Class 810 Train « The Anonymous Widower

Hitachi Targets Next Year For Testing Of Tri-Mode IET

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

This is the first two paragraphs.

Testing of a five-car Hitachi Class 802/0 tri-mode unit will begin in 2022, and the train could be in traffic the following year.

It is expected that the train will save more than 20% of fuel on Great Western Railway’s London Paddington-Penzance route.

This is the Hitachi infographic, which gives the train’s specification.

I have a few thoughts and questions.

Will The Batteries Be Charged At Penzance?

Consider.

It is probably not a good test of customer reaction to the Intercity Tri-Mode Battery Train, if it doesn’t work on batteries in stations through Cornwall.
Every one of the eight stops in Cornwall will need an amount of battery power.
London trains seem to take at least half-an-hour to turn round at Penzance.
London trains seem to take around 7-13 minutes for the stop at Plymouth.

So I think, that batteries will probably need to be charged at Penzance and possibly Plymouth, to achieve the required battery running,

There is already sufficient time in the timetable.

A charging facility in Penzance station would be a good test of Hitachi’s method to charge the trains.

Will Hyperdrive Innovation’s Battery Pack Be A Simulated Diesel Engine?

At the age of sixteen, for a vacation job, I worked in the Electronics Laboratory at Enfield Rolling Mills.

It was the early sixties and one of their tasks was at the time replacing electronic valve-based automation systems with new transistor-based systems.

The new equipment had to be compatible to that which it replaced, but as some were installed in dozens of places around the works, they had to be able to be plug-compatible, so that they could be quickly changed. Occasionally, the new ones suffered infant-mortality and the old equipment could just be plugged back in, if there wasn’t a spare of the new equipment.

So will Hyperdrive Innovation’s battery-packs have the same characteristics as the diesel engines that they replace?

Same instantaneous and continuous power output.
Both would fit the same mountings under the train.
Same control and electrical power connections.
Compatibility with the trains control computer.

I think they will as it will give several advantages.

The changeover between diesel engine and battery pack could be designed as a simple overnight operation.
Operators can mix-and-match the number of diesel engines and battery-packs to a given route.
As the lithium-ion cells making up the battery pack improve, battery capacity and performance can be increased.
If the computer, is well-programmed, it could reduce diesel usage and carbon-emissions.
Driver conversion from a standard train to one equipped with batteries, would surely be simplified.

As with the diesel engines, all battery packs could be substantially the same across all of Hitachi’s Class 80x trains.

How Many Trains Can Eventually Be Converted?

Great Western Railway have twenty-two Class 802/0 trains.

They are five-cars.
They have three diesel engines in cars 2, 3 and 4.
They have a capacity of 326 passengers.
They have an operating speed of 125 mph on electrification.
They will have an operating speed of 140 mph on electrification with in-cab ERTMS digital signalling.
They have an operating speed of 110 mph on diesel.
They can swap between electric and diesel mode at line speed.

Great Western Railway also have these trains that are similar.

14 – nine-car Class 802/1 trains
36 – five-car Class 800/0 trains
21 – nine-car Class 800/3 trains

Note.

The nine-car trains have five diesel engines in cars 2,3, 5, 7 and 8
All diesel engines are similar, but those in Class 802 trains are more powerful, than those in Class 800 trains.

This is a total of 93 trains with 349 diesel engines.

In addition, there are these similar trains in service or on order with other operators.

LNER – 13 – nine-car Class 800/1 trains
LNER – 10 – five-car Class 800/2 trains
LNER – 12 – five-car Class 801/1 trains
LNER – 30 – nine-car Class 801/2 trains
TransPennine Express – 19 – five-car Class 802/2 trains
Hull Trains – 5 – five-car Class 802/3 trains
East Coast Trains – 5 – five-car Class 803 trains
Avanti West Coast – 13 – five-car Class 805 trains
Avanti West Coast – 10 – seven-car Class 807 trains
East Midland Railway – 33 – five-car Class 810 trains

Note.

Class 801 trains have one diesel engine for emergency power.
Class 803 trains have no diesel engines, but they do have a battery for emergency power.
Class 805 trains have an unspecified number of diesel engines. I will assume three.
Class 807 trains have no batteries or diesel engines.
Class 810 trains have four diesel engines.

This is a total of 150 trains with 395 diesel engines.

The Rail Magazine finishes with this paragraph.

Hitachi believes that projected improvements in battery technology, particularly in power output and charge, could enable diesel engines to be incrementally replaced on long-distance trains.

Could this mean that most diesel engines on these Hitachi trains are replaced by batteries?

Five-Car Class 800 And Class 802 Trains

These trains are mainly regularly used to serve destinations like Bedwyn, Cheltenham, Chester, Harrogate, Huddersfield, Hull, Lincoln, Oxford and Shrewsbury, which are perhaps up to fifty miles beyond the main line electrification.

They have three diesel engines, which are used when there is no electrification.
I can see many other destinations, being added to those reached by the Hitachi trains, that will need similar trains.

I suspect a lot of these destinations can be served by five-car Class 800 and Class 802 trains, where a number of the diesel engines are replaced by batteries.

Each operator would add a number of batteries suitable for their routes.

There are around 150 five-car bi-mode Hitachi trains in various fleets in the UK.

LNER’s Nine-Car Class 800 Trains

These are mainly used on routes between London and the North of Scotland.

In LNER Seeks 10 More Bi-Modes, I suggested that to run a zero-carbon service to Inverness and Aberdeen, LNER might acquire rakes of carriages hauled by zero-carbon hydrogen electric locomotives.

Hydrogen power would only be used North of the current electrification.
Scotland is looking to have plenty of hydrogen in a couple of years.
No electrification would be needed to be erected in the Highlands.
InterCity 225 trains have shown for forty years, that locomotive-hauled trains can handle Scottish services.
I also felt that the trains could be based on a classic-compatible design for High Speed Two.

This order could be ideal for Talgo to build in their new factory at Longannet in Fife.

LNER’s nine-car Class 800 trains could be converted to all-electric Class 801 trains and/or moved to another operator.

There is also the possibility to fit these trains with a number of battery packs to replace some of their five engines.

If the planned twenty percent fuel savings can be obtained, that would be a major improvement on these long routes.

LNER’s Class 801 Trains

These trains are are all-electric, but they do have a diesel engine for emergencies.

Will this be replaced by a battery pack to do the same job?

Battery packs are probably cheaper to service.
Battery packs don’t need diesel fuel.
Battery packs can handle regenerative braking and may save electricity.

The installation surely wouldn’t need too much test running, as a lot of testing will have been done in Class 800 and Class 802 trains.

East Coast Trains’ Class 803 Trains

These trains have a slightly different powertrain to the Class 801 trains. Wikipedia says this about the powertrain.

Unlike the Class 801, another non-bi-mode AT300 variant which despite being designed only for electrified routes carries a diesel engine per unit for emergency use, the new units will not be fitted with any, and so would not be able to propel themselves in the event of a power failure. They will however be fitted with batteries to enable the train’s on-board services to be maintained, in case the primary electrical supplies would face a failure.

The trains are in the process of being built, so I suspect batteries can be easily fitted.

Could it be, that all five-car trains are identical body-shells, already wired to be able to fit any possible form of power? Hitachi have been talking about fitting batteries to their trains since at least April 2019, when I wrote, Hitachi Plans To Run ScotRail Class 385 EMUs Beyond The Wires.

I suspect that Hitachi will use a similar Hyperdrive Innovation design of battery in these trains, as they are proposing for the Intercity Tri-Mode Battery Train.
If all trains fitted with diesel engines, use similar MTU units, would it not be sensible to only use one design of battery pack?
I suspect, that as the battery on a Class 803 train, will be mainly for emergency use, I wouldn’t be surprised to see that these trains could be the first to run in the UK, with a battery.
The trains would also be simpler, as they are only battery-electric and not tri-mode. This would make the software easier to develop and test.

If all trains used the same battery pack design, then all features of the pack, would be available to all trains to which it was fitted.

Avanti West Coast’s Class 805 Trains

In Hitachi Trains For Avanti, which was based on an article with the same time in the January 2020 Edition of Modern Railways, I gave this quote from the magazine article.

Hitachi told Modern Railways it was unable to confirm the rating of the diesel engines on the bi-modes, but said these would be replaceable by batteries in future if specified.

Note.

Hitachi use diesel engines with different ratings in Class 800 and Class 802 trains, so can probably choose something suitable.
The Class 805 trains are scheduled to be in service by 2022.
As they are five-cars like some Class 800 and Class 802 trains will they have the same basic structure and a powertrain with three diesel engines in cars 2, 3 and 4?

I think shares a basic structure and powertrain will be very likely, as there isn’t enough time to develop a new train.

I can see that as Hitachi and Great Western Railway learn more about the performance of the battery-equipped Class 802 trains on the London and Penzance route, that batteries could be added to Avanti West Coast’s Class 805 trains. After all London Euston and North Wales and London Paddington and Cornwall are routes with similar characteristics.

Both routes have a high speed electrified section out of London.
They have a long section without electrification.
Operating speeds on diesel are both less than 100 mph, with sections where they could be as low as 75 mph.
The Cornish route has fifteen stops and the Welsh route has seven, so using batteries in stations will be a welcome innovation for passengers and those living near the railway.

As the order for the Avanti West Coast trains was placed, whilst Hitachi were probably designing their battery electric upgrade to the Class 800 and Class 802 trains, I can see batteries in the Class 805 trains becoming an early reality.

In Hitachi Trains For Avanti, I also said this.

Does the improvement in powertrain efficiency with smaller engines running the train at slower speeds help to explain this statement from the Modern Railways article?

Significant emissions reduction are promised from the elimination of diesel operation on electrified sections as currently seen with the Voyagers, with an expected reduction in CO2 emissions across the franchise of around two-thirds.

That is a large reduction, which is why I feel, that efficiency and batteries must play a part.

Note.

The extract says that they are expected savings not an objective for some years in the future.
I have not done any calculations on how it might be achieved, as I have no data on things like engine size and expected battery capacity.
Hitachi are aiming for 20 % fuel and carbon savings on London Paddington and Cornwall services.
Avanti West Coast will probably only be running Class 805 trains to Chester, Shrewsbury and North Wales.
The maximum speed on any of the routes without electrification is only 90 mph. Will less powerful engines be used to cut carbon emissions?

As Chester is 21 miles, Gobowen is 46 miles, Shrewsbury is 29.6 miles and Wrexham General is 33 miles from electrification, could these trains have been designed with two diesel engines and a battery pack, so that they can reach their destinations using a lot less diesel.

I may be wrong, but it looks to me, that to achieve the expected reduction in CO2 emissions, the trains will need some radical improvements over those currently in service.

Avanti West Coast’s Class 807 Trains

In the January 2020 Edition of Modern Railways, is an article, which is entitled Hitachi Trains For Avanti.

This is said about the ten all-electric Class 807 trains for Birmingham, Blackpool and Liverpool services.

The electric trains will be fully reliant on the overhead wire, with no diesel auxiliary engines or batteries.

It may go against Hitachi’s original design philosophy, but not carrying excess weight around, must improve train performance, because of better acceleration.

I believe that these trains have been designed to be able to go between London Euston and Liverpool Lime Street stations in under two hours.

I show how in Will Avanti West Coast’s New Trains Be Able To Achieve London Euston and Liverpool Lime Street In Two Hours?

Consider.

Current London Euston and Liverpool Lime Street timings are two hours and thirteen or fourteen minutes.
I believe that the Class 807 trains could perhaps be five minutes under two hours, with a frequency of two trains per hour (tph)
I have calculated in the linked post, that only nine trains would be needed.
The service could have dedicated platforms at London Euston and Liverpool Lime Street.
For comparison, High Speed Two is promising one hour and thirty-four minutes.

This service would be a Marketing Manager’s dream.

I can certainly see why they won’t need any diesel engines or battery packs.

East Midland Railway’s Class 810 Trains

The Class 810 trains are described like this in their Wikipedia entry.

The Class 810 is an evolution of the Class 802s with a revised nose profile and facelifted end headlight clusters, giving the units a slightly different appearance. Additionally, there will be four diesel engines per five-carriage train (versus three on the 800s and 802s), and the carriages will be 2 metres (6.6 ft) shorter.

In addition, the following information has been published about the trains.

The trains are expected to be capable of 125 mph on diesel.
Is this speed, the reason for the fourth engine?
It is planned that the trains will enter service in 2023.

I also suspect, that like the Class 800, Class 802 and Class 805 trains, that diesel engines will be able to be replaced with battery packs.

Significant Dates And A Possible Updating Route For Hitachi Class 80x Trains

I can put together a timeline of when trains are operational.

2021 – Class 803 trains enter service.
2022 – Testing of prototype Intercity Tri-Mode Battery Train
2022 – Class 805 trains enter service.
2022 – Class 807 trains enter service.
2023 – First production Intercity Tri-Mode Battery Train enters service.
2023 – Class 810 trains enter service.

Note.

It would appear to me, that Hitachi are just turning out trains in a well-ordered stream from Newton Aycliffe.
As testing of the prototype Intercity Tri-Mode Battery Train proceeds, Hitachi and the operators will learn how, if batteries can replace some or even all of the diesel engines, the trains will have an improved performance.
From about 2023, Hitachi will be able to design tri-mode trains to fit a customer’s requirements.
Could the powertrain specification of the Class 810 trains change, in view of what is shown by the testing of the prototype Intercity Tri-Mode Battery Train?
In parallel, Hyperdrive Innovation will be building the battery packs needed for the conversion.

Batteries could be fitted to the trains in three ways,

They could be incorporated into new trains on the production line.
Batteries could be fitted in the depots, during a major service.
Trains could be returned to Newton Aycliffe for battery fitment.

Over a period of years as many trains as needed could be fitted with batteries.

Conclusion

I believe there is a plan in there somewhere, which will convert many of Hitachi’s fleets of trains into tri-mode trains with increased performance, greater efficiency and less pollution and carbon emissions.

January 8, 2021 Posted by AnonW | Transport | Class 800 Train, Class 802 Train, Class 805 Train, Class 807 Train, Class 810 Train, Diesel/Electric/Battery Hybrid Trains, Hitachi Intercity Tri-Mode Battery Train, Hyperdrive Innovation | 3 Comments

Possible Destinations For An Intercity Tri-Mode Battery Train

Currently, the following routes are run or are planned to be run by Hitachi’s Class 800, 802, 805 and 810 trains, where most of the route is electrified and sections do not have any electrification.

Avanti West Coast – Euston and Chester – 21 miles
Avanti West Coast – Euston and Shewsbury – 29.6 miles
Avanti West Coast – Euston and Wrexham General – 33 miles
Grand Central – Kings Cross and Sunderland – 47 miles
GWR – Paddington and Bedwyn – 13.3 miles
GWR – Paddington and Bristol Temple Meads- 24.5 miles
GWR – Paddington and Cheltenham – 43.3 miles
GWR – Paddington and Great Malvern – 76 miles
GWR – Paddington and Oxford – 10.4 miles
GWR – Paddington and Penzance – 252 miles
GWR – Paddington and Swansea – 45.7 miles
Hull Trains – Kings Cross and Hull – 36 miles
LNER – Kings Cross and Harrogate – 18.5 miles
LNER – Kings Cross and Huddersfield – 17 miles
LNER – Kings Cross and Hull – 36 miles
LNER – Kings Cross and Lincoln – 16.5 miles
LNER – Kings Cross and Middlesbrough – 21 miles
LNER – Kings Cross and Sunderland – 47 miles

Note.

The distance is the length of line on the route without electrification.
Five of these routes are under twenty miles
Many of these routes have very few stops on the section without electrification.

I suspect that Avanti West Coast, Grand Central, GWR and LNER have plans for other destinations.

A Battery Electric Train With A Range of 56 Miles

Hitachi’s Regional Battery Train is deescribed in this infographic.

The battery range is given as 90 kilometres or 56 miles.

This battery range would mean that of the fifteen destinations I proposed, the following could could be achieved on a full battery.

Chester
Shewsbury
Wrexham General
Bedwyn
Bristol Temple Meads
Cheltenham
Oxford
Swansea
Hull
Harrogate
Huddersfield
Lincoln
Middlesbrough

Of these a return trip could probably be achieved without charging to Chester, Shrewsbury, Bedwyn, Bristol Temple Meads, Oxford, Harrogate, Huddersfield, Lincoln and Middlesbrough.

86.7 % of destinations could be reached, if the train started with a full battery
60 % of destinations could be reached on an out and back basis, without charging at the destination.

Only just over a quarter of the routes would need, the trains to be charged at the destination.

Conclusion

It looks to me, that Hitachi have done some analysis to determine the best battery size. But that is obviously to be expected.

December 30, 2020 Posted by AnonW | Transport | Avanti West Coast, Class 800 Train, Class 802 Train, Class 805 Train, Class 810 Train, Grand Central Trains, Great Western Railway, Hitachi Intercity Tri-Mode Battery Train, Hitachi Regional Battery Train, LNER | Leave a comment

Thoughts On Batteries In East Midland Railway’s Class 810 Trains

Since Hitachi announced the Regional Battery Train in July 2020, which I wrote about in Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains, I suspect things have moved on.

This is Hitachi’s infographic for the Regional Battery Train.

Note.

The train has a range of 90 km/56 miles on battery power.
Speed is given at between 144 kph/90 mph and 162 kph/100 mph
The performance using electrification is not given, but it is probably the same as similar trains, such as Class 801 or Class 385 trains.
Hitachi has identified its fleets of 275 trains as potential early recipients.

It is also not stated how many of the three diesel engines in a Class 800 or Class 802 trains will be replaced by batteries.

I suspect if the batteries can be easily changed for diesel engines, operators will be able to swap diesel engines and battery packs according to the routes.

Batteries In Class 803 Trains

I first wrote about the Class 803 trains for East Coast Trains in Trains Ordered For 2021 Launch Of ‘High-Quality, Low Fare’ London – Edinburgh Service, which I posted in March 2019.

This sentence from Wikipedia, describes a big difference between Class 803 and Class 801 trains.

Unlike the Class 801, another non-bi-mode AT300 variant which despite being designed only for electrified routes carries a diesel engine per unit for emergency use, the new units will not be fitted with any, and so would not be able to propel themselves in the event of a power failure. They will however be fitted with batteries to enable the train’s on-board services to be maintained, in case the primary electrical supplies would face a failure.

Nothing is said about how the battery is charged. It will probably be charged from the overhead power, when it is working.

The Intercity Tri-Mode Battery Train

Hitachi announced the Intercity Tri-Mode Battery Train in this press release in December 2020.

This is Hitachi’s infographic for the Intercity Tri-Mode Battery Train.

Note.

The train is battery-powered in stations and whilst accelerating away.
It says that only one engine will be replaced by batteries.
Fuel and carbon savings of 20 % are claimed.

Nothing has been said in anything, I’ve read about these trains, as to whether there is regenerative braking to batteries. I would be very surprised if fuel and carbon savings of 20 % could be attained without regenerative braking to batteries.

In Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?, I discussed the question in the title.

This is a shortened version of what I said in that post.

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.

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 that BC which is described as battery charger.

Is that for a future traction battery or a smaller one used for hotel power as in the Class 803 train?

As a Control and Electrical Engineer, it strikes me that it wouldn’t be the most difficult problem to add a traction battery to the system.

From what Hitachi have indicated in videos, it appears that they are aiming for the battery packs to be a direct replacement for the generator unit.

Generator Unit Arrangement In Class 810 Trains

When I wrote Rock Rail Wins Again!, which was about the ordering of these trains, the reason for four engines wasn’t known.

It now appears, that the extra power is needed to get the same 125 mph performance on diesel.

The formation of a five-car Class 802 train is as follows.

DPTS-MS-MS-MC-DPTF

Note.

The three generator units are in the three middle cars.
The three middle cars are motored.
The two driver cars are trailer cars.

How are Hitachi going to put four generator units into the three middle cars?

I wonder if, the engines can be paired, with some auxiliaries like fuel-tanks and radiators shared between the generators.
A well-designed pair might take up less space than two singles.
A pair could go in the centre car and singles either side.

It will be interesting to see what the arrangement is, when it is disclosed.

Is there the possibility, that some of the mathematics for the Intercity Tri-Mode Battery Train has indicated that a combination of generator units and battery packs can give the required 125 mph performance?

Battery packs could need less space than diesel generators.
Regenerative braking could be used to charge the batteries.
How far would the train be able to travel without electrification?
Trains would not run the diesel engines in the station.
Could the fuel and carbon savings of 20 %, that are promised for the Intercity Tri-Mode Battery Train, be realised?

There may be a train buried in the mathematics, that with some discontinuous electrification could handle the East Midlands Railway Intercity services, that generates only a small amount of carbon!

Would A Mix Of Diesel Generators And Battery Packs Enable 125 mph Running?

Consider.

The trial Intercity Tri-Mode Battery Train intended for the London Paddington and Penzance route, will probably have two diesel generators and a battery pack according to what Hitachi have said in their infographic for the Intercity Tri-Mode Battery Train.
East of Plymouth some of the stretches of the route are challenging, which resulted in the development and ordering of Class 802 trains, that are more powerful, than the Class 800 trains used on easier routes.
An Intercity Tri-Mode Battery Train with two diesel generators and a battery pack, needs to be as powerful as a Class 802 train with three diesel generators.
So effectively does that mean that in the right installation with top class controlling software, that in fast running, a battery pack can be considered equivalent to a diesel generator?

I don’t know, but if it’s possible, it does bring other advantages.

Fuel and carbon savings of 20 %
No diesel running in stations or whilst accelerating away.
Better passenger environment.

Configurations of 3-plus-1 and 2-plus 2 might be possible.

December 27, 2020 Posted by AnonW | Transport | Class 802 Train, Class 810 Train, Diesel/Electric/Battery Hybrid Trains, Discontinuous Electrification, East Midlands Railway, Hitachi Intercity Tri-Mode Battery Train, Hitachi Regional Battery Train, Midland Main Line | 3 Comments

Is The Eastern Leg Of High Speed Two Under Threat?

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

These are the opening three paragraphs.

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

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

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

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

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

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

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

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

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

Leeds

Current Long Distance Services At Leeds Station

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

CrossCountry – 1
LNER – 2
TransPennine Express – 5

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

Northern Powerhouse Rail And Leeds

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

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

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

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

It is an ambitious plan.

High Speed Two And Leeds

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

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

Timings will be as follows.

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

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

High Speed Two And Leeds Via Manchester

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

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

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

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

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

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

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

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

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

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

London Kings Cross And Leeds

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

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

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

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

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

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

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

London St. Pancras And Leeds

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

This could see the following new infrastructure.

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

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

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

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

A Summary Of Journey Times Between London And Leeds

I can summarise my estimates, between London and Leeds.

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

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

Bradford

Consider.

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

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

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

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

Darlington

I can summarise my estimates, between London and Darlington.

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

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

Edinburgh

I can summarise my estimates, between London and Edinburgh.

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

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

Harrogate

Consider.

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

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

Huddersfield

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

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

Hull

Hull is an interesting destination.

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

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

You pays your money and takes your choice.

Middlesbrough

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

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

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

Newcastle

I can summarise my estimates, between London and Newcastle.

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

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

Nottingham

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

Currently.

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

Note.

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

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

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

Is that possible?

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

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

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

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

But!

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

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

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

Sheffield

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

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

It would be very convenient for the operator.

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

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

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

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

The electrification could allow Hitachi’s Regional Battery trains to be able to run the Sheffield service.

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

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

Skipton

Consider.

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

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

Sunderland

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

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

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

York

I can summarise my estimates, between London and York.

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

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

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

Conclusion

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

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

These improvements fall into this category.

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

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

Other smaller conclusions from my analysis of the improvements include.

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

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

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

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

I would make exceptions for the following.

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

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

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

December 7, 2020 Posted by AnonW | Transport | Azuma Train, Barnsley Dearne Valley Station, Class 810 Train, East Coast Main Line, East Midlands Hub Station, East Midlands Railway, Euston Station, High Speed Two, Hitachi Regional Battery Train, HS3/Northern Powerhouse Rail, Kings Cross Station, Leeds Station, Midland Main Line, Newcastle Station, Sheffield Station, St. Pancras Station, Trains, Wakefield Line | Leave a comment

Northern Powerhouse Rail – Connecting Sheffield To HS2 And On To Leeds

In this article on Transport for the North, which is entitled Northern Powerhouse Rail Progress As Recommendations Made To Government, one of the recommendations proposed for Northern Powerhouse Rail is connecting Sheffield to High Speed Two and on to Leeds.

Northern Powerhouse Rail’s Objective For The Sheffield and Leeds Route

Wikipedia, other sources and my calculations say this about the trains between Leeds and Sheffield.

The distance between the two stations is 39 miles
The current service takes around 40 minutes and has a frequency of one train per hour (tph)
This gives an average speed of 58.5 mph for the fastest journey.
The proposed service with Northern Powerhouse Rail will take 28 minutes and have a frequency of four tph.
This gives an average speed of 84 mph for the journey.

This last figure of 84 mph, indicates to me that a fast route will be needed.

But given experience of 100 mph lines in other parts of the UK, 100 mph trains and infrastructure could make this demanding objective of twenty-eight minutes between Sheffield and Leeds a reality

Connecting Sheffield To High Speed Two

Sheffield is to be accessed from a branch off the Main High Speed Two route to Leeds.

This map clipped from High Speed Two’s interactive map, shows the route of the Sheffield Branch, from where it branches North West from the main Eastern Leg of High Speed Two.

Note.

Orange indicates new High Speed Two track.
Blue indicates track that High Speed Two will share with other services.
The orange route goes North to Leeds, along the M1
The blue route goes North to Chesterfield and Sheffield, after skirting to the East of Clay Cross.
The orange route goes South to East Midlands Hub station.

This second map, shows where the Erewash Valley Line joins the Sheffield Branch near the village of Stonebroom.

Note.

Red is an embankment.
Yellow is a cutting.
The Sheffield Branch goes North-West to Clay Cross, Chesterfield and Sheffield
The Sheffield Branch goes South-East to East Midlands Hub station.
The Sheffield Branch goes through Doe Hill Country Park.
The Sheffield Branch runs alongside the existing Erewash Valley Line, which goes South to Langley Mill, Ilkeston and the Derby-Nottingham area.

The Sheffield Branch and the Erewash Valley Line appear to share a route, which continues round Clay Cross and is shown in this third map.

Note

Doe Hill Country Park is in the South-East corner of the map.
The dark line running North-South is the A61.
Running to the West of the A61 is the Midland Main Line, which currently joins the Erewash Valley Line at Clay Cross North junction.

High Speed Two and the Midland Main Line will share a route and/or tracks from Clay Cross North junction to Sheffield.

This fourth map, shows where the combined route joins the Hope Valley Line to Manchester to the South West of Sheffield.

Note.

Sheffield is to the North East.
Chesterfield is to the South East,
Totley junction is a large triangular junction, that connects to the Hope Valley Line.

These are some timings for various sections of the route.

Clay Cross North Junction and Chesterfield (current) – 4 minutes
Clay Cross North Junction and Sheffield (current) – 17 minutes
Chesterfield and Sheffield (current) – 13 minutes
Chesterfield and Sheffield (High Speed Two) – 13 minutes
East Midlands Hub and Chesterfield (High Speed Two) – 16 minutes
East Midlands Hub and Sheffield (High Speed Two) – 27 minutes

As Class Cross North Junction and Sheffield are 15.5 miles, this means the section is run at an average speed of 53 mph.

Can I draw any conclusions from the maps and timings?

There would appear to be similar current and High Speed Two timings between Chesterfield and Sheffield.
The various junctions appear to be built for speed.

The Midland Main Line will be electrified from Clay Cross North Junction to Sheffield, so that High Speed Two trains can use the route.

What will be the characteristics of the tracks between Clay Cross North Junction and Sheffield?

Will it be just two tracks as it mainly is now or will it be a multi-track railway to separate the freight trains from the high speed trains?
Will it have a high enough maximum speed, so that East Midland Railway’s new Class 810 trains can go at their maximum speed of 140 mph?
Will it be capable of handling a frequency of 18 tph, which is the maximum frequency of High Speed Two?

Surely, it will be built to a full High Speed Two standard to future-proof the line.

Before finishing this section, I will answer a few questions.

Would It Be Possible For Class 810 Trains Fitted With Batteries To Run Between London St. Pancras And Sheffield?

East Midlands Railway’s new Class 810 trains could be fitted with batteries to become Regional Battery Trains with the specification, given in this Hitachi infographic.

Note.

This would give the trains a range of 90 kilometres or 56 miles on batteries, if a number of diesel engines were exchanged for batteries.
The trains would only be a few mph slower on batteries, than the current Hitachi trains on diesel.
The Class 810 trains have four diesel engines. Is this to enable 125 mph running on diesel?

By perhaps replacing two diesel engines with batteries and using the remaining two diesel engines as range extenders or some other combination, I feel that Hitachi might be able to obtain a longer self-powered range for the train.

Consider.

Between Sheffield and Clay Cross North Junction will be fully-electrified and at 15.5 miles, it will be long enough to fully-charge the batteries on the train.
Between London St. Pancras and Market Harborough will be fully-electrified and at 83 miles, it will be long enough to fully-charge the batteries on the train.
The section between Market Harborough and Clay Cross North Junction is not electrified and is 66 miles.

I feel that Hitachi and their partner; Hyperdrive Innovation can design a battery electric Class 810 train, that can travel between London St. Pancras and Sheffield, without using a drop of diesel.

A great advantage of this approach, is that, as more electrification is added to the Midland Main Line, as it surely will be, the trains will be able to use the wires to reduce journey times.

I believe there are two sections on the Midland Main Line. where traditional electrification is less likely.

The bridge at the Southern end of Leicester station is low and would need to be rebuilt causing immense disruption to both road and rail in the city.
Between Derby and Alfreton is the World Heritage Site of the Derwent Valley Mills. Will electrification be fought by the heritage lobby?

Both sections may eventually be electrified at some far off date in the future.

Why Is There A Spur Of Electrification At Totley Junction?

This map clipped from High Speed Two’s interactive map, shows the Southern Leg of Totley Junction, where the Hope Valley Line joins the Midland Main Line.

Note that a short length of electrification is shown, between the Midland Main Line and a tunnel on the Southern leg.

This Google Map shows the same area.

Note, that the line disappears into a tunnel.

In Northern Powerhouse Rail -Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield, I indicated, that running battery electric trains between Manchester and Sheffield would be a possibility and could be a way of meeting Northern Powerhouse Rail’s objectives for the route.
A short length of electrification might help battery electric trains turn out to go South.
I don’t think any passenger trains ever go that way now, but I have seen articles and heard complaints from passengers, that want a better service between Derby and/or Nottingham and Manchester.
It might also help with the decarbonisation of freight trains to and from the quarries.

I also suspect, that if building High Speed Two in Manchester temporarily reduced the capacity of Manchester Piccadilly station, trains could use the Hope Valley Line to get to the city, as they have done previously, with Project Rio.

Accessing The Infrastructure Depot At Staveley

This map clipped from High Speed Two’s interactive map, shows the location of the infrastructure depot at Staveley.

Note.

Chesterfield is shown by the large blue dot.
High Speed Two’s Sheffield Branch runs North from Chesterfield station.
High Speed Two’s Eastern Leg runs down the Eastern side of the map.
Two spurs from East and West go towards each other and would meet to the North of the town of Staveley.

The infrastructure depot will be located where they meet.

The route from the Sheffield Branch uses the Barrow Hill Line, which might be reopened as another passenger route between Chesterfield and Sheffield.

I wrote about this idea in Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield.

If the line is being upgraded and electrified as far as Barrow Hill for the Infrastructure Depot, would it be worthwhile to create a new electrified route into Sheffield?

I also wrote in Could East Midlands Railway’s Liverpool And Norwich Service Avoid A Reverse At Sheffield By Using the Barrow Hill Line?, that the Barrow Hill Line might be an alternative route for the Liverpool and Norwich service.

When the railway routes in the area of the Infrastructure Depot are developed, I wouldn’t be surprised to see some routes changed.

Between Sheffield And Meadowhall Stations

One of the original designs for High Speed Two had it calling at Meadowhall station.

This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two running across Sheffield.

Note.

Sheffield station is the big Blue dot in the South-West corner of the map.
The M1 runs across the North-East corner of the map.
The railway between Sheffield and Meadowhall stations already exists.
Sheffield and Meadowhall stations are 3.5 miles apart and trains take seven minutes.

Is there any reason, why High Speed Two trains shouldn’t serve both Sheffield and Meadowhall stations, by just taking the existing line across the city?

Taking The Wakefield Line Towards Leeds

In extending to Meadowhall, High Speed Two’s route seems to be taking the current Wakefield Line.

This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two passing through Sheffield and Rotherham and then going towards Leeds.

Note.

Orange indicates new High Speed Two track.
Blue indicates track that High Speed Two shares with other lines.
The Wakefield Line is shown in blue and has stations at Meadowhall, Swinton, Bolton-upon-Dearne, Goldthorpe and Thurscoe.
The main High Speed Two leg to Leeds is shown in orange.

It looks to me, that High Speed Two are aiming to provide a route, so that trains going to Sheffield can extend the journey to Leeds.

As Leeds will have three tph to and from London, why is this service being extended to Leeds?

I will explore a few reasons why in the next few sub-sections.

It’s Convenient For Running Trains

Consider.

High Speed Two are saying London and Sheffield will be one hour and twenty-seven minutes.
Northern Powerhouse Rail have an objective of Leeds and Sheffield in twenty-eight minutes.
One hour and fifty-five minutes could be a convenient time for a London and Leeds service, as it could be a four hour round trip.

But High Speed Two are saying London and Leeds will be one hour and twenty-one minutes.

It looks to me, that it is a convenient way to serve Meadowhall, Rotherham, Bolton-upon-Dearne, Goldthorpe and Thurscoe stations

High Speed Two Through Rotherham

This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two passing through Rotherham to the North of the Parkgate Shopping Park.

Note.

High Speed Two is the bright blue line running North-East from the Western edge of the map.
The grey blocks are the stores in the Shopping Park.
The Rotherham Parkgate tram-train stop is marked.

This Google Map shows a similar area.

To the East of the Parkgate Shopping Park, is a large brownfield site, as this Google Map shows.

Could Rotherham have a station on the line North of this site?

The rail line running SW-NE across this map is drawn in blue on High Speed Two’s interactive map.
Rotherham Masborough station used to be in this area.

If High Speed Two is supposed to be a railway for all the people, or at least as many as possible, surely there should be a station in the town.

High Speed Two Through Bolton-upon-Dearne

In July 2019, I wrote a post called Sheffield Region Transport Plan 2019 – A New Station At Barnsley Dearne Valley.

So have High Speed Two taken on this feature of the Sheffield Region Transport Plan 2019, to add another station to their list of destinations?

Approach To Leeds

This map clipped from High Speed Two’s interactive map, clearly shows route High Speed Two will take to approach Leeds from the South East.

Note.

Leeds station is the blue dot in the North West corner of the map.
High Speed Two is shown in orange and continues North to York, where it joins the East Coast Main Line.
Wakefield is in the middle at the bottom of the map and is on the Wakefield Line and the current route for LNER’s expresses from London.

It looks to me, that Leeds and Sheffield will eventually end up with two faster routes between the two cities.

An upgraded Wakefield Line
A route based on the Southern section of the Wakefield Line and the Eastern leg of High Speed Two route to Leeds.

If High Speed Two’s trains are to be able to get across Sheffield and call at Sheffield, Meadowhall, Rotherham and Barnsley Dearne Valley stations, then these conditions must be met.

The trains must be High Speed Two’s Classic-Compatible trains or a train to a similar specification.
Some platform lengthening might be needed to allow the two hundred metre long trains to call.
The Wakefield Line must be electrified between Sheffield and just North of Goldthorpe station, where it will be able to join the link to the Eastern leg of High Speed Two.

It would probably be sensible to electrify the Wakefield Line all the way to Fitzwilliam station, from where the line is electrified all the way to Leeds.

This would enable the following.

Electric trains to run between Sheffield and Leeds via Wakefield Westgate station.
Would Northern Powerhouse Rail’s objective of a twenty-eight minute journey be achieved?
East Midlands Railway could run their Class 810 trains between London St. Pancras and Leeds under electric power.
High Speed Two could serve Leeds before the Northern infrastructure of the Eastern leg of High Speed Two is complete.
High Speed Two could offer services to Wakefield, Barnsley and Rotherham via Sheffield.

I can see reasons for early upgrading of the Wakefield Line.

Conclusion

It appears that High Speed Two are planning an electrified route through Sheffield between Clay Cross North Junction on the Midland Main Line and Goldthorpe station on the Wakefield Line.

Once complete it would enable the following.

Rotherham and Barnsley to have direct electric services to and from the capital.
When East Midlands Railway introduce their new Class 810 trains, the electrification North of Clay Cross North Junction would mean faster services and less running on diesel power.
I believe these Class 810 trains could run between London and Sheffield, if their four diesel engines are replaced with batteries, which would power the trains between Clay Cross North Junction and Market Harborough.
The electrification at Sheffield would allow battery electric trains to work between Manchester and Sheffield as I outlined in Northern Powerhouse Rail -Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield.

I think it is a good plan.

Project Management Recommendations

It is my view that the following projects should be started as soon as possible.

Electrification between Clay Cross North Junction and Sheffield station.
Electrification of the Wakefield Line between Sheffield and Fitzwilliam stations.
Provision of new stations at Rotherham and Barnsley Dearne Valley on the Wakefield Line.

These projects could deliver worthwhile improvements in services in a couple of years, rather than the tens of years for High Speed Two.

November 24, 2020 Posted by AnonW | Transport | Barnsley Dearne Valley Station, Chesterfield Station, Class 810 Train, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, East Coast Main Line, East Midlands Hub Station, East Midlands Railway, Electrification, High Speed Two, High Speed Two Classic-Compatible Trains, Hope Valley Line, HS3/Northern Powerhouse Rail, Leeds Station, Meadowhall Station, Midland Main Line, Northern Powerhouse Rail Recommendations - November 2020, Rotherham, Rotherham Parkgate Tram Stop, Sheffield Region Transport Plan 2019, Sheffield Station, Wakefield Line, Wakefield Westgate Station | 3 Comments

Thoughts On The Design Of Hitachi’s Battery Electric Trains

If you look at a Class 800 or Class 802 train, they have underfloor diesel engines. Their powertrain is described like this in its own section in Wikipedia.

Despite being underfloor, the generator units (GU) have diesel engines of V12 formation. The Class 801 has one GU for a five to nine-car set. These provide emergency power for limited traction and auxiliaries if the power supply from the overhead line fails. The Class 800 and Class 802 bi-mode has three GU per five-car set and five GU per nine-car set. A five-car set has a GU situated under vehicles 2/3/4 and a nine-car set has a GU situated under vehicles 2/3/5/7/8.

There have been rumours of overheating.

Hitachi’s Regional Battery Train

Hitachi have teamed up with Hyperdrive Innovation to create a Regional Battery Train. There is this Press Release on the Hyperdrive Information web site, which is entitled Hitachi Rail And Hyperdrive Agreement P[ens Way For Battery Trains Across Britain.

This Hitachi infographic gives the specification.

Note, that this is a 100 mph train, with a range of 56 miles.

Typical routes would include a route like Norwich and Stansted Airport via Cambridge.

It is 93 miles.
There are thirty-nine miles of electrification at the Stansted Airport end.
Norwich station is fully-electrified.
There is just 53 miles between the Trowse swing-bridge and Ely station, that is not electrified.

Trains would charge the batteries at both ends of the route and use battery power, where no electrification exists.

There are many similar routes like this in the UK.

Hitachi have also produced this video.

My thoughts lead me to a few questions.

Are The Battery Modules Simulated Diesel Engines?

At the age of sixteen, for a vacation job, I worked in the Electronics Laboratory at Enfield Rolling Mills.

It was the early sixties and one of their tasks was at the time replacing electronic valve-based automation systems with new transistor-based systems.

Stadler have three very similar trains, that are destined for the UK.

Class 755 trains for Greater Anglia are already in service.
Class 231 trains for Transport for Wales are on order.
Class 756 trains for Transport for Wales are on order.

All share the same PowerPack-in-the-Middle design, which is shown in this picture.

There are four slots in the PowerPack, with two on either side and they can all hold, either a diesel engine or a battery. Only, the Class 756 trains, are planned to have batteries at present, to make the trains tri-mode and capable of being powered by overhead electric, on-board batteries or a diesel generator.

If I was designing the battery modules to slot into the PowerPack, I and many other engineers would make the battery module deliver similar characteristics and plug compatibility to the diesel module.

The train’s control computer, would be simpler to program and debug and would use modules appropriately to drive the train according to the driver’s instructions.

This interchangeability would also give the operator lots of flexibility, in how they configured and used the trains.

So will Hyperdrive Innovation use an approach for Hitachi, where the battery module has similar characteristics and plug compatibility to the current diesel module?

I wouldn’t be surprised if they did, as it allows modules to be quickly swapped as operational needs change and the train’s computer sorts out the train’s formation and acts accordingly.

On An Hitachi Regional Battery Train Will All Diesel Engines Be Replaced With Battery Modules?

If the computer is well-programmed, it should handle any combination of diesel engines and battery modules.

Perhaps for various routes different combinations might apply.

For maximum battery range, all modules would be batteries.
For maximum power, all modules would be diesel engines.
To handle some out and back routes, there might be three battery modules and a diesel engine to charge the batteries before return.
Could perhaps one or two battery modules be fitted to avoid using the diesel engines in stations and in sensitive areas?

On some routes all diesel engines will be replaced with batteries on Battery Regional Trains, but on others there could be a mixture of both battery and diesel engines.

It should be noted that Stadler achieve the same flexibility with their PowerPack-in-the-Middle design.

Operators will like this flexibility.

What Is The Capacity Of A Battery Module?

In How Much Power Is Needed To Run A Train At 125 mph?, I calculated that an all-electric Class 801 train uses 3.42 kWh per vehicle mile.

I can do a simple estimate based on this figure.

When running on batteries the train will need less energy due to less air resistance, because it is going at 100 mph, rather than 125 mph.

If the energy use is proportional to the speed, then at 100 mph, the energy use will be 2.73 kWh per vehicle mile.
But if the energy use is proportional to the square of the speed, the energy use will be 2.19 kWh per vehicle mile.

I will compromise and use 2.5 kWh per vehicle mile.

Total energy needed to move a five-car train 56 miles would be 5 x 56 x 2.5 or 700 kWh, which could be three batteries of 233 kWh.

These are not outrageous sizes and the batteries could probably be of a comparable weight to the current diesel engines. So replacement wouldn’t affect the handling of the train.

In addition, the batteries would need to be large enough to hold all the regenerated by braking during a stop.

The weight of a Class 800 train is 243 tonnes.
It can carry 326 passengers, who probably weigh 80 Kg with baggage, bikes and buggies.
This gives a total train weight of 269 tonnes.
Using Omni’s Kinetic Energy Calculator, the kinetic energy at 100 mph is just 75 kWh.
For completeness, at 125 mph, the kinetic energy is 117 kWh and at 140 mph, the kinetic energy is 146 kWh.

All these figures are small compared to the battery size needed for traction.

Will East Coast Train’s Class 803 trains Use The Same Technology?

On East Coast Trains‘s Class 803 trains, batteries will be fitted to maintain onboard services, in case of a power failure.

Have these batteries been designed by Hyperdrive Innovation, with perhaps less capacity?

As East Coast Trains’s route between London Kings Cross and Edinburgh is fully electrified, the trains probably won’t need any auxiliary traction power.

But would increasing the battery size make this possible?

Where Do Avanti West Coast Class 807 Trains Fit In?

Avanti West Coast‘s Class 807 trains are also members of the same Hitachi A-Train family.

In the January 2020 Edition of Modern Railways, there is an article, which is entitled Hitachi Trains For Avanti.

This is said about the ten all-electric AT-300 trains for Birmingham, Blackpool and Liverpool services, which have now been numbered as Class 807 trains.

The electric trains will be fully reliant on the overhead wire, with no diesel auxiliary engines or batteries.

It may go against Hitachi’s original design philosophy, but not carrying excess weight around, must improve train performance, because of better acceleration.

It may also have the wiring for a diesel engine or a battery module, should operational experience indicate one is needed.

Will All Cars Be Wired Ready For A Diesel Or Battery Module?

A five-car Class 802 train currently has a diesel engine in cars 2, 3 and 4.

The Hitachi infographic says that a Regional Battery Train has a range of 56 miles on batteries.

Let’s assume that this range applies to a Class 802 train, that has been fitted with three battery modules.

If we take Hull Trains as an example, their Class 802 trains do the following sections using their diesel engines

Temple Hirst Junction and Beverley – 44.34 miles or 87 miles round trip
Temple Hirst Junction and Hull – 36 miles or 72 miles round trip

These distances mean that with a 56 mile range, there needs to be some form of changing at Hull and/or Beverley.

But supposing all cars are wired to accept batteries or diesel engines. This could mean the following.

A train with three batteries and a range of 56 miles, could fit a standard diesel engine as a range extender, which could also be used to charge the batteries at Hull or Beverley.
A train with four batteries, could have a range of 75 miles, which with regenerative braking and precise energy-saving driving could be able to go between Temple Hirst Junction and Hull and back on battery power.
A train with four batteries and a diesel engine,, could have a range of 75 miles on battery power. The diesel energy could be used as a range extender or to charge the batteries at Hull and/or Beverley.
Could a train with five batteries, which could have a range of 90 miles, be able to reach Beverley and return to Temple Hirst Junction?

Note.

I have assumed that battery range is proportional to the number of batteries.
There must also be scope for running slower to cut the amount of energy used.

In addition, all Hull Trains schedules seem to spend fifteen minutes or more in Hull station. This would be enough time to recharge the batteries.

I’m fairly certain, that if all cars were wired for batteries or diesel engines, it would give the operators a lot of flexibility.

Running With Batteries And A Range Extender Diesel Engine

The LEVC TX taxi is described as a plug-in hybrid range extender electric vehicle, where a small petrol engine, can also be used to generate electricity to power the vehicle.

Suppose a Class 802 train was fitted with two battery modules and a diesel engine. Could the diesel act as a range extender, in the same way as the petrol engine does on the LEVC TX?

The diesel engines fitted to a Class 802 train are 700 kW, so if I’m right about the train having total battery capacity of 700 kWh, one engine would take an hour to charge the batteries.

Returning to my Hull Trains example, drivers could probably ensure that the train didn’t get stranded by judicial use of the a single diesel engine to charge the batteries, whilst running in rural areas along the route.

As there would only be one diesel engine rather than three, the noise would be much lower.

I suspect too, that a simple charger in Hull station could charge a train, as it passes through, to make sure it doesn’t get stranded in the countryside.

I suspect that a mix of batteries and diesel engines could be part of an elegant solution on some routes.

Edinburgh and Aberdeen
Edinburgh and Inverness
London Kings Cross and Hull
London Paddington and Swansea
London St. Pancras and Sheffield.
London St. Pancras and Nottingham

It might also be a useful configuration on some TransPennine routes.

Charging Battery Trains

Having a charger in a terminal station would open up a lot of routes to Hitachi’s battery electric trains.

At stations like Hull and Scarborough, this charger could be as simple as perhaps forty metres of 25 KVAC overhead electrification.

The train would stop in the station at the appropriate place.
The driver would raise the pantograph.
Charging would start.
When the battery is fully-charged, the driver would lower the pantograph.

This procedure could be easily automated and the overhead wire could be made electrically dead, if no train is connected.

It should be noted that Hitachi have recently acquired ABB’s power grid business, as announced in this Hitachi press release which is entitled Hitachi Completes Acquisition of ABB’s Power Grids Business; Hitachi ABB Power Grids Begins Operation.

Rail is not mentioned, but mobility is. So will this move by Hitachi, strengthen their offering to customers, by also providing the systems in stations and sidings to charge the trains.

This Google Map shows Hull station, with its large roof.

Could an integrated solution involving solar panels over the station be used to power electrification to charge the trains and dome electric buses next door?

Integrated solutions powered by renewable energy would appeal to a lot of municipalities seeking to improve their carbon profile.

Conclusion

These trains will transform a lot of rail services in the UK and abroad.

October 9, 2020 Posted by AnonW | Transport | Charging Battery Trains, Class 800 Train, Class 802 Train, Class 803 Trains, Class 807 Train, Class 810 Train, Global Warming/Zero-Carbon, Hitachi, Hitachi Regional Battery Train, Regenerative Braking | 3 Comments

Hopes Rekindled Of Full Midland Main Line Electrification

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

This is the key section of the article.

During a House of Commons debate on transport on September 17, HS2 Minister Andrew Stephenson said in response to a question from Alex Norris (Labour/Co-op, Nottingham North): “We are currently delivering the Midland Main Line upgrade, which includes electrification from London to Kettering, with additional electrification to Market Harborough being developed.

“Further electrification of the MML is currently at an early stage, but it is being examined by Network Rail.”

Stephenson said the DfT will continue to work closely with NR on the development of a proposal that would include approaches to advancing the delivery of electrification across the route.

The title of the article, probably sums it up well.

Electrification Of The Midland Main Line

Having read lots of stories about electrification of Midland Main Line, I think the following must be born in mind.

Electrification on the line will reach as far North as Market Harborough station.
The route between Sheffield station and Clay Cross North Junction will be shared with High Speed Two. It will obviously need to be electrified for High Speed Two.
The section of the Midland Main Line between Derby and Clay Cross North Junction, runs through the World Heritage Site of the Derwent Valley Mills. The Heritage Taliban will love the electrification, with a vengeance.
Electrification through Leicester station could be tricky, as the station building and the A6 road are over the tracks and there is limited clearance. Electrification could involve major disruption to the trains for some time.

These are some of the distances involved of sections of the route that are not electrified.

Market Harborough and Derby are 54 miles apart.
Market Harborough and Clay Cross North Junction are 67 miles apart.
Market Harborough and Chesterfield are 70 miles apart.
Market Harborough and Nottingham are 44 miles apart
Market Harborough and Leicester are 16 miles apart.
Derby and Clay Cross North Junction are 21 miles apart.

Since 2017, when electrification for the full route was originally abandoned, there have been big changes in rolling stock technology.

The biggest change has been the development of battery trains.

Hitachi’s Regional Battery Trains

This infographic from Hitachi gives the specification for their Regional Battery Train.

Note.

The trains have a range of 56 miles on battery power.
The trains can cruise at 100 mph on battery power.
Hitachi have said that all of their AT-300 trains can be converted into Regional Battery Trains.
Trains are converted by removing the diesel engines and replacing them with battery packs.
I suspect these battery packs look like a diesel engine in terms of control inputs and performance to the driver and the train’s computer.

It is extremely likely, that the bi-mode Class 810 trains, which are a version of the AT-300 train, that have been ordered for the Midland Main Line can be converted into Regional Battery Trains.

These trains have four diesel engines, as opposed to the Class 800 and Class 802 trains, which only have three.

These are reasons, why the trains could need four engines.

The trains need more power to work the Midland Main Line. I think this is unlikely.
Four engine positions gives ,more flexibility when converting to Regional Battery Trains.
Four battery packs could give a longer range of up to 120 kilometres or 75 miles.

It could just be, that Hitachi are just being conservative, as engines can easily be removed or replaced. The fifth-car might even be fitted with all the wiring and other gubbins, so that a fifth-engine or battery pack can be added.

I suspect the train’s computer works on a Plug-And-Play principle, so when the train is started, it looks round each car to see how many diesel engines and battery packs are available and it then controls the train according to what power is available.

London St. Pancras And Sheffield By Battery Electric Train

Any battery electric train going between London St. Pancras and Sheffield will need to be charged, at both ends of the route.

At the London end, it will use the electrification currently being erected as far as Market Harborough station.
At the Sheffield end, the easiest way to charge the trains, would be to bring forward the electrification and updating between Sheffield station and Clay Cross North Junction, that is needed for High Speed Two.

This will leave a 67 mile gap in the electrification between Market Harborough station and Clay Cross North junction.

It looks to me, the Class 810 trains should be able to run between London St. Pancras and Sheffield, after the following projects are undertaken.

Class 810 trains are given four battery packs and a battery range of 75 miles.
Electrification is installed between Sheffield station and Clay Cross North Junction.

Trains would need to leave Market Harborough station going North and Clay Cross Junction going South with full batteries.

Note.

Trains currently take over an hour to go between Chesterfield to Sheffield and then back to Chesterfield, which would be more than enough to fully charge the batteries.
Trains currently take around an hour to go between London St. Pancras and Market Harborough, which would be more than enough to fully charge the batteries.
Chesterfield station is only three miles further, so if power changeover, needed to be in a station, it could be performed there.
Leeds and Sheffield are under fifty miles apart and as both stations would be electrified, London St. Pancras and Sheffield services could be extended to start and finish at Leeds.

London St. Pancras and Sheffield can be run by battery electric trains.

London St. Pancras And Nottingham By Battery Electric Train

Could a battery electric train go from Market Harborough to Nottingham and back, after being fully-charged on the hour-long trip from London?

The trip is 44 miles each way or 88 miles for a round trip.
Services have either three or eight stops, of which two or three respectively are at stations without electrification.
Trains seem to take over thirty minutes to turnback at Nottingham station.

Extra power North of Market Harborough will also be needed.

To provide hotel power for the train, during turnback at Nottingham station.
To compensate for power losses at station stops.

If 75 miles is the maximum battery range, I doubt that a round trip is possible.

I also believe, that Hitachi must be developing a practical solution to charging a train during turnback, at a station like Nottingham, where trains take nearly thirty minutes to turnback.

If the Class 810 trains have a battery range of 75 miles, they would be able to handle the London St. Pancras and Nottingham service, with charging at Nottingham.

Conclusion

It appears that both the Nottingham and Sheffield services can be run using battery electric Class 810 trains.

All four diesel engines in the Class 810 trains would need to be replaced with batteries.
The route between Clay Cross North Junction and Sheffield station, which will be shared with High Speed Two, will need to be electrified.
Charging facilities for the battery electric trains will need to be provided at Nottingham.

On the other hand using battery electric trains mean the two tricky sections of the Derwent Valley Mills and Leicester station and possibly others, won’t need to be electrified to enable electric trains to run on the East Midlands Railway network.

Will it be the first main line service in the world, run by battery electric trains?

September 28, 2020 Posted by AnonW | Transport | Battery/Electric Trains, Charging Battery Trains, Class 810 Train, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, Derby Station, Discontinuous Electrification, East Midlands Railway, Electrification, High Speed Two, Hitachi Regional Battery Train, Leicester Station, Market Harborough Station, Midland Main Line, Nottingham Station, Sheffield Station, World Heritage Site | 1 Comment

Beeching Reversal – Increased Services To Nottingham And Leicester, via Syston And Loughborough From Melton Mowbray

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

It is one of a pair of submissions from the local MP; Alicia Kearns. The other is More Stopping Services At Radcliffe-on-Trent And Bottesford Stations On The Poacher Line Between Grantham And Nottingham.

When I heard of the MP’s submissions, I wrote MP Campaigns To Extend Train Services For Melton Borough and the following uses that post as a starting point.

Wikipedia says this about services at Melton Mowbray station.

There is an hourly off-peak service in both directions between Stansted Airport and Birmingham, that calls at Cambridge, Peterborough, Oakham and Leicester.
East Midlands Railway and their predescessor have added services to London via Corby and to Derby and East Midlands Parkway.

When you consider, that both Bottesford and Melton Mowbray are the same Council and Parliamentary constituency, it does seem that a more direct train service is needed between Bottesford and Melton Mowbray stations.

It does seem to me that some innovative thinking is needed.

If the current plans to fulfil British Rail’s ambition of an Ivanhoe Line running from Lincoln to Burton-on-Trent via Nottingham, East Midlands Parkway, Loughborough and Leicester, are carried out, that will give important towns to the West of Leicester much better rail connections.

Given that High Speed Two is coming to East Midlands Hub station at Toton and there will be a Bedford and Leeds service run by Midlands Connect using High Speed Two classic-compatible trains, that I wrote about in Classic-Compatible High Speed Two Trains At East Midlands Hub Station, I wonder if in the interim, there should be more trains between Derby and Melton.

Intermediate stations would be Syston, Sileby, Barrow-upon-Soar, Loughborough, East Midlands Parkway Long Eaton and Spondon.
An hourly frequency would double the service frequency at smaller stations like Sileby and Barrow-upon-Soar.
The Southern terminal could be Melton station, but I feel Corby or Peterborough stations would be better, as this would improve services at Oakham station. We should not forget Rutland!
As Corby will be an electrified two-platform station with a two trains per hour (tph) service to London, this could work quite well as a Southern terminus.
Peterborough would have advantages and give a good connection to Cambridge, London and Scotland, but improvements to the current Birmingham and Stansted Airport service would have similar effects.

This route would be just as valuable after High Speed Two opens through the East Midlands Hub station, as it will give fast ongoing connections to Birmingham, Leeds, Newcastle and York.

Electrification Of The Midland Main Line

I feel strongly, that full electrification of the Midland Main Line could be a step to far.

Electrification, through Leicester station will mean a complete closure of the station for a couple of years.
Electrification of the route North of Derby, through the Derwent Valley Mills, which is a World Heritage Site, will be opposed by the Heritage Taliban with all their might.

But.

Electrification of the route between Clay Cross North Junction and Sheffield via Chesterfield will take place in conjunction with High Speed Two
Electrification to Market Harborough, which is sixteen miles South of Leicester will happen.
East Midlands Railway’s new Class 810 trains could be fitted with a battery option giving a range of between 55 and 65 miles.
Pantographs on these trains can go up and down with all the alacrity of a whore’s drawers.

If the easier section of electrification between Leicester and Derby stations, were to be installed, this would enable the following routes to be run using battery-equipped Class 810 trains.

London and Derby, where battery power would be used through Leicester.
London and Nottingham, where battery power would be used through Leicester and between East Midlands Parkway and Nottingham.
London and Sheffield, where battery power would be used through Leicester and between Derby and Clay Cross Junction.
Lincoln and Burton-on-Trent, where battery power would be used South of Leicester and North of East Midlands Parkway.
Derby and Corby, where battery power would be used between Syston and Corby.

There would also be the service between Derby and Norwich, which might be able to be run by a similar train.

Conclusion

I think the ideal way to achieve the MP’s objective would be to extend a proportion of London St. Pancras and Corby services to the Midland Main Line.

But the problem with this, is that the Corby trains will be Class 360 trains, which are electric, so the thirty-six mile route between Corby and the Midland Main Line would need to be electrified.

On the other hand, a shuttle train could be used between Corby and Leicester.

They would call at Oakham, Melton Mowbray and Syston stations.

If the Midland Main Line to the North of Leicester were to be electrified, Battery electric trains could be used on the route, with charging at Leicester and Corby.

August 22, 2020 Posted by AnonW | Energy Storage, Transport | Beeching Reversal, Class 810 Train, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, Electrification, High Speed Two, Leicester Station, Melton Mowbray Station, Midland Main Line, Nottingham Station, Oakham Station | 2 Comments

Dore And Totley Station – 13th July 2020

These pictures show Dore and Totley station.

These are my thoughts on the station and the tracks through it.

The Midland Main Line And High Speed Two

The two tracks, that are furthest away from the station platform are the Midland Main Line between Sheffield and Chesterfield, Derby and the South.

These tracks will be taken over by High Speed Two.
They will be electrified with 25 KVAC overhead electrification.
The trains on the Midland Main Line will continue to use the electrified tracks.
East Midlands Railway have ordered bi-mode Class 810 trains, which will each be 120 metres long or 240 metres long, when running as a pair.
CrossCountry’s Class 220 trains are 187 metres long running as a pair.
I estimate that the faster trains were doing around 100 mph, as they passed Dore and Totley station. I shall measure it properly next time, I go to Sheffield on a train.

Note.

High Speed Two’s trains will probably be going through at the same speed as East Midlands Railway’s Class 810 trains.
High Speed Two will be running their 200 metre long classic-compatible trains to and from Sheffield, so except that there will be two more trains in every hour, there will be little difference.
Both the High Speed Two and the East Midlands Railway trains will be running on electric power between Sheffield and Chesterfield stations.
It is likely that other services will use electric power on the Midland Main Line.
There will be no platforms on the High Speed tracks at Dore and Totley station.

I would suspect that there will be little disruption to train services through the area, whilst the electrification is installed, judging by the disruption caused during electrification between Bedford and Corby.

Dore Junction

Dore Junction is a triangular junction, that connects the Hope Valley Line and the Midland Main Line to the South of Dore and Totley station.

This Google Map shows Dore Junction.

Note.

Dore and Junction station is at the North of the Map.
Dore West Junction is in the South West corner of the map and leads to the Hope Valley Line.
Dore South Junction is in the South East corner of the map and leads to Chesterfield on the Midland Main Line.

This second Google Map shows Dore South Junction.

Could this junction be improved to increase capacity and efficiency?

The Southern track of the triangular junction is only single track.
It is a major route for stone trains between Derbyshire and London and the South.

If Network Rail have any ideas for Dore Junction, then surely, when the works in the area are being carried out, is the time for them to be performed.

Platform Length At Dore And Totley Station

I took these two pictures when I arrived at Dore and Totley station.

As the train was formed of two two-car Class 150 trains and the train fits the platform, it would appear that the platform is about eighty metres long.

An Extra Platform At Dore And Totley Station

There may be no plans to put platforms on the Midland Main Line, but plans exist for an extra track through the station, that will connect to the Hope Valley Line.

This Google Map shows Dore and Totley station and the Midland Main Line.

The second platform wouldn’t be the widest platform,. but I’m sure a second track and a safe platform could be squeezed in.

A bridge with lifts would be needed.
The current single platform at the station is around eighty metres long, but as I said in Beeching Reversal – Sheaf Valley Stations, the platforms must be long enough to take a pair of Class 185 trains or a five-car Class 802 train, which is probably around 140 metres.

I wonder if more space is needed, the Midland Main Line could be realigned to give more space and better performance.

A Turnback At Dore And Totley Station

In Beeching Reversal – Sheaf Valley Stations, I said this about a possible turnback at Dore and Totley station.

This Google Map shows Dore & Totley station and the area to the South.

Note.

There would appear to be a lot of space between the Midland Main Line and the single track, that leads between Dore & Totley station and the Hope Valley Line.
Flying my helicopter, as low as I dare, it looks like the area is either a rubbish dump or very low grade businesses.
Crossrail has designed turnbacks at Abbey Wood and Paddington stations, that will handle twelve tph.
I believe that it would be possible to design a turnback at Dore & Totley station, that would handle eight trains per hour, if not twelve tph.

It might even be possible to squeeze in some overnight stabling.

Whilst I was at Dore and Totley station, I met a couple, who were perhaps a few years older than me, who had grown up in the area.

He could remember local steam services between Sheffield and Dore and Totley stations, where there had been a turntable to the South of the station to reverse the locomotive.

Conclusion

After what I saw on my visit to Dore and Totley station, I would suspect that the station can be updated to the standard required to allow four tph between Manchester Piccadilly and Sheffield stations.

It could also be a station that will attract passengers.

July 14, 2020 Posted by AnonW | Transport | Class 810 Train, Dore and Totley Station, Electrification, High Speed Two, Hope Valley Line, Midland Main Line, Sheffield Station | 1 Comment

Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains

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

This is the introductory sub-title.

Hyperdrive Innovation and Hitachi Rail are to develop battery packs to power trains and create a battery hub in the North East of England.

The article gives this information.

Trains can have a range of ninety kilometres, which fits well with Hitachi’s quoted battery range of 55-65 miles.
Hitachi has identified its fleets of 275 trains as potential early recipients.

Hitachi have also provided an informative video.

At one point, the video shows a visualisation of swapping a diesel-engine for a battery pack.

As a world-class computer programmer in a previous life, I believe that it is possible to create a battery pack, that to the train’s extremely comprehensive computer, looks like a diesel-engine.

So by modifying the train’s software accordingly, the various power sources of electrification, diesel power-packs and battery packs can be used in an optimum manner.

This would enable one of East Midlands Railway’s Class 810 trains, to be fitted with a mix of diesel and battery packs in their four positions under the train.

Imagine going between London and Sheffield, after the High Speed Two electrification between Clay Cross North Junction and Sheffield has been erected.

Between St. Pancras and Market Harborough power would come from the electrification.
The train would leave the electrified section with full batteries
At all stations on the route, hotel power would come from the batteries.
Diesel power and some battery power would be used between stations. Using them together may give better performance.
At Clay Cross North Junction, the electrification would be used to Sheffield.

For efficient operation, there would need to be electrification or some form of charging at the Sheffield end of the route. This is why, I am keen that when High Speed Two is built in the North, that the shsared section with the Midland Main Line between Clay Cross North Junction and Sheffield station, should be built early.

Hitachi have said that these trains will have four diesel engines. I think it will more likely be two diesel engines and two batteries.

The World’s First Battery-Electric Main Line

I suspect with electrification between Sheffield and Clay Cross North Junction, that a train fitted with four batteries, might even be able to run on electric power only on the whole route.

In addition, if electrification were to be erected between Leicester and East Midlands Parkway stations, all three Northern destinations would become electric power only.

The Midland Main Line would be the first battery electric high speed line in the world!

Hitachi On Hydrogen Trains

The press release about the partnership between Hitachi and Hyperdrive Innovation is on this page on the Hitachi web site.

This is a paragraph.

Regional battery trains produce zero tailpipe emission and compatible with existing rail infrastructure so they can complement future electrification. At the moment, battery trains have approximately 50% lower lifecycle costs than hydrogen trains, making battery the cheapest and cleanest alternative zero-emission traction solution for trains.

I have ridden in two battery-electric trains and one hydrogen-powered train.

I would rate them out of ten as follows.

Class 230 train – 6 – Battery
Class 379 train – 8 – Battery
Coradia iLint – 4 – Hydrogen

It’s not that the iLint is a bad train, as the power system seems to work well, but the passenger experience is nowhere near the quality of the two battery trains.

In my view, battery vehicles are exceedingly quiet, so is this the reason?

On the other hand, it could just be poor engineering on the iLint.

Conclusion

This is as very big day in the development of zero- and low-carbon trains in the UK.

July 6, 2020 Posted by AnonW | Transport | Battery/Electric Trains, Class 230 Train, Class 379 Train, Class 810 Train, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, Coradia iLint, East Midlands Railway, Hitachi, Hyperdrive Innovation, Midland Main Line | 29 Comments

« Previous Entries

About This Blog

What this blog will eventually be about I do not know.

But it will be about how I’m coping with the loss of my wife and son to cancer in recent years and how I manage with being a coeliac and recovering from a stroke. It will be about travel, sport, engineering, food, art, computers, large projects and London, that are some of the passions that fill my life.

And hopefully, it will get rid of the lonely times, from which I still suffer.

Why Anonymous? That’s how you feel at times.

Search for:
Charities
Useful Links
Top Posts
WordPress Admin
Email Subscription

Enter your email address to subscribe to this blog and receive notifications of new posts by email.

Join 1,757 other followers

Email Address:

The Anonymous Widower

Hitachi Targets Next Year For Testing Of Tri-Mode IET

Possible Destinations For An Intercity Tri-Mode Battery Train

Thoughts On Batteries In East Midland Railway’s Class 810 Trains

Is The Eastern Leg Of High Speed Two Under Threat?

Northern Powerhouse Rail – Connecting Sheffield To HS2 And On To Leeds

Thoughts On The Design Of Hitachi’s Battery Electric Trains

Hopes Rekindled Of Full Midland Main Line Electrification

Beeching Reversal – Increased Services To Nottingham And Leicester, via Syston And Loughborough From Melton Mowbray

Dore And Totley Station – 13th July 2020

Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains

About This Blog

Charities

Useful Links

Top Posts

WordPress Admin

Email Subscription

Archives

Categories

Tweets

Site info