The Anonymous Widower

The Integrated Rail Plan For The North And Midlands And The East Coast Main Line

Note that this is not a finished post.

To read the The Integrated Rail Plan For The North And Midlands (IRP), click this link.

There is a section in the IRP called Serving Leeds, York and North East England.

It is a section of six paragraphs and I shall describe their contents in detail separately.

Paragraph 3.41

This is said in the IRP.

Under the original plans, HS2 trains would have served Leeds, York and North East England via the West Midlands, with the Eastern Leg branching off from the Phase One line just north of Birmingham Interchange.

This is a significantly longer route than the current East Coast Main Line from King’s Cross, which goes directly up the eastern side of the country.

Due to capacity constraints north of Doncaster HS2 trains to Newcastle and York could also only be accommodated at the expense of existing services, potentially reducing or removing connections between the North East and Doncaster, Newark and Peterborough.

Unlike the West Coast Main Line, there is also potential to lengthen existing trains by up to three carriages, increasing the number of seats on those trains by around 40%.

Geography wins and I’ll discuss the train lengthening later.

Paragraph 3.42

This is said in the IRP.

The IRP has concluded in favour of a significant package of upgrades to the East Coast Main Line which could deliver similar journey times to London and capacity improvements for York and the North East as the original proposals – but many years sooner, and with operational carbon savings because trains will be taking a shorter route.

Speed is important in both project delivery and running of the trains.

Paragraph 3.43

This is said in the IRP.

We are therefore taking forward a substantial package of investment for the East Coast Main Line between London and Leeds and the North East, subject to future business case. Development work will consider interventions from both NPR designs undertaken by Network Rail, mainly focussed on York and northwards, and work undertaken by Mott MacDonald for the Department for Transport focused on the line south of York. North of York we will look to increase the number of paths for long distance high speed trains from 6 to 7 or 8 per hour. In addition to the already planned roll-out of digital signalling, work is expected to include looking at opportunities to improve rolling stock performance; power supply upgrades to allow longer and faster trains; route upgrades to allow higher speeds, including of up to 140mph on some sections; measures to tackle bottlenecks, for example south of Peterborough and at stations and junctions such as Newark, Doncaster, York, Northallerton, Darlington and Newcastle all of which limit speed and capacity; and to replace level crossings where needed.

We will ask Network Rail to now take forward these proposals, including considering any alternatives which may deliver better outputs and/or more cost-effective solutions.

I’ll discuss a lot of this later in more detail.

Paragraph 3.44

This is said in the IRP.

This package is intended to:

    • Cut journey times from London to a range of destinations, including Leeds, Darlington, Northallerton, Durham, and Newcastle by up to 28 minutes, bringing journey times closer to those proposed by HS2, much earlier than previously planned;
    • Allow the introduction of longer trains, increasing the number of seats;
    • Provide 7–8 long distance high speed paths per hour north of York to Newcastle, compared to the current 6 paths (and so allowing a minimum of two fast Manchester to Newcastle services each hour alongside other ambitions);
    • Improve performance and reliability, enabling faster and more reliable services for passengers.

I’ll discuss a lot of this later in more detail.

Paragraph 3.45

This is said in the IRP.

Journey times from London to Newcastle under this plan could be as little as 2 hrs 25-28 minutes (subject to stopping pattern), about 21-24 minutes faster than now and 8 minutes slower than under the full HS2 plans.

Journey times to York and Darlington under this plan would be about 15 minutes faster than now and 12-14 minutes slower than under the full HS2 plans.

Journey times from London to Leeds, at around 1 hour 53, would be about 20 minutes faster than now, but 32 minutes slower than under the full HS2 plans.

I’ll discuss a lot of this later in more detail.

Paragraph 3.46

This is said in the IRP.

Journey times from Birmingham to Leeds would be around 30 minutes faster than the current typical time, and, subject
to further analysis, York and the North East could be would be around 30 minutes faster than the current typical time,
via HS2 Western Leg, Manchester and NPR (based on indicative train service).

I’ll discuss a lot of this later in more detail.

My Thoughts

These are my thoughts.

Longer Trains

This is said in Paragraph 3.41

Unlike the West Coast Main Line, there is also potential to lengthen existing trains by up to three carriages, increasing the number of seats on those trains by around 40%.

The Hitachi Class 800, Class 801, Class 802 and Class 803 trains, that run the routes out of King’s Cross come in lengths of five, nine and ten coaches.

  • The maximum length of an individual train is twelve cars according to this Hitachi document.
  • All destinations with the possible exception of Harrogate, Lincoln and Middlesbrough can handle the current nine-car trains.
  • Lengthening a five-car train by three cars would increase capacity by 60 %. You’d just run a current nine-car train.
  • Lengthening a nine-car train by three cars would increase capacity by 33.3 %. Poor maths but possible.
  • Lengthening a ten-car train by three cars would increase capacity by 30 %. Two trains would have to be lengthened, as ten-car trains are a pair of five-car trains.

It looks to me that the IRP is talking about running twelve-car trains.

  • The Hitachi trains are all plug-and-play.
  • The main stations on the route are Doncaster, Edinburgh, King’s Cross, Leeds, Newcastle and York.
  • Some platforms would need to be lengthened, but some like Edinburgh, Leeds and York are probably already long enough.

But what about the important London terminus at King’s Cross?

These pictures show the Northern ends of the platforms at King’s Cross station.

The two trains are both nine-car Hitachi Class 800 or Class 801 trains and I was standing in line with their noses.

I wonder what is the maximum length of trains that can be handled in these platforms.

  • They can certainly handle ten-car trains, as LNER run these to Leeds.
  • Looking at maps, I suspect that eleven-car trains could be the largest that can be handled.

I suspect it will be tight, but I suspect with a simple platform extension, twelve car trains could be accommodated in King’s Cross station.

Journey Times

These times come from High Speed Two’s Journey Planner and the IRP.

  • London and Edinburgh – Three hours and forty-eight minutes – Four hours and nineteen minutes – Three hours and fifty-eight minutes – My estimate based on IRP figures
  • London and Newcastle – Two hours and seventeen minutes – Two hours and forty-nine minutes – Two hours and 25-28 minutes
  • London and Durham – Two hours and sixteen minutes – Two hours and fifty-five minutes – Two hours and forty minutes
  • London and Darlington – One hour and fifty minutes – Two hours and twenty-two minutes – Two hours and seven minutes
  • London and York – One hour and twenty-four minutes – Two hours and ten minutes – One hour and fifty-five minutes – My estimate based on IRP figures
  • London and Leeds – One hour and twenty-one minutes – Two hours and thirteen minutes – One hour and fifty-three minutes

Note.

  1. The first time is that from High Speed Two, which assumes the Eastern Leg of High Speed Two has been built.
  2. The second time is the current best time via the East Coast Main Line.
  3. The third time is the IRP’s estimate via an upgraded East Coast Main Line.
  4. Where the estimates are mine it is noted.

London and York and London and Leeds are under two hours, London and Newcastle is under three hours and London and Edinburgh is under four hours.

Are these times fast enough for modal shift from the Air and Roads to Rail?

Project Delivery

Rail projects in the UK have a variable record in the delivering of projects on time and on budget.

I haven’t done the full analysis, but I do believe that smaller projects have a better record of delivery, based on media reports.

In Railway Restored: Regular Trains To Run On Dartmoor Line For First Time In 50 Years, Network Rail have delivered an important smaller project, for which I said.

Network Rail have set themselves a good precedent to open the line in nine months and £10 million under budget.

As the improvement of the East Coast Main Line is more of a succession of smaller projects, rather than one large project does this mean it is more likely to be delivered on time and on budget?

Extra Paths

This is said in Paragraph 3.43

North of York we will look to increase the number of paths for long distance high speed trains from 6 to 7 or 8 per hour.

One of the min reasons for building High Speed Two, but here we have extra capacity being created on the East Coast Main Line.

One extra path would be very good, but two would be excellent.

Power Supply Upgrades

In the last eighteen months, I’ve written two articles about updating of the power supply on the East Coast Main Line.

The second article talks about the involvement of the University of Leeds to get the power supply to a high standard.

It does appear that Network Rail are doing all they can to enable the East Coast Main Line to handle the eight electric trains per hour

140 mph Running

There are several elements to the successful achievement of 140 mph running on a railway.

  • The trains must be capable of running safely at 140 mph.
  • The track must be able to support trains at that speed.
  • The signalling must be in-cab and fully tested.
  • The electrification must be designed for running at the required speed.
  • The drivers must be fully trained.

Note.

  1. There are certainly 140 mph trains in service and there are tracks in the UK, where they can be tested at that speed.
  2. I wouldn’t be surprised as we have been running 140 mph InterCity 225 trains on the East Coast Main Line for thirty years, that a lot of the track is already profiled for 140 mph running.
  3. The digital signalling is being installed.
  4. The electrification on the East Coast Main Line has been dodgy for years, but is now being upgraded.
  5. Drivers are probably the least to worry about, as they probably know the route well and are honing their skills in simulators.

I can see 140 mph running being delivered in stages and on time.

Darlington Improvements

In First Phase Of ‘Transformational’ Darlington Rail Station Upgrade Approved, I said this about the improvements at Darlington station.

This upgrade is on the Eastern side of the current station and will include a new entrance, station building, concourse and three new platforms.

This design should allow the following.

    • LNER, High Speed Two and other expresses not stopping at the Darlington station to pass through at speeds of up to 125 mph or more.
    • Expresses stopping in the station will slow and accelerate in less time than they do now.
    • It will probably allow more local trains to Bishops Auckland, Middlesbrough and Saltburn

A seventy-five percent increase in platforms probably offers other advantages.

This could knock several minutes off journey times.

York Improvements

I describe this problem and my solution in Improving The North Throat Of York Station Including Skelton Bridge Junction.

My solution won’t happen, as I advocate replacing the historic Skelton Bridge with a modern four-track bridge.

Effects On Lincoln Service

It will be interesting to see how the improvements to the East Coast Main Line effect LNER’s service between King’s Cross and Lincoln.

Any time improvements South of Newatk will surely be reflected in the time between King’s Cross and Lincoln.

Conclusion

The plan seems feasible to me.

November 24, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , | 6 Comments

Reopening The Darlington – Weardale Line To Passenger Services

On October 27th this Beeching Reversal Project was given £50,000 to build a case for reopening.

The current Weardale Railway is a heritage line, that extends the current National Rail service between Darlington and Bishop Auckland stations further up Weardale.

  • It is a single track railway.
  • The current operational length is 18 miles between Bishop Auckland West and Stanhope stations.
  • The line could be extended a few miles to the site of the former Wearhead station.
  • Thre is a station at the village of Stanhope which i has a castle, a community hospital and a population of 1,600.
  • There is a station at the village of Frosterley which has a population of 700.
  • There is a station at the village of Witton-le-Wear which has a population of 700.
  • There seem to be lots of caravan parks along the river.
  • From my virtual helicopter, the track looks in reasonable condition.
  • There appear to be a couple of passing loops.
  • There don’t appear to be any tunnels.
  • The Weardale Railway has several bridges over the River Wear.
  • I suspect the scenery is not bad.

To my untrained eye, this section of railway would appear to have possibilities for reopening, without any serious engineering problems.

These are a few of my thoughts.

The Connection To National Rail

This Google Map shows Bishop Auckland station, where the Weardale Railway connects to the National Rail network.

Note.

  1. The station appears to be well-placed in the town.
  2. There is plenty of space for tracks connecting the two systems.

I suspect that building a combined through and terminal station that would satisfy the needs of all stakeholders would not be the most challenging of tasks.

Could The Extended Line Have A Japanese Fairy Godmother?

Consider.

  • Hitachi’s train factory at Newton Aycliffe is five miles to the South of Bishop Auckland.
  • Hitachi have stated that they are developing battery-electric trains for lines without electrification.
  • Developers of modern trains with complicated computer systems seem to go through many software versions.

I have to ask the question, if Hitachi would like to have a twenty-mile test track on their doorstep?

If they were testing trains that were agnostic about their power supply, the Weardale Railway would not need to be electrified, although there could be a couple of charging systems.

Would Access To The Quarries At Wearhead Be Needed?

The original Weardale Railway was built to access the quarries at Wearhead, but they switched to road transport some years ago.

This Google Map shows the Wearhead area.

Note.

  1. Wearhead is in the North-West corner of the map.
  2. There is a quarry and there used to be a fluorspar mine.
  3. The white scar at the East of the map was a cement works.

Is there something, that could possibly be mined in this area, that could be taken out by train.

I think it should be born in mind, that mining and quarrying used to be a very dirty and carbon-intensive industry, but big mining companies are now embracing zero-carbon technology.

Could A Holiday Company Like Center Parcs Develop A Site In The Wear Valley?

I noticed a lot of caravans and chalets, as I examined the line.

Could a big operator like Center Parcs develop one of their holiday centres?

It could even be developed with a station.

Is New Housing Needed?

Does the local authority want to develop housing along the line?

What Rolling Stock Will Be Used?

There is no point in extending the line in these days of global warming without providing zero-carbon trains.

The Tees Valley Combined Authority is keen on hydrogen and there are good reasons.

  • There is hydrogen available from chemical plants on Teesside.
  • Hydrogen will give the trains a long range.
  • The trains would probably only need refuelling once a day.
  • In addition, Alstom are looking for an order for their Class 600 train, which is a conversion of a Class 321 train.

But I have my doubts about Alstom’s trains and Hitachi have doubts about hydrogen.

Consider.

  • Do you really want to run hydrogen trains on a line where steam trains run?
  • Darlington station is fully-electrified and it is also to be remodelled for more capacity and High Speed Two.
  • Bishop Auckland and Darlington is just twelve miles.
  • Darlington and Saltburn is just thirty miles.

With charging systems at Bishop Auckland, Saltburn and Stanhope, I am fairly sure Hitachi could develop an electric train for Teesside’s railways.

Conclusion

Hitachi could be key to the design of the reopening of the Darlington and Weardale Line.

 

October 29, 2021 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , | 2 Comments

First Phase Of ‘Transformational’ Darlington Rail Station Upgrade Approved

The title of this post is the same as that of this article on the North East Times.

This upgrade is on the Eastern side of the current station and will include a new entrance, station building, concourse and three new platforms.

This design should allow the following.

  • LNER, High Speed Two and other expresses not stopping at the Darlington station to pass through at speeds of up to 125 mph or more.
  • Expresses stopping in the station will slow and accelerate in less time than they do now.
  • It will probably allow more local trains to Bishops Auckland, Middlesbrough and Saltburn

A seventy-five percent increase in platforms probably offers other advantages.

October 2, 2021 Posted by | Transport/Travel | , , , , , | 3 Comments

Should All High Speed Long Distance Services To Newcastle Extend To Edinburgh?

Look at this Google Map of Newcastle station.

Note.

  1. It is built on a curve.
  2. It is on a cramped site.
  3. Platforms are numbered from 1 at the top to 8 at the bottom.
  4. Platform 2 seems to be used for all express services going North.
  5. Platforms 3 and 4 seem to be used for all express services going South.
  6. Not all platforms would appear to be long enough for nine-car Class 80x trains.

I am certain, that any nation with a sophisticated railway system wouldn’t build a station on a curve with no avoiding lines like Newcastle these days.

Network Rail have a plan to sort out Darlington station and I’m sure they’d like to sort out Newcastle as well!

Current Long Distance Trains Through And To Newcastle

These include.

  • CrossCountry – Plymouth and Edinburgh or Glasgow via Alnmouth, Berwick-upon-Tweed and Dunbar.
  • CrossCountry – Southampton Central or Reading and Newcastle.
  • LNER – King’s Cross and Edinburgh via Berwick-upon-Tweed
  • LNER – King’s Cross and Edinburgh via Alnmouth
  • TransPennine Express – Liverpool Lime Street and Edinburgh via Morpeth
  • TransPennine Express – Manchester Airport and Newcastle.

Note.

  1. All have a frequency of one train per hour (tph)
  2. All trains call at Newcastle.
  3. Two tph terminate at Newcastle and four tph terminate at Edinburgh or beyond.

There is also a new and Edinburgh service from East Coast Trains, that will start this year.

  • It will run five trains per day (tpd).
  • It will call at Newcastle.
  • It will stop at Morpeth between Newcastle and Edinburgh.

There will also be High Speed Two services to Newcastle in a few years.

  • There will be two tph between Euston and Newcastle
  • There will be one tph between Birmingham Curzon Street and Newcastle.

Note.

  1. All services will be run by 200 metre long High Speed Two Classic-Compatible trains.
  2. There is no High Speed Two service to Newcastle, that calls at Leeds.
  3. Only one High Speed Two service to Newcastle calls at East Midlands Hub.

I suspect High Speed Two services need a dedicated platform at Newcastle, especially, if another High Speed Two service were to be added.

Extra Paths For LNER

In the December 2020 Edition of Modern Railways, there is an article, which is entitled LNER Seeks 10 More Bi-Modes.

This is the last paragraph.

Infrastructure upgrades are due to prompt a timetable recast in May 2022 (delayed from December 2021), from which point LNER will operate 6.5 trains per hour out of King’s Cross, compared to five today. As an interim measure  LNER is retaining seven rakes of Mk. 4 coaches hauled by 12 Class 91 locomotives to supplement the Azuma fleet and support its timetable ambitions until new trains are delivered.

There would certainly appear to be a path available if LNER wanted to increase the frequency of trains between King’s Cross and Edinburgh from the current two trains per hour (tph) to three.

I laid out how I would use this third path to Edinburgh in A New Elizabethan.

The Possible Long Distance Trains Through And To Newcastle

These trains can be summed up as follows.

  • 1 tph – CrossCountry – Plymouth and Edinburgh or Glasgow via Alnmouth, Berwick-upon-Tweed and Dunbar.
  • 1 tph – CrossCountry – Southampton Central or Reading and Newcastle.
  • 1 tph – LNER – King’s Cross and Edinburgh via Berwick-upon-Tweed
  • 1 tph – LNER – King’s Cross and Edinburgh via Alnmouth
  • 1 tph – TransPennine Express – Liverpool Lime Street and Edinburgh via Morpeth
  • 1 tph – TransPennine Express – Manchester Airport and Newcastle.
  • 5 tpd – East Coast Trains – King’s Cross and Edinburgh via Morpeth
  • 2 tph – High Speed Two – Euston and Newcastle
  • 1 tph – High Speed Two – Birmingham Curzon Street and Newcastle
  • 1 tph – LNER – King’s Cross and Edinburgh – Extra service

This is ten tph and the five tpd of East Coast Trains.

Capacity Between Newcastle And Edinburgh

I wonder what capacity and linespeed would be possible on the East Coast Main Line between Newcastle and Edinburgh.

There are a few freight trains and some suburban electrics at the Northern end, but I suspect that the route could handle ten tph with some upgrades.

Edinburgh As A Terminal

Consider.

  • Not all trains terminate at Edinburgh, but several tpd go through to places like Aberdeen, Glasgow, Inverness and Stirling.
  • Edinburgh has several shorter East-facing bay platforms, that can take five-car Class 802 trains.
  • Edinburgh has undergone a lot of reconstruction in recent years, so that it can turn more trains.

I very much feel that Edinburgh could handle, at least ten tph from the South.

Conclusion

I think it would be possible to extend all trains to Newcastle to at least Edinburgh.

Would it increase passenger capacity between the two capitals?

It would certainly avoid the difficult and expensive rebuilding at Newcastle station.

 

 

 

May 30, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , | 5 Comments

Beeching Reversal – Ferryhill Station Reopening

This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts. There used to be a Ferryhill station on the East Coast Main Line. It closed in 1967 and burnt down in 1969, before being demolished.

I first noted the station in Boris Johnson Backs Station Opening Which Could See Metro Link To County Durham, after Boris promised it would be built in PMQs.

I then mentioned the station 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.

Last night, I read this document from Railfuture, which talks about rail improvements in the North East and on the East Coast Main Line.

In the document, Ferryhill station is mentioned eighteen times.

Reopening Ferryhill station would appear to have support at all levels.

The Location Of Ferryhill Station

This Google Map shows the general area of the proposed Ferryhill station.

 

Note.

  1. Ferryhill is the village in the North-West corner of the map.
  2. The lion-shaped quarry in the North-East is destined to become a landfill site.
  3. Below this is Thrislington Plantation, which is a National Nature Reserve.
  4. The East Coast Main Line runs North-South between the village and the quarry.

South of the village the line splits, as is shown in detail in this second Google Map.

Note.

  • Ferryhill South junction by Denhamfields Garage, with the nearby Ferryhill Station Primary School
  • The line going South-East is the Stillington freight line to Teesside.
  • The other line going in a more Southerly direction is the electrified East Coast Main Line to Darlington and the South.
  • Between Ferryhill South junction and Tursdale Junction with the Leamside Line is a 2.5 mile four-track electrified railway.

I suspect the station could be any convenient location, to the North of the junction.

Railfuture have strong opinions on the station and feel it should be a Park-and-Ride station for the settlements in the former North Durham coalfield, with frequent services to Newcastle.

Current Passenger Train Services Through Ferryhill

These services currently pass the location of the proposed Ferryhill station.

  • LNER – London Kings Cross and Edinburgh via York, Darlington. Newcastle and Berwick-upon-Tweed
  • LNER – London Kings Cross and Edinburgh via Peterborough, Newark North Gate, Doncaster, York, Darlington, Durham and Newcastle
  • CrossCountry – Plymouth and Edinburgh via Totnes, Newton Abbot, Exeter St Davids, Tiverton Parkway, Taunton, Bristol Temple Meads, Bristol Parkway, Cheltenham Spa, Birmingham New Street, Derby, Chesterfield, Sheffield, Wakefield Westgate, Leeds, York, Darlington, Durham and Newcastle
  • CrossCountry – Southampton and Newcastle via Birmingham New Street, Derby, Sheffield, Doncaster, York, Darlington and Durham
  • TransPennine Express – Liverpool Lime Street and Edinburgh via Newton-le-Willows, Manchester Victoria, Huddersfield, Leeds, York, Darlington, Durham, Newcastle and Morpeth
  • TransPennine Express – Manchester Airport and Newcastle via Manchester Piccadilly, Manchester Oxford Road, Manchester Victoria, Huddersfield, Dewsbury, Leeds, York, Northallerton, Darlington and Durham

Note.

  1. All trains have a frequency of one train per hour (tph)
  2. All trains call at York, Darlington and Newcastle.
  3. I have missed out some of the intermediate stations, where trains don’t call at least hourly.
  4. I have missed out stations South of Birmingham New Street.
  5. A few Northern Trains services pass through at Peak times or to go to and from depots.

I suspect some of these services could stop and to encourage commuters to Newcastle, Durham and Darlington to swap from car to train,

I also suspect that Ferryhill station needs a frequency of at least two tph and if possible four! Four tph would give a Turn-up-and-Go service to Darlington, Newcastle and York.

Planned And Possible Future Passenger Train Services Through Ferryhill

From various sources, these services are either planned or possible.

High Speed Two

High Speed Two are planning the following services, that will pass through.

  • Birmingham Curzon Street and Newcastle via East Midlands Hub, York, Darlington and Durham.
  • London Euston and Newcastle via Old Oak Common, East Midlands Hub and York.
  • London Euston and Newcastle via Old Oak Common, East Midlands Hub, York and Darlington.

Note.

  1. All trains have a frequency of one tph.
  2. All trains call at York, East Midlands Hub, York and Newcastle.
  3. All trains will be 200 metres long.

I feel that Ferryhill station should have platforms long enough to accommodate these trains and other long trains, to future-proof the design and to cater for possible emergencies.

The longest trains on the route would probably be one of the following.

  • A pair of five-car Class 800 trains or similar, which would be 260 metres long.
  • A High Speed Two Classic-Compatible train, which would be 200 metres long.

Unless provision needed to be made for pairs of High Speed Two Classic-Compatible trains.

East Coast Trains

From next year, East Coast Trains, intend to run a five trains per day (tpd) service between London and Edinburgh via Stevenage, Newcastle and Morpeth.

Note that in Thoughts On East Coast Trains, I said this service would stop at Durham, as that was said in Wikipedia at the time.

Northern Powerhouse Rail

Northern Powerhouse Rail has an objective to to run four tph between Leeds and Newcastle in 58 minutes.

At present there are only three tph on this route, two tph from TransPennine Express and one tph from CrossCountry. All three services stop at Leeds, York, Darlington, Durham and Newcastle.

I believe that the best way to provide the fourth service between Leeds and Newcastle would be to run a third LNER service between London Kings Cross and Edinburgh, when upgrades to the East Coast Main Line give the train operating company another path.

  • The service would only stop en route at Leeds and Newcastle.
  • It would increase the frequency between London Kings Cross and Leeds to three tph
  • It would increase the frequency between London Kings Cross and Newcastle to three tph
  • It would increase the frequency between London Kings Cross and Edinburgh to three tph
  • It would increase the frequency between London Leeds and Newcastle to four tph
  • It would run non-stop between London Kings Cross and Leeds, in under two hours.

I believe that, when all the upgrades to the East Coast Main Line are complete, that such a service could match or even better High Speed Two’s time of three hours and forty-eight minutes between London and Edinburgh.

Ferryhill And Teesside Via The Stillington Freight Line

The Clarence Railway is described in this paragraph in its Wikipedia entry.

The Clarence Railway was an early railway company that operated in north-east England between 1833 and 1853. The railway was built to take coal from mines in County Durham to ports on the River Tees and was a competitor to the Stockton and Darlington Railway (S&DR). It suffered financial difficulty soon after it opened because traffic was low and the S&DR charged a high rate for transporting coal to the Clarence, and the company was managed by the Exchequer Loan Commissioners after July 1834.

But it has left behind a legacy of useful rail lines, that connect important factories, ports, towns, works on other railways on Teesside.

This Google Map shows the triangle between Eaglescliffe, Stockton-on-Tees and Thornaby stations.

Note.

  1. Eaglescliffe station is in the South-West corner of the map and lines from the station lead to Darlington and Northallerton stations.
  2. Thornaby station is in the North-East corner of the map and connects to Middlesbrough station.
  3. Stockton station is at the North of the map.

Tracks connect the three stations.

This Google Map shows the connection between Thornaby and Stockton stations.

Note.

  1. Stockton station is at the North of the map.
  2. Thornaby station is at the East of the map.
  3. In the South-Western corner of the map is a triangular junction, that links Eaglescliffe, Stockton-on-Tees and Thornaby stations.

Currently, this triangular junction, allows trains to go between.

  • Middlesbrough and Newcastle via Thornaby, Stockton, Hartlepool and Sunderland.
  • Middlesbrough and Darlington via Thornaby and Eaglescliffe.
  • Middlesbrough and Northallerton via Thornaby and Eaglescliffe.

But it could be even better.

This Google Map shows another triangular junction to the North of Stockton station.

Note.

  1. The Southern junction of the triangle leads to Stockton station and ultimately to Darlington, Eaglescliffe, Middlesbrough, Northallerton and Thornaby.
  2. The Eastern junction leads to Hartlepool, Sunderland and Newcastle.

So where does the Western Junction lead to?

The railway is the Stillington Branch Line.

  • It leads to Ferryhill.
  • It is about ten miles long.
  • It is double-track.
  • There used to be intermediate stations at Radmarshall, Stillington and Sedgefield.

Looking at timings for trains on the various sections of the route gives.

  • Middlesbrough and Stockton – 11 minutes
  • Stockton and Ferryhill South Junction – 23 minutes
  • Ferryhill South Junction and Newcastle – 20 minutes

This gives a timing of 54 minutes compared with up to 78 minutes for the current service on the Durham Coast Line.

In their document, Railfuture gives this as one of their campaigns.

Providing Faster Journeys Teesside to Tyneside by running passenger services from
Middlesbrough, Thornaby and Stockton via the 10 mile Stillington freight only line and then via the
East Coast Main Line to Newcastle. Our aim is to reduce overall journey time on direct train
between Middlesbrough to Newcastle from 1 hour 15 minutes to 55 minutes and so open up many
additional job opportunities to the residents of both areas.

My calculations say that it should be possible, to run a useful service between Middlesbrough and Newcastle, via the Stillington freight line.

  • The route is used regularly for freight trains and by LNER for what look to be testing or empty stock movements.
  • Will any station be built at Radmarshall, Stillington or Sedgefield?
  • I estimate that between Ferryhill South Junction and Middlesbrough, is about fifteen miles, so it might be possible to run a Middlesbrough and Newcastle service using battery electric trains, like Hitachi’s Regional Battery Trains, which would be charged on the East Coast Main Line.

Activating the route, doesn’t look to be the most expensive passenger reopening on the cards.

I suspect though, that if passenger services were to be run on the Stillington Line, that Ferryhill station, will need platforms on both the East Coast Main Line and the Stillington Line.

Services could include.

  • Newcastle and Middlesbrough via Ferryhill
  • Newcastle and Hartlepool via Ferryhill
  • Newcastle and York via Eaglescliffe and Ferryhill, with a reverse at Middlesbrough.

 

Note.

  1. The Northern terminus could be Ferryhill for some trains.
  2. Two tph between Stockton and Ferryhill would be a useful service.
  3. Would a Newcastle and Middlesbrough service call at the poorly-served Chester-le-Street station to improve services?

I also feel that as some of these services will be running on the East Coast Main Line between Ferryhill and Newcastle, it probably would be desirable for these services to be run by Hitachi’s Regional Battery Trains, which would be capable of maintaining the maximum speed for the route, as all the other passenger services can at present!

Ferryhill And Tyneside Via The Leamside Line

The reopening of the Leamside Line is a high priority of Northern Powerhouse Rail, which I wrote about 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.

In their document, Railfuture gives this as one of their campaigns.

Reopening the rail line from Ferryhill to Pelaw (the Leamside Line) with the aim of providing
services that will improve local connections and open new opportunities to people living in this part
of County Durham, as well as providing relief for congestion on the existing line through Durham.

This reopening has been talked about for years, so I suspect that Network Rail know the problems and at least have a rough estimate for what needs to be done and how much it will cost.

The Wikipedia entry for the Leamside Line has a section, which is entitled Proposed Re-Opening, Upgrade and Development, where this is the first paragraph.

Since the line’s closure in the early 1990s, a number of proposals to re-open the Leamside Line were put forward, including plans by AECOM, ATOC, Durham County Council, Railtrack and Tyne and Wear PTE. The line has been considered for a number of potential uses, including a regional suburban rail service linking Tyneside and Teesside, a diversionary freight route for the East Coast Main Line, and an extension to the Tyne and Wear Metro network.

Wikipedia also states that an application to the Restoring Your Railway Fund for money for a feasibility study was unsuccessful.

All that could change with the developments needed between Leeds and Newcastle for High Speed Two and Northern Powerhouse Rail.

  • High Speed Two are planning to run at least three tph to and from Newcastle.
  • Northern Powerhouse Rail are planning to run an extra service between Leeds and Newcastle.
  • LNER will have an extra path on the East Coast Main Line, that could be used through the area.

Using the Leamside Line as a diversion for freight and slower passenger trains would appear to be a possibility.

It could also be combined with the Stillington Line and Northallerton and Stockton to create a double-track diversion, alongside the double-track section of the East Coast Main Line between Northallerton and Newcastle.

Extending The Tyne And Wear Metro Along The Leamside Line

This has been talked about for some time.

In the Wikipedia entry for the Tyne and Wear Metro. there is a section, which is entitled Extension To Washington IAMP, where this is said.

There have been a number of proposals looking in to the possibility of re-opening the former Leamside Line to Washington, including a 2009 report from the Association of Train Operating Companies (ATOC), and a 2016 proposal from the North East Combined Authority (NECA), as well as the abandoned Project Orpheus programme, from the early 2000s. Most recently, proposals are being put forward to link the current network at Pelaw and South Hylton, with the International Advanced Manufacturing Park in Washington, using part of the alignment of the former Leamside Line.

If the Tyne and Wear Metro were to be extended to the Southern end of the Leamside Line, Ferryhill station could be a Southern terminal.

  • There is space to create a line alongside the East Coast Main Line between Tursdale Junction, where it connects with the Leamside Line and Ferryhill station.
  • The new Tyne and Wear trains have been designed to share tracks with other trains on Network Rail tracks.
  • This would enable interchange between East Coast Main Line, Stillington Line and Metro services, without going North to Newcastle.

At the present time, all that would be needed would be for the Metro connection to be safeguarded.

Railfuture’s Campaigns In The North East

This is a tidying up of several improvements, which are campaigns of Railfuture, that are outlined in this document.

They will be covered in separate posts.

Conclusions

I can separate conclusions into sections.

The Design Of Ferryhill Station

These are my conclusions about the design of Ferryhill station.

  • It should be built as a Park-and-Ride station.
  • It should have platforms long enough for any train that might stop at the station. I suspect this would be a pair of Class 800 trains, which would be 260 metres long.
  • Platforms should be on both the East Coast Main Line and the Stillington Line.
  • There should be safeguarding of a route, so that Metro trains could access the station from the Leamside Line.

As the station could be a Park-and-Ride station, I will assume the station will need good road access.

Train Services At Ferryhill Station

These are my conclusions about the services calling at Ferryhill station.

There should be four tph between Leeds and Newcastle, all of which would stop at York, Darlington, Ferryhill and Durham, with some services calling at Northallerton and Chester-le-Street.

There should also be less frequent services at Ferryhill to Scotland and London. Perhaps a frequency of around six tpd would be sufficient, as changes could be made at Leeds, Newcastle of York.

Two tph would probably be ideal for services on the Stillington Line to Hartlepool, Middlesbrough and Redcar.

It would certainly be a busy and well-connected station.

 

December 13, 2020 Posted by | Design, Transport/Travel | , , , , , , , , , , , , , , , , , , | 5 Comments

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

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 significant upgrades to the East Coast Main Line and reopening of the Leamside Line.

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

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

  • The distance between the two stations is 106 miles
  • The current service takes around 85 minutes and has a frequency of three trains per hour (tph)
  • This gives an average speed of 75 mph for the fastest journey.
  • The proposed service with Northern Powerhouse Rail will take 58 minutes and have a frequency of four tph.
  • This gives an average speed of 110 mph for the journey.

This last figure of 110 mph, indicates to me that a faster route will be needed.

These are example average speeds on the East Coast Main Line.

  • London Kings Cross and Doncaster – 156 miles – 98 minutes – 95.5 mph
  • London Kings Cross and Leeds – 186 miles – 133 minutes – 84 mph
  • London Kings Cross and York  – 188.5 miles – 140 minutes – 81 mph
  • London Kings Cross and Hull – 205.3 miles – 176 minutes – 70 mph
  • York and Newcastle – 80 miles – 66 minutes – 73 mph

I also predicted in Thoughts On Digital Signalling On The East Coast Main Line, that with full digital in-cab ERTMS signalling and other improvements, that both London Kings Cross and Leeds and York would be two-hour services, with Hull a two-and-a-half service.

  • London Kings Cross and Leeds in two hours would be an average speed of 93 mph.
  • London Kings Cross and York in two hours would be an average speed of 94.2 mph.
  • London Kings Cross and Hull in two-and-a-half hours would be an average speed of 94.2 mph.

I am fairly certain, that to achieve the required 110 mph average between Leeds and Newcastle to meet Northern Powerhouse Rail’s objective of four tph in under an hour will need, at least the following.

  • Full digital in-cab ERTMS signalling
  • Completion of the electrification between Leeds and York.
  • Ability to run at up to 140 mph in places.
  • Significant track upgrades.

It could also eliminate diesel traction on passenger services on the route.

High Speed Two’s Objective For The York and Newcastle Route

At the present time, High Speed Two is not planning to run any direct trains between Leeds and Newcastle, so I’ll look at its proposed service between York and Newcastle instead.

  • Current Service – 80 miles – 66 minutes – 73 mph
  • High Speed Two – 80 miles – 52 minutes – 92 mph

Note.

  1. High Speed Two will be running three tph between York and Newcastle.
  2. Northern Powerhouse Rail have an objective of 58 minutes for Leeds and Newcastle.

High Speed Two and Northern Powerhouse Rail do not not have incompatible ambitions.

Current Direct Leeds And Newcastle Services

These are the current direct Leeds and Newcastle services.

  • TransPennine Express – 1 tph – Liverpool Lime Street and Edinburgh
  • TransPennine Express – 1 tph – Manchester Airport and Newcastle.
  • CrossCountry – 1 tph – Plymouth and Edinburgh

Timings appear to be between 81 and 91 minutes.

What Would A Leeds And Newcastle In Under An Hour Do For London Kings Cross And Edinburgh Timings?

This question has to be asked, as a 58 minute time between Leeds and Newcastle will mean that timings between York and Newcastle must reduce.

York And Newcastle at various average speeds give the following times.

  • 73 mph (current average) – 66 minutes
  • 80 mph – 60 minutes
  • 90 mph – 53 minutes
  • 92 mph – 52 minutes (High Speed Two promise)
  • 100 mph – 48 minutes
  • 110 mph – 44 minutes

If any speed over 90 mph can be averaged between York and Newcastle, this means that with a London and York time of under two hours the following times are possible.

  • London Kings Cross and Newcastle in under three hours. – High Speed Two are promising two hours and seventeen minutes.
  • London Kings Cross and Edinburgh in under four hours. – High Speed Two are promising three hours and forty minutes.

Consider.

  • An InterCity 225 achieved a time of under three-and-a-half hours between London and Edinburgh. in 1991.
  • That record journey was at an average speed of 112 mph.
  • There must be opportunities for speed improvements North of Newcastle.
  • Train and signalling technology is improving.
  • High Speed Two is promising three hours and forty minutes between London and Edinburgh.

I can see a fascinating rivalry between trains on High Speed Two and the East Coast Main Line, developing, about who can be faster between London and Edinburgh.

Current Projects Between Leeds And Newcastle

These projects are in planning or under way on the section of the East Coast Main Line between Leeds and Newcastle.

Phase 2 Of The East Coast Main Line Power Supply Upgrade

Phase 1 between London and Doncaster should have been completed, if the covids allowed and now work can be concentrated on Phase 2 to the North of Doncaster.

This page on the Network Rail web site describes the project. These paragraphs are the introduction to Phase 2.

Phase 2 of the project will involve the installation of feeder and substations along the route, capacity upgrades, new 132kv connection at Hambleton junction and upgrades to existing power supply connections.

The second phase of the project is currently in design stages and dates for carrying out the work are still being finalised.

Phase 2 will be delivering upgraded power to the East Coast Mainline railway between Bawtry and Edinburgh.

This project may not improve speeds on the railway, but it will certainly improve reliability and reduce the use of diesel power.

I do wonder, that as the reliability of the East Coast Main Line increases, this will reduce the need for the electric Class 801 trains, to have diesel engines for when the power supply fails.

It is known, that the Class 803 trains, that are under construction for East Coast Trains, will have only a small battery for emergency use.

A sensible weight saving would surely improve the acceleration and deceleration of the trains.

York to Church Fenton Improvement Scheme

This page of the Network Rail web site, describes the project. These paragraphs introduce the project.

Our work between York and Church Fenton is in preparation for the Transpennine Upgrade, which will provide more capacity and faster journeys between Manchester Victoria and York, via Leeds and Huddersfield.

The five mile stretch between Church Fenton and Colton Junction – the major junction where trains from Leeds join the East Coast Main Line towards York – sees over 100 trains each day, with up to one freight or passenger train passing through every five minutes. This is one of the busiest stretches of railway in the North.

The work will include.

  • Modernising the signalling.
  • Replacing about five miles of track between Holgate (York) and Colton Junction.
  • Completing the eleven miles of electrification between York and Church Fenton stations.

I estimate that when the project is completed, there will be only around thirteen miles of track without electrification between Church Fenton station and Neville Hill TMD in Leeds.

The route between Church Fenton and Garforth stations, is shown in this map clipped from High Speed Two.

Note.

  1. York is just off the North-East corner of the map.
  2. Garforth is in the South-West corner of the map.
  3. Shown in orange is the new route of High Speed Two from East of Leeds towards York.
  4. Shown in blue is existing tracks, that will be used to take High Speed Two Trains to York and further North.
  5. The rail line running North-South on the edge of the map is the Selby Diversion, which opened in 1983 and  was built to avoid possible subsidence from the Selby coalfield.
  6. The pre-Selby Diversion route of the East Coast Main Line goes South from the join of the blue and orange sections of High Speed Two.
  7. At Church Fenton station, this route splits, with one route going West through Micklefield, East Garforth and Garforth stations to Neville Hill TMD and Leeds.
  8. The main road going North-South is the A1 (M).

It seems to me, that High Speed Two’s and Northern Powerhouse Rail’s plans in this area, are still being developed.

  • There has been no decision on the electrification between Church Fenton and Neville Hill TMD.
  • How do Northern Powerhouse Rail trains go between Leeds and Hull?
  • How do Northern Powerhouse Rail trains go between Leeds and York?
  • How do High Speed Two trains go between Leeds and York?

I suspect, when the full plans are published, it will answer a lot of questions.

Darlington Station Remodelling

A remodelling of Darlington station is under consideration.

I outlined this in £100m Station Revamp Could Double Local Train Services.

This was my conclusion in the related article.

I think that this will happen.

    • The Tees Valley Line trains will be greatly improved by this project.
    • Trains will generally run at up to 140 mph on the East Coast Main Line, under full digital control, like a slower High Speed Two.
    • There will be two high speed platforms to the East of the current station, where most if not all of the High Speed Two, LNER and other fast services will stop.
    • There could be up to 15 tph on the high speed lines.

With full step-free access between the high speed and the local platforms in the current station, this will be a great improvement.

It will create a major interchange, where high speed trains from High Speed Two, LNER and Northern Powerhouse Rail will do the following.

  • Approach at 140 mph or more.
  • Perform a controlled stop in the station.
  • Drop and pick-up passengers.
  • Accelerate back up to linespeed.

The station stop will be highly-automated and monitored by the driver.

One of the objectives would be to save time for all fast trains.

Capacity And Other Problems Between Leeds And Newcastle Listed In Wikipedia

These problems are listed in a section called Capacity Problems in the Wikipedia entry for the East Coast Main Line.

The North Throat Of York Station Including Skelton Bridge Junction

I describe this problem and my solution in Improving The North Throat Of York Station Including Skelton Bridge Junction.

Use Of The Leamside Line

Wikipedia says this about capacity to the South of Newcastle.

South of Newcastle to Northallerton (which is also predominately double track), leading to proposals to reopen the Leamside line to passenger and freight traffic.

I could have included it in the previous section, but as it such a important topic, it probably deserves its own section.

Looking at maps, reopening is more than a a possibility. Especially, as reopening is proposed by Northern Powerhouse Rail and mentioned in the title of this post.

I discussed the Leamside Line in detail in Boris Johnson Backs Station Opening Which Could See Metro Link To County Durham, which I wrote in June this year.

These are some extra thoughts, that update the original post.

Ferryhill Station

I was prompted to write the related post, by something Boris Johnson said at PMQs and it was mainly about Ferryhill station.

In the latest copy of this document on the Government web site, which is entitled Restoring Your Railway: Successful Bids, a new station at Ferryhill has been successful. Another bid in the same area to restore rail services between Consett and Newcastle has also been successful.

This map shows the East Coast Main Line as it goes North South between Durham and Darlington.

Note.

  1. Ferryhill is in the South-West of the map opposite the sand-pits in the South-East
  2. The East Coast Main Line runs North-South between the village an d the sand-pits.
  3. Follow the railway North and you come to Tursdale, where there is a junction between the East Coast Main Line and the Leamside Line.
  4. The East Coast Main Line goes North-Westerly towards Durham and Newcastle.
  5. The Leamside Line goes North to Washington and Newcastle.
  6. There is also the Stillington Freight Line going South-Easterly to Sedgefield and Stockton from Ferryhill.

Could Ferryhill be a useful interchange to local services connecting to Newcastle, Sunderland and Washington in the North and Hartlepool, Middlesbrough and Stockton in the South?

The Leamside Line As An East Coast Main Line Diversion

I didn’t discuss using the line as a diversion for the East Coast Main Line in my original post, but if the infrastructure is to the required standard, I don’t see why it can’t take diverted traffic, even if it is also used for the Tyne and Wear Metro.

It should be remembered, that to create extra capacity on the East Coast Main Line between Peterborough and Doncaster, the route of the Great Northern and Great Eastern Joint Railway, was upgraded. I first wrote about this line six years ago in Project Managers Having Fun In The East and the route seems to be working well. It is now being augmented by the addition of the £200 million Werrington Dive Under. See Werrington Dive-Under – 8th November 2018, for more details of this project, which will speed up all trains on the East Coast Main Line.

After the undoubted success of the upgrade  of the Great Northern and Great Eastern Joint Railway, surely the team responsible for it, should be given the task of devising a similar plan for the Leamside Line, to take pressure off the East Coast Main Line between Newcastle and Northallerton.

Sharing The Leamside Line

The Tyne and Wear Metro also has its eyes on the Leamside Line for an extension.

It should be noted that the Extension To Wearside, uses the Karlsruhe Model to allow the Metro trains to share with freight and other passenger trains.

The new Stadler trains will probably make this even easier, so I wouldn’t be surprised to see a reopened Leamside Line handling a varied assortment of trains of all types.

The Sunderland Example

Sunderland station is a station, which has both Metro and mainline services from the same platforms.

Could a station at Washington be built to similar principles, so that some long distance services to Newcastle used this station?

A Terminal Station On The Leamside Line

Newcastle station may be a Grade One Listed station, but it is built on a curve and would be a nightmare to expand with more platforms.

Sunderland station is already used as a terminal for London trains, so would it be sensible to provide a terminal at somewhere like Washington?

My Final Thought  On The Leamside Line

Reopen it!

A Few Random Final Thoughts

This post has got me thinking.

Newcastle Station Capacity

I have seen reports over the years that Newcastle station, is lacking in capacity.

  • There could be extra services, as High Speed Two is proposing two tph from London Euston stations and one tph from Birmingham Curzon Street station.
  • There may be extra services because of Northern Powerhouse Rail, which has an objective of four tph from Leeds station.
  • There may be extra services because of new services to Ashington and Blyth.
  • There may be extra services because of new services to Consett.

Note.

  1. The first two services could use two hundred metre long trains.
  2. Some platforms can accept 234 metre long Class 800 trains.
  3. The last two services might use the Metro platforms.

As the station has twelve platforms, I feel with careful operation, that the station will have enough capacity.

This Google Map shows the station.

And this second Google Map shows the station, its position with relation to the Tyne and the lines rail routes to and from the station.

Note.

  1. Trains from the South arrive over the King Edward VII Bridge and enter Newcastle station from the West.
  2. Trains from England to Scotland go through the station from West to East and then go straight on and turn North for Berwick and Scotland.
  3. Next to the King Edward VII Bridge is the blue-coloured Queen Elizabeth II Bridge, which takes the Tyne and Wear Metro across the Tyne, where it uses two platforms underneath Newcastle station.
  4. The next bridge is the High Level Bridge, which connects the East end of the station to the rail network, South of the Tyne. It connects to the Durham Coast Line to Teeside and the Leamside Line.

History has delivered Newcastle a comprehensive track layout through and around Newcastle station.

  • Services from the East can be run back-to-back with services from the West.
  • The Metro and its two underground platforms removes a lot of traffic from the main station.
  • There are seven through platforms, of which at least three are over two hundred metres long.
  • There are four West-facing bay platforms and one facing East.

But most intriguingly, it looks like it will be possible for trains to loop through the station from the South, by perhaps arriving over the King Edward VII bridge and leaving over the High Level bridge. Or they could go the other way.

Could this be why reoopening the Leamside Line is important?

LNER’s Extra Paths

The sentence, from an article entitled LNER Seeks 10 More Bi-Modes, in the December 2020 Edition of Modern Railways   indicates that more capacity will be available to LNER.

Infrastructure upgrades are due to prompt a timetable recast in May 2022 (delayed from December 2021) from which point LNER will operate 6.5 trains per hour, out of Kings Cross, compared to five today.

I suspect that LNER could use the half path to run a one train per two hour (tp2h) service to Hull.

  • Currently, London Kings Cross and Hull takes a few minutes under three hours.
  • Currently, Doncaster and Hull takes around 55 minutes.
  • I have estimated that once full digital in-cab signalling is operational, that London Kings Cross and Hull could take a few minutes under two-and-a-half hours.

The full path to Hull could be shared with Hull Trains to provide an hourly service between London Kings Cross and Hull.

LNER could do something special with the full extra path.

Consider.

  • Some train operating companies have said, that they’ll be looking to attract customers from the budget airlines.
  • There could be a need for more capacity between London Kings Cross and all of Edinburgh, Leeds and Newcastle.
  • Faster services would be attractive to passengers.
  • York and Leeds will be fully electrified or trains could be fitted with batteries to bridge the thirteen mile gap in the electrification.

A limited-stop service between London Kings Cross and Edinburgh via Leeds could be an interesting addition.

  • The train would only stop at Leeds and possibly Newcastle.
  • One objective would be a time under three-and-a-half hours between London Kings Cross and Edinburgh.
  • What time could be achieved between London Kings Cross and Leeds?

It would certainly give High Speed Two a run for its money!

A New Elizabethan

I can remember The Elizabethan, which was a steam-hauled non-stop express between London and Edinburgh between 1953 and 1961.

I have laid out my ideas for a modern express train of the same name in A New Elizabethan.

It could be an interesting concept, to increase capacity between London and Edinburgh.

As I indicated in the previous section, LNER certainly have a path, that could be used to their advantage.

High Speed Two

The East Coast Main Line and High Speed Two have a lot in common.

  • The two routes will share tracks between a junction near Ulleskelf station and Newcastle station.
  • High Speed Two Classic Compatible trains could be based on Hitachi AT-300 train technology.
  • High Speed Two Classic Compatible trains would probably be able to run on the East Coast Main Line between London Kings Cross And Edinburgh.
  • Trains from both routes will share platforms at York, Darlington, Durham and Newcastle stations.
  • I would hope that the signalling systems on both routes are compatible.

From a project management point of view, this commonality means that in an ideal world the new route of both High Speed Two and Northern Powerhouse Rail, and the upgrades to the East Coast Main Line should be planned together.

I believe there are still details on the design of the joint route, that have not been disclosed, or perhaps not even decided.

  • Will between Church Fenton station and Neville Hill depot be electrified?
  • How will Northern Powerhouse Rail connect Leeds and Hull stations?
  • How will Northern Powerhouse Rail connect Leeds and York stations?
  • Will High Speed Two connect Leeds and York stations?
  • What will be the operating speed of the joint section of the East Coast Main Line?
  • What will be the capacity in trains per hour of the joint section of the East Coast Main Line?
  • Will Newcastle station need an extra platform to handle three High Speed Two tph from London Euston

Two projects have been discussed in this post.

  • The unlocking of the bottleneck at Skelton Bridge.
  • The reopening of the Leamside Line.

I feel that these projects are important and will probably be needed for efficient operation of High Speed Two.

Other early projects could include.

  • Upgrading and electrification of the chosen route between Leeds and Hull,
  • Installation of the chosen system of in-cab ERTMS digital signalling on the route.
  • Electrification between Church Fenton station and Neville Hill depot.

I would deliver these and other joint projects early, so that travellers see a positive benefit from High Speed Two before the main work has even started.

High Speed East Coast

I wonder what is the maximum speed of the Class 80x trains, that are the backbone of services on the East Coast Main Line.

Consider.

  • It is known, that with in-cab digital ERTMS  signalling, these trains will be capable of 140 mph, but could they go even faster.
  • High Speed Two Classic Compatible trains will be capable of 225 mph.
  • Will Hitachi’s offering for these trains, be based on the Class 80x trains?

I would think, that it is fairly likely, that the existing Class 80x trains could be updated to an operating speed in the range of 150-160 mph.

In Thoughts On Digital Signalling On The East Coast Main Line, I said this.

The combined affect of both track and signalling improvements is illustrated by this simple calculation.

    • As Dalton-on-Tees is North of Doncaster, the route between Woolmer Green and Doncaster should be possible to be run at 140 mph
    • Woolmer Green and Doncaster stations are 132.1 miles apart.
    • Non-stop York and London Kings Cross trains are currently timed at 70 minutes between Doncaster and Woolmer Green stations.
    • This is an average speed of 113.2 mph.

If 140 mph could be maintained between Doncaster and Woolmer Green, the section of the journey would take 56.6 minutes, which is a saving of 13.4 minutes.

I can do this calculation for higher speeds.

  • 150 mph would take 52.8 minutes
  • 160 mph would take 49.5 minutes
  • 170 mph would take 46.6 minutes
  • 180 mph would take 44 minutes
  • 200 mph would take 39.6 minutes

Note.

  1. Eurostar’s latest Class 374 trains are capable of operating at 200 mph.
  2. A Class 395 train, which is closely related to the Class 80x trains, has attained a record speed of 157 mph.

There may be worthwhile time savings to be made, on some of the straighter sections of the East Coast Main Line.

Other improvements will also be needed.

Note, that I am assuming, that the Digswell Viaduct section would not be updated, as it would cause too much disruption.

I also believe that by using selective joining and splitting at Edinburgh, Leeds and perhaps Doncaster, Grantham, Newark or York, that a very comprehensive network of direct trains to and from London can be built from Grantham Northwards.

Beverley, Bradford, Cleethorpes, Glasgow, Grimsby, Harrogate, Huddersfield, Hull, Lincoln, Middlesbrough, Nottingham, Perth, Redcar, Sheffield, Skipton, Sunderland and Washington could all be served at an appropriate frequency.

  • Some like Bradford, Glasgow, Harrogate, Hull, Lincoln and Middlesbrough would have several trains per day.
  • Others might have a much more limited service.

What sort of timings will be possible.

  • 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.

High Speed East Coast would be a serious and viable alternative to High Speed Two for the Eastern side of England and Scotland.

Conclusion

This is an important joint project for Northern Powerhouse Rail, High Speed Two and the East Coast Main Line.

Project Management Recommendations

This project divides neatly into several smaller projects..

  • Upgrade the power supply on the East Coast Main Line.
  • Finish the York to Church Fenton Improvement Scheme
  • Remodel Darlington station.
  • Install of in-cab ERTMS digital signalling.
  • Complete the electrification between Neville Hill TMD and York.
  • Solve the problem of Skelton Bridge and its complicated track layout.
  • Reopen the Leamside Line.

Most of these projects are independent of each other and all would give early benefits to the East Coast Main Line.

When complete, we’ll see the following timing improvements.

  • Leeds and Newcastle will drop from 85 minutes to 56 minutes, with an increase in frequency from three to four tph.
  • York and Newcastle will drop from 57-66 minutes to 52 minutes.
  • There could be ten minutes savings on Edinburgh services.

Passengers and operators would welcome this group of projects being started early.

 

 

 

 

November 30, 2020 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , | 5 Comments

Saltburn Station – 28th October 2020

I paid a quick visit to Saltburn station.

I would have had a bigger look round, but time was tight.

The reason the time was tight, was a classic example of what you get with a rail route, with only one train per hour (tph). The next train would have meant, I’d missed my train to London and would have had to buy another ticket.

This Google Map shows the station.

Note.

  1. There are two platforms.
  2. The station appears to be close to the Town Centre.
  3. There is a branch leading South to the Boulby Mine. This branch is used to handle the output of the mine, which is polyhalite and rock salt.

These are my thoughts.

Four tph Between Darlington And Saltburn

Four tph is planned between Darlington and Saltburn.

  • Two platforms at Saltburn will surely help.
  • All intermediate stations have two platforms.
  • The route is double track all the way, except for the approach to Darlington station.

I discussed the approach from the East to Darlington station in Darlington Station – 28th October 2020 and suggested that a dive-under is needed to allow the following.

  • High speed trains can make a fast approach and departure from the new high speed platforms at Darlington.
  • Saltburn to Bishop Auckland services to avoid crossing the East Coast Main Line on the flat to access Platform 4 at Darlington.
  • Darlington and Saltburn services to sneak under the East Coast Main Line and access Platform 2 at Darlington.

There may also need to be some track modifications to the North of Darlington station, but as there are two tph between Bishop Auckland and Darlington to accommodate, the modifications would probably be less extensive.

Charging Battery Electric Trains At Saltburn

I doubt that this would be essential, as Middlesbrough is only thirteen miles away, but there is surely space to fit in one of Vivarail’s Fast Charge systems in the station.

Passenger Services On The Boulby Mine Branch

If housing is developed around Saltburn, this could be a possibility at some time in the future.

This was the route of the Whitby, Redcar and Middlesbrough Union Railway, which was closed in 1958 and then reopened to Boulby Mine in the 1970s.

There were originally two stations between Saltburn and Boulby; Loftus and Grinkle.

In a section of the Wikipedia entry for the railway called The Railway Today, this is said.

In January 2019, Campaign for Better Transport released a report identifying the line between Saltburn and Loftus which was listed as Priority 2 for reopening. Priority 2 is for those lines which require further development or a change in circumstances (such as housing developments)

I wouldn’t be surprised to see a passenger service on this route.

This Google Map shows the Boulby Mine and the Coast.

Note.

  1. The Boulby Mine  is at the Western side of the map.
  2. The village of Staithes has strong connections to Captain Cook.
  3. The original railway. that ran South of the site of the mine through Staithes and on to Whitby is now a walking route.

I wonder if there should be a station close to the mine.

Conclusion

There is a lot of potential to improve the railway between Middlesbrough and Saltburn.

 

October 31, 2020 Posted by | Transport/Travel | , , , , , | Leave a comment

Darlington Station – 28th October 2020

I went to Teesside to have a look round yesterday.

These are my thoughts on Darlington station.

Platform 1 And Platform 4

These pictures show the two main platforms at Darlington station.

Note.

  1. They are affectively a very wide island platform.
  2. Platform 1 handles all trains going South and East to Middlesbrough and Saltburn.
  3. Platform 4 handles all trains going North and West to Bishop Auckland.
  4. The platforms are well over 200 metres long.
  5. Both the main platforms have a second track, between the current track and the walls of the station.
  6. Both main platforms have a large clock.
  7. Platform 1 has some innovative seating.
  8. Uniquely, there is a London Rail Map on the London-bound Platform 1. Every London-bound platform needs a copy of this map, but they are very rare.

They appear to handle all the current services easily.

There is certainly a lot of space to improve the station.

Station Structure

The station stricture is probably best described as grand, stylish and Victorian and it appears to be in good condition.

  • The tracks through the station are enclosed in two large brick walls.
  • A roof of the period, is supported on the walls and a number of perhaps forty cash-iron columns.

These pictures give a flavour of the station.

There must be few better station structures than Darlington in the UK and as it is Listed Grade II*. I would expect this is recognised by English Heritage.

The Southern Bay Platforms

There are two bay platforms at the Southern end of the station.

There were bay platforms at the Northern end, but these have now been removed.

I wonder, if these two bay platforms could be invaluable in the expansion of services both on the Tees Valley Line and generally in the area.

Current plans envisage the following.

  • Four trains per hour (tph) between Saltburn and Darlington.
  • Two tph between Darlington and Bishop Auckland.

One obvious way to achieve this objective would be to do the following.

  • Run two tph between Saltburn and Bishop Auckland. These trains would run as now with Saltburn services using Platform 1 and Bishop Auckland services using Platform 4 at Darlington station.
  • Run two tph between Saltburn and Darlington. These trains would use Platform 2 at Darlington station.

The advantages of this are.

  • To get to Middlesbrough or Saltburn, you would go to the island Platform 1/2, as you do now.
  • To get to Bishop Auckland, you would go to Platform 4, as you do now.
  • If battery trains were to be used the bay platforms would be ideal for a Vivarail Fast Charge system

There would probably need to be some changes to the tracks serving Platform 1 and 2.

Other possibilities might include.

  • Darlington might also be a useful terminal for a service to Whitby via Middlesbrough.
  • Using the station as a Northern terminus for an Express Parcels Service from London.

Lengthened platforms able to take a five-car Class 802 train, could be useful for service recovery.

The Western Pedestrian Entrance To The Station

Darlington Town Centre lies to the West of the station and these pictures show what probably was a very grand entrance to the station connected to it by a subway.

This Google Map shows the size of the entrance.

It is one of those buildings that would be described by a certain breed of estate agent, as having development potential.

  • There are no lifts to the subway.
  • It could be turned into a retail experience.
  • Does the clock tell the right time?
  • Buses were signposted in this direction, but there appeared to be little information.

Surely, it could be turned into an asset to both the railway and the town.

The Southern Approaches To The Station

These pictures show the Southern approach to the station.

The Tees Valley Line to and from Middlesbrough and Saltburn joins to the South of the station and trains going to Bishop Auckland have to cross over the two tracks of the East Coast Main Line.

This Google Map shows the track layout just to the South of the station.

Note.

  1. The Southern ends of the platforms can just be seen at the top of the map.
  2. Platforms are numbered 1 to 4 from West to East.
  3. The two avoiding lines going past the East side of the station.
  4. The yellow train is one of Network Rail’s Mobile Maintenance Trains.

The Mobile Maintenance Train was parked in the same place yesterday, as this picture shows.

The second Google Map shows Darlington South Junction, where the Tees Valley Line from Middlesbrough joins the East Coast Main Line.

These two maps indicate the problem of train operation at Darlington.

A train between Bishop Auckland in the West and Middlesbrough and Saltburn in the East, can sneak down the Southbound East Coast Main Line and take the Tees Valley Line to continue on its way.

But a train going the other way, needs to cross both tracks of the East Coast Main Line on the flat, which means precision working by drivers and signallers, to avoid causing delays to both main line and local trains.

I suspect all the following are true.

  • The number of London and Scotland expresses will increase.
  • London and Scotland expresses will be running faster.
  • The number of freight services on the route will increase.
  • The number of services between Bishop Auckland and Saltburn will increase from the current hourly only service.
  • High Speed Two will eventually start to run services between London and Birmingham, and at least as far North as Newcastle

All will make the need for improvements South, and probably North, of Darlington station increasingly important.

Could it be that the simplest solution would be to create a dive-under?

  • It would only need to be single-track.
  • It could probably be built without affecting current services, as was the Acton dive-under.
  • There would appear to be plenty of space.

It would only need to allow trains from the Eastern branch of the Tees Valley Line to access Platform 4 at Darlington station.

High Speed Two Is Coming

High Speed Two is coming to Darlington and I wrote about that in £100m Station Revamp Could Double Local Train Services.

This was my conclusion about what will happen to services at Darlington in that post.

I think that this will happen.

  • The Tees Valley Line trains will be greatly improved by this project.
  • Trains will generally run at up to 140 mph on the East Coast Main Line, under full digital control, like a slower High Speed Two.
  • There will be two high speed platforms to the East of the current station, where most if not all of the High Speed Two, LNER and other fast services will stop.
  • There could be up to 15 tph on the high speed lines.

With full step-free access between the high speed and the local platforms in the current station, this will be a great improvement.

So what will the step-free access be like?

The young assistant in WH Smith told me that a hole will be made in the wall on the East side of the current Platform 1.

It does seem that a new bridge could reach over all the platforms with an entrance for the Town Centre in a refurbished Western entrance.

Passengers would arrive by high speed train every few minutes from the South, Newcastle or Scotland.

  • Those for the Town Centre would walk across the bridge and exit the station in a refurbished Western entrance.
  • Those needing onward local train travel would descend into the current station to catch another frequent train.
  • Hopefully, there would be space somewhere for a bus station.

It would be a real gateway station for Darlington.

 

 

October 29, 2020 Posted by | Transport/Travel | , , , , | 2 Comments

£100m Station Revamp Could Double Local Train Services

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

This is the opening paragraph.

Officials behind plans for a £100m-plus transformation of Darlington’s Bank Top Station have confirmed it will remain the only one on the East Coast Mainline without a platform specifically for the London to Scotland service.

Darlington station has made various appearances in my life, all of which have been pleasurable ones.

I went several times to ICI’s Wilton site on Teesside in the 1970s, when the route to London was worked by the iconic Class 55 locomotives or Deltics.

I wrote about one memorable trip home from Darlington in The Thunder of Three-Thousand Three-Hundred Horses.

Over the years, I also seem to have had several clients for my computing skills in the area, including the use of my data analysis software; Daisy at Cummins Engines in the town.

And lately, it’s been for football at Middlesbrough to see Ipswich play, where I’ve changed trains. Sometimes, Town even won.

The improvements planned for the station are two-fold.

Improvement Of Local Services

This paragraph from Wikipedia, sums up the local train services on the Tees Valley Line between Saltburn and Bishop Auckland via Darlington, Middlesbrough and Redcar.

Northern run their Tees Valley line trains twice hourly to Middlesbrough, Redcar and Saltburn (hourly on Sundays), whilst the Bishop Auckland branch has a service every hour (including Sundays). The company also operates two Sundays-only direct trains to/from Stockton and Hartlepool.

If ever a route needed improvement it is this one.

This paragraph from the Northern Echo article, outlines the plans for Darlington station.

The meeting was also told the overhaul, which will see new platforms, a new station building, parking and an interchange for passengers, alongside other improvements, would also double capacity on Tees Valley and Bishop Auckland lines, meaning four trains an hour on the former and two trains an hour on the latter.

I also believe that the route is a shoe-in for zero-carbon services; hydrogen or battery electric.

Hydrogen Trains On Teesside

In Fuelling The Change On Teesside Rails, I discuss using hydrogen powered trains for the lines in the area and they could certainly provide services on more than just the Tees Valley Line.

The hydrogen powered trains would probably be this Alstom Breeze.

They would appear to be in pole position to change the image of Teesside’s trains.

Battery Electric Trains On Teesside

But I suspect. that an Anglo-Japanese partnership, based in the North-East could have other ideas.

  • Hitachi have a train factory at Newton Aycliffe on the Tees Valley Line.
  • Hyperdrive Innovation design and produce battery packs for transport and mobile applications in Sunderland.

The two companies have launched the Regional Battery Train, which is described in this Hitachi infographic.

Note than 90 kilometres is 56 miles, so the train has a very useful range.

Hitachi have talked about fitting batteries to their express trains to serve places like Middlesbrough, Redcar and Sunderland with zero-carbon electric services.

But their technology can also be fitted to their Class 385 trains and I’m sure that Scotland will order some battery-equipped Class 385 trains to expand their vigorous electric train network.

Both Scotland and Teesside will need to charge their battery trains.

Example distances on Teesside include.

  • Darlington and Saltburn – 28 miles
  • Darlington and Whitby – 47 miles
  • Darlington and Bishop Auckland – 12 miles

The last route would be possible on a full battery, but the first two would need a quick battery top-up before return.

So there will need to be strategically-placed battery chargers around the North-East of England. These could include.

  • Hexham
  • Nunthorpe
  • Redcar or Saltburn – This would also be used by TransPennine Express’s Class 802 trains, if they were to be fitted with batteries.
  • Whitby

If Grand Central did the right thing and ran battery electric between London and Sunderland, there would probably be a need for a battery charger at Sunderland.

It appears that Adrian Shooter of Vivarail has just announced a One-Size-Fits-All Fast Charge system, that has been given interim approval by Network Rail.

I discuss this charger in Vivarail’s Plans For Zero-Emission Trains, which is based on a video on the Modern Railways web site.

There is more about Vivarail’s plans in the November 2020 Print Edition of the magazine, where this is said on page 69.

‘Network Rail has granted interim approval for the fast charge system and wants it to be the UK’s standard battery charging system’ says Mr. Shooter. ‘We believe it could have worldwide implications.’

I believe that Hitachi and Hyperdrive Innovation, with a little bit of help from friends in Seaham, can build a battery-electric train network in the North-East.

The Choice Between Hydrogen And Battery Electric

Consider.

  • The hydrogen trains would need a refuelling system.
  • The battery electric trains would need a charging structure, which could also be used by other battery electric services to and from the North-East.
  • No new electrification or other infrastructure would be needed.
  • If a depot is needed for the battery electric trains, they could probably use the site at Lackenby, that has been identified as a base for the hydrogen trains.

Which train would I choose?

I think the decision will come down to politics, money and to a certain extent design, capacity and fuel.

  • The Japanese have just signed a post-Brexit trade deal and France or rather the EU hasn’t.
  • The best leasing deal might count for a lot.
  • Vivarail have stated that batteries for a battery electric train, could be leased on a per mile basis.
  • The Hitachi train will be a new one and the Alstom train will be a conversion of a thirty year old British Rail train.
  • The Hitachi train may well have a higher passenger capacity, as there is no need for the large hydrogen tank.
  • Some people will worry about sharing the train with a large hydrogen tank.
  • The green credentials of both trains is not a deal-breaker, but will provoke discussion.

I feel that as this is a passenger train, that I’m leaning towards a battery electric train built on the route.

An Avoiding Line Through Darlington

The Northern Echo also says this about track changes at the station.

A meeting of Darlington Borough Council’s communities and local services scrutiny committee was told a bus lane-style route off the mainline at the station would enable operators to run more high-speed services.

Councillors heard that the proposed track changes would enable very fast approaches to Darlington and allow other trains to pass as East Coast Mainline passengers boarded.

Some councillors seem to be unhappy about some trains passing through the station without stopping.

Are their fears justified?

This Google Map shows Darlington station.

Note.

  1. The station has two long platforms and two South-facing bay platforms.
  2. There is plenty of space.
  3. There already appear to be a pair of electrified avoiding lines on the Eastern side of the station.

Wikipedia also says this about how Darlington station will be changed by High Speed Two.

The new high speed rail project in the UK, High Speed 2, is planned to run through Darlington once Phase 2b is complete and will run on the existing East Coast Main Line from York and Newcastle. Darlington Station will have two new platforms built for the HS2 trains on the Main Line, as the station is built just off the ECML to allow for freight services to pass through.

This would appear to suggest that the two current avoiding lines will be turned into high speed platforms.

Current High Speed Services At Darlington

The current high speed services at Darlington are as follows.

  • LNER – two trains per hour (tph) – London Kings Cross and Edinburgh
  • Cross Country – one tph – Plymouth and Edinburgh or Glasgow
  • Cross Country – one tph – Southampton and Newcastle
  • TransPennine Express – one tph – Liverpool and Edinburgh
  • TransPennine Express – one tph – Manchester Airport and Newcastle

Northbound, this gives eight tph to Newcastle and four tph to Edinburgh

East Coast Trains

East Coast Trains‘s services are not planned to stop at Darlington.

High Speed Two Trains

Darlington is planned to be served by these High Speed Two trains.

  • 1 tph – Birmingham Curzon Street and Newcastle via East Midlands Hub, York and Durham
  • 1 tph – London Euston and Newcastle via Old Oak Common and York.

Both will be 200 metre High Speed Two Classic-Compatible trains

Northbound, this gives ten tph to Newcastle and four tph to Edinburgh.

As the Eastern Leg of High Speed Two has some spare capacity, I suspect there could be other services through Darlington.

Improvements To The East Coast Main Line

If you look at the East Coast Main Line between Doncaster and Newcastle, the route is a mixture of two and four-track railway.

  • Between Doncaster and York, there are two tracks
  • Between York and Northallerton, there are four tracks
  • Between Northallerton and Darlington, there are two tracks
  • North of Darlington, the route is mainly two tracks.

I have flown my virtual helicopter along much of the route and I can say this about it.

  • Much of the route is through agricultural land, and where absolutely necessary extra tracks could possibly be added.
  • The track is more-or-less straight for large sections of the route.
  • Routes through some towns and cities, are tightly hemmed in by houses.

I also believe that the following developments will happen to the whole of the East Coast Main Line before High Speed Two opens.

  • Full ERTMS in-cab digital signalling will be used on all trains on the route.
  • The trains will be driven automatically, with the driver watching everything. Just like a pilot in an airliner!
  • All the Hitachi Class 80x trains used by operators on the route, will be able to operate at up to 140 mph, once this signalling and some other improvements have been completed.
  • All level crossings will have been removed.
  • High Speed Two is being built using slab track, as I stated in HS2 Slab Track Contract Awarded. I suspect some sections of the East Coast Main Line, that are used by High Speed Two services, will be upgraded with slab track to increase performance and reduce lifetime costs.

Much of the East Coast Main Line could become a 140 mph high speed line, as against High Speed Two, which will be a 225 mph high speed line.

This will mean that all high speed trains will approach Darlington and most other stations on the route, at 140 mph.

Trains will take around a minute to decelerate from or accelerate to 140 mph and if the station stop took a minute, the trains will be up to speed again in just three minutes. In this time, the train would have travelled two-and-a-half miles.

Conclusion

I think that this will happen.

  • The Tees Valley Line trains will be greatly improved by this project.
  • Trains will generally run at up to 140 mph on the East Coast Main Line, under full digital control, like a slower High Speed Two.
  • There will be two high speed platforms to the East of the current station, where most if not all of the High Speed Two, LNER and other fast services will stop.
  • There could be up to 15 tph on the high speed lines.

With full step-free access between the high speed and the local platforms in the current station, this will be a great improvement.

October 25, 2020 Posted by | Computing, Hydrogen, Sport, Transport/Travel | , , , , , , , , , , , , , , , , , , , | 3 Comments

Will The East Coast Main Line Give High Speed Two A Run For Its Money To The North East Of England?

I have looked up High Speed Two timings on their Journey Time Calculator and compared them with current LNER timetables.

  • London-Leeds – Current – 136 minutes – HS2 – 81 minutes
  • London-York – Current – 111 minutes – HS2 – 84 minutes
  • London – Darlington – Current – 141 minutes – HS2 – 112 minutes
  • York- Darlington – Current – 27 minutes – HS2 – 26 minutes
  • London – Durham – Current – 170 minutes – HS2 – 138 minutes
  • York – Durham – Current – 45 minutes – HS2 – 44 minutes
  • London – Newcastle – Current – 170 minutes – HS2 – 137 minutes
  • York – Newcastle – Current – 55 minutes – HS2 – 51 minutes
  • London – Edinburgh – Current – 259 minutes – HS2 – 220 minutes
  • Newcastle – Edinburgh – Current – 83 minutes – HS2 – 83 minutes
  • York – Edinburgh – Current – 138 minutes – HS2 – 134 minutes

Note.

  1. I have assumed that Newcastle and Edinburgh takes 83 minutes, which is the current timing.
  2. The time savings possible to the North of Leeds are only a few minutes.
  3. As an example, the straight route between York and Darlington is 34 miles, which means an average speed of only 75 mph.

Serious work needs to be done North of York to improve timings.

Improvements To The East Coast Main Line

Various improvements to the East Coast Main Line are in process of building designed or built.

Extra Tracks

These example of more tracks are from the Wikipedia entry for the East Coast Main Line.

  • Four tracks are being restored between Huntington and Woodwalton.
  • Freight loops between York and Darlington.

There are probably other places, which will see extra tracks in the next few years.

Power Supply And Electrification

Wikipedia identified places where the power supply and the electrification could be better.

This sentence indicates the comprehensive nature of the planned work.

Power supply upgrades (PSU) between Wood Green and Bawtry (Phase 1 – completed in September 2017) and Bawtry to Edinburgh (Phase 2), including some overhead lines (OLE) support improvements, rewiring of the contact and catenary wires, and headspan to portal conversions (HS2P) which were installed at Conington in January 2018.

The Hertford Loop Line is also due to have some power supply upgrades.

Station Improvements

Darlington, Kings Cross, Stevenage and York will have track improvements, which will improve the capacity of the tracks through the stations.

Werrington Dive Under

The Werrington Dive Under will be a big improvement. This is an extract from the Wikipedia entry.

The project will see the construction of 1.9 miles (3 km) of new line that will run underneath the fast lines, culverting works on Marholm Brook and the movement of the Stamford lines 82 feet (25 m) westwards over the culverted brook. This will mean that trains for the GN/GE line no longer need to cross the fast lines on the level, nor use the Up Fast line between Peterborough station and the junction. The project, coupled with other ECML improvement schemes (such as the four tracking from Huntingdon to Woodwalton) will improve capacity on the line through Peterborough by 33% according to Network Rail. This equates to two extra train paths an hour by 2021, when the work is scheduled to be completed. In turn, this will remove 21 minutes from the fastest King’s Cross to Edinburgh Waverley service, and 13 minutes from the fastest King’s Cross to Leeds service. It will also see an increase of 1,050 ‘intercity’ seats per hour on express trains through Peterborough.

The upgrade will add two more train paths to the route and knock 21 and 13 minutes off the faster Edinburgh and Leeds services respectively.

The Newark Flat Crossing

This is the railway equivalent of a light-controlled pedestrian crossing in the middle of a motorway.

This Google Map shows the crossing.

Note.

  1. The East Coast Main Line running roughly North-South
  2. The A 46 road crossing the line.
  3. The Nottingham-Lincoln Line running parallel to the railway.
  4. A chord allowing trains to go between the Nottingham-Lincoln Line and Newark North Gate station, which is to the South.
  5. The River Trent.

Complicated it certainly is!

I wrote about the problems in The Newark Crossing and felt something radical needed to be done.

Looking at the numbers of trains at the Newark Crossing.

  • The number of trains crossing the East Coast Main Line, is typically about three to five trains per hour (tph) and they block the East Coast Main Line for about two minutes.
  • But then there could be a fast train around every four minutes on the East Coast Main Line, with eight tph in both directions.

The numbers of trains and their speeds would probably cut out a Control Engineer’s solution, where all trains are computer controlled through the junction.

Although, it might be possible to reduce the number of conflicting trains on the East Coast Main Line dramatically, by arranging a Northbound and a Southbound express passed each other at the flat junction.

There’s also the problem of what happens if a crossing train fails, as it goes over the East Coast Main Line. But that must be a problem now!

Whatever happens here will be a well-thought through solution and it will add to the capacity of the East Coast Main Line and increase the line-speed from the current 100 mph.

Level Crossings

Wikipedia says this about level crossings.

Level crossing closures between King’s Cross and Doncaster: As of July 2015 this will no longer be conducted as a single closure of 73 level crossings but will be conducted on a case-by case basis (for example, Abbots Ripton Level Crossing will close as part of the HW4T scheme).

It is my personal view that all should be removed.

ERTMS Signalling

Wikipedia says this about the installation of ERTMS digital in-cab signalling.

The line between London King’s Cross and Bawtry, on the approach to Doncaster, will be signalled with Level 2 ERTMS. The target date for operational ERTMS services is December 2018 with completion in 2020.

Note that, ERTMS is needed for 140 mph running.

140 mpg Running

Wkipedia says this about 140 mph running.

Increasing maximum speeds on the fast lines between Woolmer Green and Dalton-on-Tees up to 140 mph (225 km/h) in conjunction with the introduction of the Intercity Express Programme, level crossing closures, ERTMS fitments, OLE rewiring and the OLE PSU – est. to cost £1.3 billion (2014). This project is referred to as “L2E4” or London to Edinburgh (in) 4 Hours. L2E4 examined the operation of the IEP at 140 mph on the ECML and the sections of track which can be upgraded to permit this, together with the engineering and operational costs.

A rough calculation indicates that up to eleven minutes could be saved by this upgrade, between London and Darlington.

Prospective Timings On The East Coast Main Line

Consider.

  • The package of new trains level crossing closures, ERTMS, OLE rewiring and the OLE PSU, which is collectively known as L2E4 should deliver Edinburgh in four hours.
  • Nineteen minutes need to be saved on current times.
  • I believe that if the train takes four hours or less, travellers will switch from the airlines.
  • High Speed Two are aiming for a time of 220 minutes, but is this by the West or East Coast routes?
  • As their proposed Glasgow service has a similar time, I assume it is by the West Coast route.
  • Wikipedia states that an Open Access Operator was thinking of running Class 390 trains or Pendelinos between London Kings Cross and Edinburgh in 223 minutes.

If the managers of LNER are the least bit ambitious, I can see them wanting to run a service between London and Edinburgh, in a time that is several minutes under four hours.

It should always be remembered that the East Coast Main Line was built for speed, as these true stories illustrate.

  • Mallard set the world speed record for steam locomotives in 1938 of 126 mph, on the line.
  • The record time between London and Edinburgh was set in 1991 by an InterCity 225 train at a minute under three-and-a-half hours.

I even have my own special memory of the line, which I wrote about in The Thunder of Three-Thousand Three-Hundred Horses. Behind a Deltic or Class 55 locomotive, I went from Darlington to London in two hours and fifteen minutes, which is faster than today’s fastest trains. Not bad for a 1960s design, but the train was a coach short and had a clear run. And was probably extremely-well driven.

Is the East Coast Main Line and especially the section South of Darlington, a route, where a knowledgeable driver can coax the maximum out of a high speed train?

Possible savings over the next few years include.

Werrington Junction

When this is completed, it could knock twenty-one minutes off the timings to Edinburgh.

Newark Crossing

How much time could be saved here?

There must be some time savings if the line speed can be increased from 100 mph.

140 mph Running

The various improvements in L2E4 are intended to enable services to run between London and Edinburgh in under four hours.

  • Does L2E4 include any possible time savings from the Werrington Dive Under?
  • Does L2E4 include any possible time savings from improvements at Newark?
  • What is the completion date for L2E4?
  • Most of the time savings for L2E4 will be South of Darlington as the track is straighter.

As I said earlier a rough calculation indicates that L2E4 will save about eleven minutes to the South of Darlington.

Conclusion

There must be over thirty minutes of savings to be accumulated on the East Coast Main Line. Much of it because of the Werrington and Newark improvements will be South of Darlington.

I wouldn’t be surprised to see timings like these.

  • London-Leeds – Current – 136 minutes – HS2 – 81 minutes – Possible ECML – 120 minutes
  • London-York – Current – 111 minutes – HS2 – 84 minutes – Possible ECML – 90 minutes
  • London – Darlington – Current – 141 minutes – HS2 – 112 minutes – Possible ECML – 115 minutes
  • London – Durham – Current – 170 minutes – HS2 – 138 minutes – Possible ECML – 130 minutes
  • London – Newcastle – Current – 170 minutes – HS2 – 137 minutes – Possible ECML – 130 minutes
  • London – Edinburgh – Current – 259 minutes – HS2 – 220 minutes – Possible ECML – 210 minutes

It looks to me, that the East Coast Main Line could be fulfilling the aspirations of British Rail’s engineers of the 1980s.

 

 

 

 

 

 

 

 

 

June 1, 2020 Posted by | Transport/Travel | , , , , , , , , , , , | 9 Comments