The Anonymous Widower

Is There A Case For A Round-The-Wash Service Between Doncaster And Ipswich/Norwich?

I suggested this service in The Integrated Rail Plan For The North And Midlands And The East Coast Main Line.

Effectively, it would join East Midlands Railway’s Doncaster and Peterborough service with Greater Anglia’s Cambridge and Ipswich service.

  • The service could go via Scunthorpe, Grimsby Town, Cleethorpes, Grimsby Town, Market Rasen, Lincoln, Sleaford, Spalding, Peterborough, March, Ely, Cambridge North, Cambridge, Newmarket, Bury St. Edmunds and Stowmarket.
  • There would be reverses at Cleethorpes and Cambridge.
  • There may be extra stops in Lincolnshire and across Suffolk.
  • The service would not use the East Coast Main Line, but would use the new Werrington Dive-Under and the Great Northern and Great Eastern Joint Line to the East of the East Coast Main Line.
  • The frequency would be one train per two hours (1tp2h).
  • Ideal trains could be Class 755 trains, perhaps running on batteries or hydrogen.

It would be paired with a new Doncaster and Norwich service, that could partly replace East Midlands Railway’s Liverpool and Norwich service.

  • The service could go via Scunthorpe, Grimsby Town, Cleethorpes, Grimsby Town, Market Rasen, Lincoln, Sleaford, Spalding, Peterborough, March, Ely, Cambridge North, Cambridge, Cambridge North, Ely, Thetford, Attleborough and Wymondham.
  • There would be reverses at Cleethorpes and Cambridge.
  • There may be extra stops in Lincolnshire and across Norfolk.

As with the Ipswich train it would not use the East Coast Main Line and have a frequency of 1tp2h.

The Objectives Of The Service

I believe this service could have several objectives.

Remove Slower Trains From The East Coast Main Line Between Peterborough And Doncaster

There aren’t many except freight, but this plan could provide a better solution to the Liverpool and Norwich service.

Providing Better Connections To The Biggest Growth Point In The UK – Cambridge

Cambridge needs better connections, so that it can bring in the staff and workers, that the high-tech capital of the UK needs.

Better Connection Of East Anglia And Lincolnshire To Northern England And Scotland

In Peterborough and Doncaster the route has two main interchanges to bring about these connections.

Promoting Tourism

For a start the route has five cathedrals; Bury St. Edmunds, Ely, Lincoln, Norwich and Peterborough and the historic city of Cambridge.

But I do believe that there are numerous places, where tourists might stay on the route and use it to explore the East of the country.

A Few Questions

These are a few questions.

Would The Route Be Electrified?

I don’t believe it will be fully electrified for two reasons.

Freight locomotives will increasingly become hydrogen-powered and also be able to use electrification, where it exists.

Plans by the likes of Hitachi ABB Power Grids and Furrer and Frey are likely to enable discontinuous and battery-electric trains to be able to work the route.

This philosophy would avoid all the disruption and reconstruction of structures of electrification and probably be much more affordable.

Would York Or Leeds Make A Better Northern Terminal For The Route?

Both have possibilities.

  • York would need running on the East Coast Main Line.
  • Leeds would probably need trains capable of 125 mph running.

On the other hand both Leeds and York would have superb connectivity.

Conclusion

I feel this would be a very valuable new service and it could be created without building any new infrastructure other than perhaps some strategic stations.

November 25, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , | Leave a comment

Could We See Between London And Much Of The North By Train In Under Two Hours?

I shall write about each route in order starting from Euston and working East.

Avanti West Coast And Euston

These are services from Euston, that I feel could be under two hours.

London Euston And Liverpool Lime Street

On Thursday, I went to Liverpool by train.

  • My train took two hours and thirteen minutes between London Euston and Liverpool Lime Street stations.
  • There were stops at Stafford, Crewe and Runcorn.
  • The Class 390 train was travelling at 125 mph for a lot of the way.
  • The distance between the two terminals is 193.6 miles.
  • The start to stop average including the stops was 87.3 mph.

So could London Euston and Liverpool Lime Street be achieved in the magic two hours?

A few thoughts.

Average Speed

To do the journey in this time  would need an average speed of 96.8 mph.

Accelerating And Stopping

Ideally, the train will run as fast as it can only changing speed for the station stops.

  • The train will accelerate from stop to cruising speed at Euston, Stafford, Crewe and Runcorn or four times.
  • The train will decelerate from cruising speed to stop at Stafford, Crewe, Runcorn and Liverpool Lime Street or four times.

Effectively, the train goes through four complete station stops, although one will be split between the two ends of the journey.

These figures are from Wikipedia and the Internet

  • The acceleration of the Class 390 train is 1.0 mph/sec which means that it takes 125 seconds to get to 125 mph.
  • The deceleration of a Class 390 train is 2.0 mph/sec, which means that it takes 63 seconds to stop from 125 mph.
  • The acceleration of a Class 801 train is 1.6 mph/sec which means that it takes 78 seconds to get to 125 mph.
  • The deceleration of a Class 801 train is 2.2 mph/sec, which means that it takes 57 seconds to stop from 125 mph.

These figures would appear to show, that a Class 801 train can decelerate and accelerate at a stop in nearly a minute faster than a Class 390 train.

So how can we increase the acceleration and deceleration? The two obvious ways are more power and less weight.

Form the Internet, I estimate that the average car in a Class 390 train is around 52 tonnes, as opposed to 41 tonnes for the Hitachi trains.

So does this weight difference explain some of the difference in acceleration and deceleration times?

Consider.

  • The Class 390 trains have all the extra weight of the tilt mechanism. More weight means slower acceleration.
  • Avanti West Coast’s new Class 807 trains have no diesel engines or batteries. Have the trains been put on a diet?
  • They also have a reprofiled nose. Is it more aerodynamic?

So if these trains can save time on the four accelerate/decelerate cycles compared to the Class 390 trains, they must be getting nearer to the magic two hours.

If two minutes a stop can be saved that would save eight minutes on the journey between London Euston and Liverpool Lime Street.

140 Mph Running

The time to do a mile at various speeds are as follows.

  • 100 mph – 36 seconds
  • 125 mph – 29 seconds
  • 140 mph – 26 seconds

So running at 140 mph, as opposed to the current 125 mph would save three seconds for every mile.

To save five minutes would mean the train would have to run for a hundred miles at 140 mph instead of 125 mph.

As Stafford is 133.5 miles from London, it could be that full digital signalling should be installed on the West Coast Main Line all the way to Stafford or even Crewe, which is 158 miles from London.

This schematic map of the West Coast Main Line was clipped from Wikipedia.

Note.

  1. Trains between London Euston and Liverpool Lime Street take the Trent Valley Line through Nuneaton and Lichfield Trent Valley and stop at Stafford, Crewe and Runcorn.
  2. Trains between London Euston and Manchester take a variety of routes and all go via Stockport.
  3. One train per hour (tph) between London Euston and Glasgow Central takes the Trent Valley Line and goes non-stop between London Euston and Warrington Central.
  4. Norton Bridge Junction just to the North of Stafford has recently been remodelled.

I believe there is potential to enable up to at least a hundred miles of 140 mph running to the South of Crewe. Especially as most of the track South of Crewe is quadruple track.

This should enable the shaving of five or more minutes off the time of any train capable of 140 mph running that uses the Trent Valley Line through Nuneaton, Lichfield Trent Valley and Stafford.

Norton Bridge Junction

Norton Bridge junction, which is five miles North  used to be a bottleneck, but it has now been remodelled.

I wrote about it in The New Norton Bridge Junction In Action.

The new junction has probably been designed so that it can save a few seconds for trains going between Stafford and Crewe, whether or not they stop at either or both stations.

Non-Stop Between London Euston and Runcorn

If you look at the times of a London Euston and Glasgow Central train via the Trent Valley Line , it travels the 174.7 miles between London Euston and Weaver Junction non-stop in one hour and forty minutes. This is an average speed of 104.8 mph.

By comparison, my train on Thursday took one hour and forty-seven minutes with the two stops at Stafford and Crewe.

So there is at least six minutes to be saved by going non-stop.

 

Two Trains Per Hour Between London Euston And Liverpool Lime Street

Wikipedia says this about an additional service.

Subject to approval by the Office of Rail and Road, an additional hourly service will be introduced between London Euston and Liverpool Lime Street with a stop at Liverpool South Parkway from December 2022.

I have a few thoughts and questions on extra services between London Euston and Liverpool Lime Street,

  • In my view the second service is much needed.
  • I also think, that a later train back to London is needed.
  • Does the Wikipedia statement mean that only one train will stop at Liverpool South Parkway?
  • Does Runcorn need two tph to and from London?
  • Would the platforms at Liverpool South Parkway be lengthened to accept eleven-car Class 390 trains?

I feel that if a train stopped at both Liverpool South Parkway and Runcorn, this would make a two-hour journey more difficult to achieve.

London Euston And Liverpool Lime Street In Two Hours

The new Class 807 trains will be delivered by 2022. Because of the pandemic, I’ll assume that of the ten trains on order, some, but not all, will be available by the December 2022 timetable change.

The time savings needed for a two-hour journey will come from four improvements.

  1. The increased performance of the Class 807 trains.
  2. Full digital signalling South of Crewe.
  3. The track improvements already completed like Norton Bridge Junction.
  4. Cutting out stop on the second service.

There may also be time savings to be obtained at the intermediate stops, by better working practices.

I doubt that the full digital signalling will have been installed, but all trains will be capable of 125 mph running.

Avanti West Coast probably have a good idea of the time they could achieve without digital signalling and I feel that they could be about five minutes over two hours with the Class 807 trains.

As the eleven-car Class 390 trains are too long for Liverpool South Parkway station, could we see the following service?

  • 1 tph – Class 390 train – London Euston And Liverpool Lime Street via Runcorn, Crewe and Stafford.
  • 1 tph – Class 807 train – London Euston And Liverpool Lime Street via Liverpool South Parkway.

Note.

  1. The Class 390 train would run the existing timetable in two hours and thirteen minutes.
  2. The Class 807 train would be a two-hour express service if possible.
  3. Going from three stops to one could save the express at least seven minutes, as I showed earlier by looking at train timings South of Weaver Junction.
  4. There would be time savings of at least two minutes on the express service due to the better performance of the Class 807 train.

To save the final four minutes, there would need to be at least eighty miles of 140 mph running, as each mile saves three seconds.

I am fairly certain, that London Euston and Liverpool Lime Street can be regularly achieved in two hours.

London Euston And Warrington Bank Quay

The hourly London Euston and Glasgow Central expresses seem to take one hour and forty-five minutes for the non-stop trip of 182.1 miles, which is an average speed of 104 mph.

As this service is non-stop, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Warrington Bank Quay can be regularly achieved in well under two hours, by a Class 390 train.

London Euston And Wigan North Western

The hourly London Euston and Glasgow Central expresses seem to take one hour and fifty-six minutes for the single-stop trip of 193.9 miles, which is an average speed of 100.3 mph.

As this service just a single stop at Warrington Bank Quay, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

As with Warrington Bank Quay, I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Wigan North Western can be regularly achieved in comfortably under two hours, by a Class 390 train.

London Euston And Preston

The hourly London Euston and Glasgow Central expresses seem to take two hours and eleven minutes for the two -stop trip of 209 miles, which is an average speed of 95.7 mph.

As this service just stops at Warrington Bank Quay and Wigan North Western, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

As with Warrington Bank Quay and Wigan North Western, I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Preston can be regularly achieved in just under two hours, by a Class 390 train.

London Euston And Blackpool North

Avanti West Coast have indicated that their new Class 807 trains will run between London Euston and Blackpool North.

Consider.

  • I am fairly certain that a Class 390 train will be able to run between London Euston and Preston in under two hours, once digital signalling is installed South of Crewe.
  • Currently, Class 390 trains take twenty minutes between Preston and Blackpool North stations.
  • The Class 807 trains have better acceleration and deceleration and should be able to execute faster stops than the Class 390 trains.

I wonder if Avanti West Coast, Hitachi, Network Rail and Rock Rail have thought up a cunning plan to run Class 807  trains between  London Euston And Blackpool North, in under two hours.

Trains would go via the Trent Valley.

Trains might only stop at perhaps Milton Keynes Central, Warrington Bank Quay, Wigan North Western and Preston.

Trains would run at up to 140 mph using digital signalling, in as many places as possible.

Is the performance of the Class 807 trains sufficient to achieve London Euston and Blackpool North in under two hours via the Trent Valley?

London Euston And Manchester Piccadilly via Wilmslow

Consider.

  • Most trains between London Euston and Manchester Piccadilly via Wilmslow seem to take around six or seven minutes over two hours.
  • I believe that if the 158 miles between London Euston and Crewe were to be digitally signalled, then this could save up to eight minutes by allowing trains to run at 140 mph rather than the current 125 mph.

This could be enough to bring the London Euston and Manchester Piccadilly via Wilmslow below two hours.

I am not surprised at this, as the trains were built for 140 mph and because there is no digital signalling, they are limited to 125 mph, which slows the trains by six or seven minutes.

London Euston And Manchester Piccadilly via Stoke-on-Trent

Everything I said about trains between London Euston and Manchester Piccadilly via Wilmslow probably apply, except that the services via Stoke-on-Trent are a few minutes slower.

But I do feel, that this could be enough to bring the London Euston and Manchester Piccadilly via Stoke-on-Trent below two hours.

East Midlands Railway And St. Pancras

These is only one service from St. Pancras, that is not comfortably under two hours.

London St. Pancras And Sheffield

A typical service between London St. Pancras And Sheffield takes a few minutes over two hours..

  • There are two tph
  • There are stops at Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby or Chesterfield depending on the service.
  • The Class 222 trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 164.7 miles.
  • The start to stop average including the stops is 81 mph.

I would suspect that East Midlands Railway’s new bi-mode Class 810 trains will be able to easily break the two-hour barrier.

  • They have four diesel engines so they can cruise at 125 mph on diesel.
  • They have electric power for South of Market Harborough.
  • Some diesel engines will be changed for batteries.

As electrification increases on the Midland Main Line, these trains will use less and less diesel.

I also suspect that digital signalling will start to creep into the route, starting from Bedford, where it is used on Thameslink.

LNER And King’s Cross

These are services from King’s Cross, that are or I feel will be under two hours.

London King’s Cross And Doncaster

A typical service between London King’s Cross And Doncaster takes around one hour and thirty-seven minutes.

  • There are four tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark and Retford depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two stations is 156 miles.
  • The start to stop average including the stops is 96.5 mph.

Digital signaling is being installed on this section of the East Coast Main Line and I suspect that this will reduce timings between London King’s Cross And Doncaster.

A simple estimate based on the maximum operating speed, indicates a time of one hour and twenty-six minutes should be possible.

But as a Control Engineer, I believe that digital signalling will lead to faster running over the Digswell Viaduct and through the flat crossing at Newark.

The timing will certainly be under one hour and thirty minutes between London King’s Cross And Doncaster.

London King’s Cross And York

A typical service between London King’s Cross And York takes around one hour and forty-eight minutes.

  • There are two tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark, Retford and Doncaster depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two stations is 188.5 miles.
  • A non-stop service takes one hour and fifty-two minutes, which is a start to stop average including the stops is 101 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes.

London King’s Cross And Leeds

A typical service between London King’s Cross And Leeds takes around two hours and thirteen minutes.

  • There are three tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark, Doncaster and Wakefield Westgate depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 185.9 miles.
  • This is a start to stop average including the stops is 83.9 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Leeds of around two hours.

London King’s Cross And Bradford Forster Square

LNER run some services on this route

  • The services take thirty minutes between Leeds and Bradford Forster Square stations.
  • The services do not reverse at Leeds.

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes should be possible between Leeds and Bradford Forster Square stations.

London King’s Cross And Bradford Interchange

Grand Central run some services on this route

  • The services call at Doncaster, Wakefield Kirkgate, Mirfield, Brighouse and Low Moor
  • The services take two hours and fifty-four minutes between London King’s Cross and Bradford Interchange stations.
  • The services take one hour and seventeen minutes between Doncaster and Bradford Interchange stations.

The services are run by Class 180 diesel trains, which will have to be replaced to decarbonise the route.

I suspect that Hitachi will have a train for this route, that could use diesel or batteries to the North of Doncaster.

  • My estimate for the best time between King’s Cross and Doncaster is one hour and twenty-six minutes.
  • The current time between Doncaster and Bradford Interchange stations is one hour and seventeen minutes.

This gives a best time of perhaps two hours and forty-three minutes between Doncaster and Bradford Interchange stations.

The route to Bradford via Leeds is perhaps fifteen minutes faster, but it serves different stations.

London King’s Cross And Harrogate

LNER has been running to Harrogate for some time.

  • There is one train per two hours (tp2h)
  • The service calls at Stevenage, Grantham, Doncaster, Wakefield Westgate and Leeds.
  • some services reverse at Leeds.
  • The service takes two hours and fifty-five minutes between London King’s Cross and Harrogate stations.
  • The service takes thirty minutes between Leeds and Harrogate stations.

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes could be possible between London King’s Cross and Harrogate stations.

London King’s Cross And Huddersfield

In LNER Expands To Huddersfield, I described LNER’s new service to Huddersfield.

  • There will be one train per day (tpd)
  • The service will call at Peterborough, Newark North Gate, Doncaster, Wakefield Westgate, Leeds and Dewsbury.
  • The service will split and join with the London King’s Cross and Skipton service at Leeds.
  • The service will reverse at Leeds.
  • The service take two hours and fifty-five minutes between London King’s Cross and Huddersfield stations.
  • The service will take twenty-five minutes between Leeds and Huddersfield stations.
  • Improvements are planned, which include electrification, between Dewsbury and Huddersfield

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes could be possible between London King’s Cross and Huddersfield stations.

London King’s Cross And Hull

The fastest Hull Trains service between London King’s Cross And Hull takes around two hours and thirty minutes.

  • There are seven tpd
  • There are stops at Stevenage, Grantham, Retford, Doncaster, Selby, Howden and Brough depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 205.3 miles.
  • This is a start to stop average including the stops is 82.1 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Hull of around two hours and twenty minutes.

London King’s Cross And Middlesbrough

LNER have announced a Middlesbrough service, which I wrote about in LNER’s Middlesbrough And London Service. Starts On December 13th.

  • There will be one tpd in both directions
  • Intermediate stops will be at Thornaby and York.
  • The Middlesbrough and London service will leave Middlesbrough from Platform 1 at 07:08 and arrive in King’s Cross at 10:22.
  • The London and Middlesbrough service will leave King’s Cross at 15:25 and arrive in Middlesbrough in Platform 2 at 18:18.

There appear to be some curiosities in the timetabling of these trains, which I may explore later.

I would assume that is because LNER want a competitive time of three hours between King’s Cross and Middlesbrough.

These are Southbound times between Eaglescliffe and King’s Cross in the morning.

  • Grand Central –  Two hours and thirty-nine minutes
  • LNER – Three hours and two minutes

Is this because the Class 180 train is a genuine 125 mph train on diesel and the Class 800 train is not?

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Middlesbrough of around three hours.

Conclusion

Of the cities and towns in the North, that I have discussed only Bradford, Harrogate, Huddersfield, Hull and Middlesbrough, are ones that will be difficult to be provided with a two-hour journey time to and from London. But all should be possible in close to or under two hours and thirty minutes.

 

 

October 17, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , | 7 Comments

Cleethorpes Station – 16th September 2020

On Wednesday, I took a trip on the South Humberside Main Line from Doncaster to Cleethorpes and back.

Cleethorpes station is a terminal station on the beach, with cafes not far away.

This Google Map shows the station and its position on the sea-front and the beach.

The station organisation was a bit shambolic at present, probably more to do with COVID-19 than anything else, but the station and the train services could be developed into something much better, when the good times return, as they surely will.

Improving The Station Facilities

The original station building is Grade II Listed and although it is only only a three-platform station, there used to be more platforms.

Five platforms or even six would be possible, if there were to be a need.

But as the station has wide platforms, is fully step-free and has most facilities passengers need, most of the improvements would involve restoring the original station building for a productive use.

The Current Train Service

The main train service is an hourly TransPennine Express service between Cleethorpes and Manchester Airport stations via Grimsby Town, Scunthorpe, Doncaster, Sheffield and Manchester Piccadilly.

The trains are Class 185 trains, which are modern diesel multiple units, which entered service in 2006.

There is also a two-hourly service along the Barton Line to Barton-upon-Humber station.

It should be noted that all services to and from Cleethorpes, call at Grimsby Town station.

Could The TransPennine Service Be Run By Battery Electric Trains?

The route between Cleethorpes and Manchester Airport can be split into the following legs.

  • Cleethorpes and Grimsby Town – Not Electrified – 3,25 miles – 8 minutes
  • Grimsby Town and Habrough – Not Electrified – 8 miles – 12 minutes
  • Habrough and Doncaster – Not Electrified – 41 miles – 56 minutes
  • Doncaster and Sheffield – Not Electrified – 19 miles – 29 minutes
  • Sheffield and Stockport – Not Electrified – 37 miles – 41 minutes
  • Stockport and Manchester Piccadilly – Electrified – 6 miles – 10 minutes
  • Manchester Piccadilly and Manchester Airport – Electrified – 11 miles – 12 minutes

Note.

  1. At the Manchester end of the route, trains are connected to the electrification for at least 44 minutes.
  2. The longest non-electrified leg is the 52 miles between Cleethorpes and Doncaster stations.
  3. Doncaster is a fully-electrified station.

This infographic shows the specification of a Hitachi Regional Battery Train.

TransPennine Express has a fleet of nineteen Class 802 trains, which can have their diesel engines replaced with battery packs to have a train with the following performance.

  • 125 mph operating speed, where electrification exists.
  • 56 mile range at up to 100 mph on battery power.
  • 15 minute battery charge time.
  • Regenerative braking to battery.
  • They are a true zero-carbon train.

What infrastructure would be needed, so they could travel between Cleethorpes and Manchester Airport stations?

  • If between Cleethorpes and Habrough stations were to be electrified, this would give at least 20 minutes of charging time, plus the time taken to turn the train at Cleethorpes. This would surely mean that a train would leave for Manchester, with a full load of electricity on board and sufficient range to get to Doncaster and full electrification.
  • If between Doncaster and Sheffield were to be electrified, this would give at least 25 minutes of charging time, which would be enough time to fully-charge the batteries, so that Grimsby Town in the East or Stockport in the West could be reached.

I suspect that Doncaster and Sheffield could be an early candidate for electrification for other reasons, like the extension of the Sheffield tram-train from Rotherham to Doncaster.

Could The Cleethorpes And Barton-on-Humber Service Be Run By Battery Electric Trains?

Cleethorpes And Barton-on-Humber stations are just 23 miles apart.

This is probably a short enough route to be handled on and out and back basis, with charging at one end by a battery electric train. Vivarail are claiming a sixty mile range for their battery electric Class 230 trains on this page of their web site.

If between Cleethorpes and Grimsby Town stations were to be electrified, this would mean that a range of only forty miles would be needed and the batteries would be charged by the electrification.

A full hourly service, which is surely needed, would need just two trains for the service and probably a spare.

Cleethorpes And London King’s Cross Via Grimsby Town, Market Rasen, Lincoln Central And Newark North Gate

The Wikipedia entry for Cleethorpes station has references to this service.

This is the historical perspective.

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

That must have been an impressive sight.

And this was National Express East Coast’s plan.

In August 2007, after National Express East Coast was awarded the InterCity East Coast franchise, it proposed to start services between Lincoln and London King’s Cross from December 2010 with one morning service and one evening service extending from Lincoln to Cleethorpes giving Cleethorpes a link to London and calling at Grimsby Town and Market Rasen. These services were to be operated using the Class 180s but was never introduced. These services were scrapped when East Coast took over the franchise.

It came to nothing, but LNER have been running up to five trains per day (tpd) between London King’s Cross and Lincoln.

I will split the route into legs.

  • London King’s Cross and Newark North Gate- Electrified – 120 miles
  • Newark North Gate and Lincoln Central – Not Electrified – 16,5 miles
  • Lincoln Central and Market Rasen – Not Electrified – 15 miles
  • Market Rasen and Habrough – Not Electrified – 21 miles
  • Habrough and Grimsby Town – Not Electrified – 8 miles
  • Grimsby Town and Cleethorpes – Not Electrified – 3.25 miles

Note that a  round trip between Newark North Gate and Lincoln Central is thirty-three miles.

This means it would be possible for one of LNER’s Class 800 trains, that had been fitted with a battery pack and converted into one of Hitachi’s Regional Battery trains, would be able to run a London King’s Cross and Lincoln Central service without using a drop of diesel or needing a charge at Lincoln Central station.

Would it be possible to extend this service to Grimsby Town on battery power?

I suggested earlier that between Cleethorpes and Habrough should be electrified.

As Newark North Gate and Habrough stations are 52.5 miles apart, it would be rather tight for a battery electric train to cover the whole route without an extra charge somewhere.

Possible solutions could be.

  • Fit a bigger battery in the trains.
  • Extend the electrification at Newark North Gate station.
  • Extend the electrification at Habrough station.

I;m sure that there is a solution, that is easy to install.

Conclusion

If between Habrough and Cleethorpes station were to be electrified, these services could be run by battery electric trains.

  • Cleethorpes and Manchester Piccadilly
  • Cleethorpes and Barton-on-Humber
  • Cleethorpes and London King’s Cross

Note.

  1. The Manchester and London services would be run by Hitachi Regional Battery Trains converted from Class 800 and Class 802 trains.
  2. The Barton service could be run by a Vivarail Class 230 train or similar.

The first two services would be hourly, with the London service perhaps 1 or 2 tpd.

Cleethorpes would be well and truly on the rail network.

September 18, 2020 Posted by | Health, Transport/Travel | , , , , , , , , , , , | 1 Comment

Thoughts On Digital Signalling On The East Coast Main Line

I came up to Doncaster yesterday on a new Hull Trains Class 802 train.

According to my pocket dynamometer car, the train seemed to be at or nearly at 125 mph, most of the time I looked from possibly around Stevenage to just South of Doncaster.

I came back today on an LNER Class 801 train and the train’s performance seemed very similar.

I also noted the following.

  • The two stops at Newark and Peterborough, took seven and nine minutes respectively from the start of slowing for the station until back up to speed.
  • Between Peterborough and Stevenage the train kept below a maximum of 110 mph.
  • The train went through the two tunnels before Welwyn North station and the station itself at 75 mph.
  • I timed the train at 100 mph over the Digswell Viaduct, when it reached the South side after accelerating on the viaduct.
  • 90 mph was maintained between Potters Bar and New Southgate stations.
  • Speed gradually reduced from New Southgate into Kings Cross.

Note.

  1. 125 mph is the maximum allowable speed of the train.
  2. The 110 mph running was probably to be compatible with the Class 387 trains.
  3. I will do the trip again and get some accurate figures.

It appears to me, that the driver was obeying a simple but fast plan.

The Wikipedia entry for the East Coast Main Line, says this about the opiating speed of the line, with the new trains.

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, ETRMS 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

It also says this about the implementation of digital signalling.

A new Rail operating centre (ROC), with training facilities, opened in early 2014 at the “Engineer’s Triangle” in York. The ROC will enable signalling and day-to-day operations of the route to be undertaken in a single location. Signalling control/traffic management using ERTMS is scheduled to be introduced from 2020 on the ECML between London King’s Cross and Doncaster – managed from the York ROC.

The signalling could probably work in one of two ways.

  • The signalling tells the driver the required speed and they drive the train accordingly.
  • The signalling drives the train and the driver monitors what is happening.

Both methods are used in the UK.

A Possible London Kings Cross and Leeds Service

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.

Consider.

  • The fastest current trains between London Kings Cross and Leeds take between two hours and twelve minutes and two hours and fifteen minutes.
  • I suspect that the extra tracks into Kings Cross, that are currently being built will save a few minutes.
  • There must be some savings to be made between Doncaster and Leeds
  • There must be some savings to be made between London Kings Cross and Woolmer Green.
  • There could be a rearrangement of stops.

I think it is highly likely that in the future, there will be at least one train per hour (tph) between London Kings Cross and Leeds, that does the trip in two hours.

  • There is no reason why all London Kings Cross and Leeds trains could not take two hours.
  • London Kings Cross and Doncaster could be several minutes under an-hour-and-a-half.
  • High Speed Two is predicting one hour and twenty-one minutes for their future service  between London Euston and Leeds, which is a saving of 38 minutes.
  • London and Leeds in two hours will attract passengers.

There will be serious competition between London and Leeds.

Other Timing Improvements

I also think these times would be possible

  • London Kings Cross and Bradford Forster Square – two hours and thirty minutes
  • London Kings Cross and Harrogate – two hours and thirty minutes
  • London Kings Cross and Huddersfield – two hours and twenty minutes
  • London Kings Cross and Hull – two hours and thirty minutes
  • London Kings Cross and Middlesbrough – two hours and thirty minutes
  • London Kings Cross and Scarborough – two hours and thirty minutes
  • London Kings Cross and Sheffield – two hours
  • London Kings Cross and Skipton – two hours and thirty minutes
  • London Kings Cross and York – two hours

I would be fairly certain that London Kings Cross and Huddersfield could be slowed by ten minutes, which would give the London Kings Cross and Yorkshire a certain symmetry.

  • London Kings Cross and Leeds and York would take two hours.
  • London Kings Cross and all the others would take two hours and thirty minutes.

It would probably make arrangement of a fast timetable easier.

 

 

September 15, 2020 Posted by | Transport/Travel | , , , , , , , , , , | 5 Comments