miles.
  • The service would use Platform 4 at Cleethorpes station.
  • Charging at Cleethorpes could be by a short length of overhead electrification in Cleethorpes station or a specialist charger in the small depot.
  • Charge time would be around 15 minutes.
  • If charging were in the station, there would be no shunting of trains around.

This could be a simple and efficient way to run the service.

A Battery Round Trip To Cleethorpes

  • This is a range of 127.8 miles.
  • The service would use Platform 4 at Cleethorpes station.
  • I believe that this service would need a simple charger at Cleethorpes station, as trains do get delayed and these delays on a battery-electric train, may increase the need for charging.
  • Also what would happen in Grimsby Town were at home to a London club in the FA Cup?

This could be a reliable way to run the service, but I believe drivers need a charging facility at Cleethorpes as a fail-safe backup.

Electrification Between Grimsby Town And Cleethorpes

In Between Lincoln And Cleethorpes – 28th June 2023, I said this.

3.3 miles between Grimsby Town and Cleethorpes took just ten minutes.

All trains terminating at Cleethorpes would get at least twenty minutes of charging, every time, they turned round at the station.

Much of the route between Grimsby Town and Cleethorpes is only single-track, so this could be a very affordable option.

I don’t think there would be many objectors to electrifying between Grimsby Town and Cleethorpes.

An hourly train would use twenty minutes in ever hour between Grimsby Town and Cleethorpes, it looks like the limit would be three trains per hour terminating at Cleethorpes.

So could the three trains be the following?

  • One train to Liverpool Lime Street.
  • One train to Lincoln, with alternate trains continuing to Nottingham, Loughborough and Leicester and some trains to Kings Cross.
  • One train to Barton-on-Humber.

Note.

  1. The Liverpool Lime Street train, would use batteries between Grimsby Town and Hazel Grove, which is 101.4 miles.
  2. A London King’s Cross train, would use batteries between Grimsby Town and Newark Northgate, which is 60.6 miles.
  3. A Leicester train, could use batteries between Grimsby Town and Leicester, which is 105.3 miles. Nottingham and Grimsby Town is 77.8 miles.
  4. Leicester and Nottingham services would need electrification at the Western end.
  5. King;s Cross, Leicester and Nottingham services would be arranged so Lincoln and Cleethorpes was an hourly service.
  6. A Barton-on-Humber train, would use batteries between Grimsby Town and Barton-on-Humber , which is 19.6 miles or 39.2 miles for a round trip.

Cleethorpes station could be at the centre of its own battery-electric train network, with all trains powered by just 3.3 miles of single-track electrification.

 

June 29, 2023 Posted by | Transport/Travel | , , , , , , , , | 2 Comments

Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route

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

This is the first paragraph.

London North Eastern Railway (LNER) completed a test run from Cleethorpes in Lincolnshire and London King’s Cross, with the view to operating a direct service in the future.

These two paragraphs describe how the tests were carried out.

A first test train travelled from Doncaster on 26 June which called at Grimsby Town, Cleethorpes, Barnetby and Market Rasen. At each station, a series of platform and train validations were performed to ensure that a service could be compatible in the future.

On the journey itself, a specialist team travelled onboard, carried out a number of checks and assessments which is required for any potential new route or extension. A detailed assessment was undertaken. The findings will now be reviewed by the stakeholders.

The test run was in four sections.

  • 5Q80 – Departed Doncaster Carr Lane Depot at 0817 and arrived Cleethorpes Platform 4 at 1000.
  • 5Q81 – Departed Cleethorpes Platform 3 at 1054 and arrived Lincoln Central Platform 5 at 1219.
  • 5Q82 – Departed Lincoln Central Platform 5 at 1226 and arrived Cleethorpes Platform 2 at 1355.
  • 5Q83 – Departed Cleethorpes Platform 2 at 1528 and arrived Doncaster Carr Lane Depot at 1654.

Note.

  1. These details came from Real Time Trains.
  2. It looks like three platforms 2, 3 and 4 at Cleethorpes station were checked.
  3. The route between Cleethorpes and Lincoln Central was checked both ways.
  4. The route between Doncaster Carr Lane Depot and Cleethorpes was checked both ways.
  5. Typically, each station stop took around 10-12 minutes, which probably gave adequate time for the specialist team to make their checks and assessments.
  6. Class 800 trains run six times a day between Lincoln Central and King’s Cross, so I must assume that section is well-checked and has the correct clearances.
  7. Lincoln Central station is 16.7 miles from the electrified East Coast Main Line at Newark Northgate station.
  8. Cleethorpes station is 52.1 miles from the electrified East Coast Main Line at Doncaster station.
  9. The distance between Lincoln Central and Cleethorpes stations is 47.2 miles.
  10. The timing between Lincoln Central and Cleethorpes appears to be just under one hour and thirty minutes.

It looks like a thorough test has been performed.

I have a few thoughts.

Platforms At Cleethorpes Station

According to the Wikipedia entry for Cleethorpes station, the station has three platforms, which are numbered 1, 2 and 3.

These three pictures show Cleethorpes station in 2020.

 

Note.

  1. The two trains are Class 185 trains of TransPennine Express.
  2. The train in the left is in Platform 1.
  3. Platform 2 appears to be empty.
  4. The train on the right is Platform 3.

I would assume Platform 4 could be the derelict platform shown in the third picture at the right. Or it might be a typo!

But if it is felt that LNER  will need their own platform, it would surely be a good idea to do all testing at the same time.

Initial Service Pattern

I would expect that the initial service pattern would follow that used for many new services.

  • There will be an early morning train up to London.
  • There will be a late afternoon or early evening return train.

Journey time could be around three hours and twenty minutes.

Once the demand is proven, extra trains to and from London might be added in the middle of the day.

Could This Service Be Served By Battery-Electric Class 800 Trains?

From a picture on this article on the BBC, the test run appears to have been carried out by a bi-mode Class 800 train.

The full route from Doncaster to King’s Cross has four sections.

  • Doncaster and Cleethorpes – 52.1 miles – Unelectrified
  • Cleethorpes and Lincoln Central – 47.2 miles – Unelectrified
  • Lincoln Central and Newark Northgate – 16.7 miles – Unelectrified
  • Newark Northgate and King’s Cross – 120.1 – Electrified

To go between King’s Cross and Doncaster via Cleethorpes would need a battery-electric train with a range of 116 miles.

In What Will Be The Range Of A Hitachi Class 800 Battery Train?, I came to this conclusion about the battery range of a Class 800 train.

The first version of the battery-electric train will have a range of around a hundred miles, so that they can handle the Great Northern and Great Eastern Joint Line diversion on battery power.

But fairly soon after introduction into service, I will be very surprised if they don’t claim the Guinness world record by running farther than the Stadler FLIRT Akku’s 139 miles.

Note.

  1. Trains would be charged using the existing electrification of the East Coast Main Line.
  2. No new infrastructure would be required.

But for service recovery reasons, it could be prudent to add electrification to Platform 4 at Cleethorpes station.

Could TransPennine’s Service Between Doncaster and Cleethorpes Be Served By Battery-Electric Class 802 Trains?

As it is only a round trip of 104.2 miles, I don’t see why this couldn’t be done by say 2028.

Could LNER’s Service Between King’s Cross and Lincoln Be Served By Battery-Electric Class 800 Trains?

As it is only a round trip of only 33.4 miles, this is the easy trip to decarbonise.

 

June 27, 2023 Posted by | Transport/Travel | , , , , , | 8 Comments

What Will Be The Range Of A Hitachi Class 800 Battery Train?

I feel now, I have enough information to make an educated, at what the distance a five-car Class 800 or Class 802 train will travel on batteries.

Previous Battery-Electric Trains

These are examples of previous distances.

  1. A Bombardier engineer told me eight years ago, that the battery-electric Class 379 had a range of sixty miles.
  2. Stadler’s FLIRT Akku has a Guinness world record of 139 miles on one battery charge. See this page on the Stadler web site.
  3. Even Stadler’s Class 777 trains for Merseyrail have a range of 84 miles on battery power. See New Merseyrail Train Runs 135 km On Battery.

It does appear that five-car battery-electric trains will have ranges in excess of a hundred miles.

Engineering Ambition

Several times in my life, I’ve got fired up about engineering or software projects and I like to think, I’ve produced the best and fastest solution.

For this reason, I believe that Hyperdrive Innovation, who are now part of Turntide Technologies, and Hitachi will set themselves three objectives with the design of the the battery packs for the Class 800 or Class 802 train.

  • The battery-electric Class 802 will outperform the Stadler FLIRT Akku in terms of speed and distance.
  • The battery packs will be plug-compatible with the diesel engines, so there will only be minor software modification to the trains.
  • The train will be able to be handle all Great Western Railway’s routes without using diesel.
  • I wouldn’t be surprised that on many routes the train will cruise at over 110 mph on batteries.

I also suspect they want the Akku’s Guinness world record, which will mean the range will be in excess of 139 miles.

More On LNER’s Ten New Bi-Modes

I wrote about these trains in LNER Seeks 10 More Bi-Modes.

This was my conclusion.

There is a lot of scope to develop LNER’s services.

I think it is likely that the order will go to Hitachi.

But as I indicated, I do believe that there is scope for a manufacturer to design a zero-carbon train, that was able to serve Aberdeen and Inverness.

  • I suspect a fleet of ten trains would be sufficient.
  • Trains would use the 25 KVAC overhead electrification, where it exists and hydrogen or battery power North of the wires.

The trains would also be capable of being upgraded to higher speeds, should the East Coast Main Line be turned into a High Speed Line.

I also think, that whatever trains are bought, there will be a large upgrading of the existing Hitachi fleet, which will add batteries to a lot of trains.

In the July 2023 Edition of Modern Railways, there is an article, which is entitled LNER Embraces Pioneering Spirit, which takes the form of an interview with LNER’s Managing Director; David Horne.

In a section, which is entitled ‘225’ Replacement, this is said.

Meanwhile, Mr Horne is looking to what might replace the InterCity 225 fleet, now smartly repainted in a scheme which pays homage to the original ‘Swallow’ livery. While there were fears this fleet may be withdrawn as an economy measure, the ‘225s’ are now on lease until at least next summer.

But Mr Horne says obsolescence issues are a real challenge and LNER will struggle to maintain the fleet beyond 2025, and from the May 2023 timetable change the number of daily diagrams was reduced from five to four to conserve the fleet’s mileage. Much of the heavy maintenance work had previously been carried out at Wabtec’s Doncaster site, but this facility is no longer available, and while a recent reliability improvement programme is bearing fruit, the challenges remain. The crunch point comes with the transition to ETCS at the southern end of the ECML as part of the East Coast Digital Programme – Mr Horne says LNER does not want to fit cab signalling on the ‘225s’.

The solution to this  issue is to procure additional trains to run alongside the 65 Azumas, and LNER went out to tender in October 2020 for a fleet of 10 trains with self-power capability.

While a preferred bidder has been identified, the business case to proceed with the procurement is awaiting approval, but Mr Horne is still hopeful this project can be progressed.

The current plan envisages the new trains broadly replacing the ‘225s’ on Leeds and York diagrams, but a major benefit with the new fleet would be during engineering work – at present LNER has to withdraw services to places such as Harrogate and Hull to concentrate its bi-mode Azumas on services using non-electrified diversionary routes, and having more stock with self-power capability would ease the issue.

Currently, LNER has these Azumas and InterCity 225s in its fleet.

  • Five-car bi-mode Class 800 trains – 10
  • Nine-car bi-mode Class 800 trains – 13
  • Five-car electric Class 801 trains – 12
  • Nine-car electric Class 801 trains – 30
  • Nine-car electric ImterCity 225 trains – 8

Note.

  1. There are 23 bi-mode trains and 50 electric trains.
  2. There are 167 bi-mode carriages and 302 electric carriages.
  3. Currently 31.5 % of the trains are bi-mode.
  4. With ten new bi-mode trains and no InterCity 225 trains, 44 % of the fleet will be bi-mode.

Is this increase in the percentage of the fleet, that are bi-mode acceptable?

LNER’s Two Needs

Let’s look at LNER’s needs, which are actually two separate sub-needs.

  • There is a need for ten new trains to replace the InterCity 225 trains.
  • There is a need to increase the size of the bi-mode fleet to be able to use the Great Northern and Great Eastern Joint Line and other non-electrified routes to by-pass engineering works.

Note.

  1. I suspect that as Mr Horne explained, there are only five or possibly four InterCity 225s diagrammed on a particular day, then perhaps ten five-car bi-mode Class 800 trains, might be able to cover for the retirement of the InterCity 225s.
  2. These trains would work as pairs to Leeds and York to replace the InterCity 225 capacity.
  3. If required they could split and join at Leeds and York to serve other destinations.
  4. The diversion route of the Great Eastern Joint Line has an unelectrified distance of 93.7 miles and the route is electrified at both ends.
  5. Would a battery-electric Class 800 train handle this distance? I suspect if Stadler can do it, then Hitachi and Turntide Technology will be able to do it too!

LNER will have replaced the InterCity 225s and acquired ten new five-car blockade runners.

As an order for ten new five-car battery-electric trains, is not to be sneezed at, I suspect Hitachi will make sure that their new battery-electric variants have enough range.

So this would mean that the range of a five car battery-electric Class 800 train, should be in excess of 93.7 miles.

Advantages Of Converting Class 800 and Class 802 Trains To Battery-Electric Operation

It should be noted that the five-car and nine-car Class 800 and Class 802 trains have specific advantages when it comes to converting them to battery-electric operation.

  • They are modern trains, that are still in production, so every bit of information about the train is known down to the last nut, bolt and plastic clip.
  • Like most modern trains, hey have a sophisticated computer system controlling the train.
  • They have spaces for three, four or maybe even five diesel engines under the floor, which could be used for a battery-pack in every car designed to hold a diesel engine.
  • The train has an electric bus between nose and tail.
  • As is shown, when the trains change between diesel and electric, the pantograph can go up and down with all the alacrity of a whore’s drawers.
  • The trains can be converted between bi-mode and electric, by adding or removing diesel packs. I doubt this feature will be removed, as batteries replace diesels.

With my Electrical and Control Engineer’s hard hat on, I doubt there is anything to stop a Class 800 or Class 802 train being fitted with three or more batteries to create a 125 mph train, with a range approaching two hundred miles on battery power.

The initial name of these Hitachi trains was the Hitachi Super Express. Is this train the Hitachi Super Battery Express?

But it would appear, that for their initial needs, LNER, just need a range to handle the near hundred miles of the Great Northern and Great Eastern Joint Line.

Inverness and Aberdeen will come later.

Conclusion

The first version of the battery-electric train will have a range of around a hundred miles, so that they can handle the Great Northern and Great Eastern Joint Line diversion, which is 93.7 miles on battery power.

But fairly soon after introduction into service, I will be very surprised if they don’t claim the Guinness world record by running farther than the Stadler FLIRT Akku’s 139 miles.

No-one likes being second!

June 27, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , | 3 Comments

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