Sekisui’s FFU: Newark Flat Crossing Four Years On
The title of this post, is the same as that of this article on Rail Engineer.
These two paragraphs introduce the article.
Sekisui manufactures synthetic wood baulks made from Fibre-reinforced Foamed Urethane (FFU). Network Rail engineers installed the first FFU baulks and sleepers as replacements for traditional hardwood on military canal bridges in Kent during 2014. The FFU product was first introduced on Japanese Railways in 1980 and early installations are still performing to specification. FFU is now widely used on railway infrastructure in 33 countries to support track on bridges, decking for level crossings, plain line sleepers, and switch and crossing (S&C) bearers.
Newark flat crossing is an example of a unique and large application of FFU technology on Network Rail infrastructure which required the development of the long FFU synthetic bearers forming a lattice track support 16 by 16 metres. Sekisui holds full Network Rail Product Acceptance Certification PA05/07176 for this project which became operational following complete track renewal in August 2019. The FFU was used to replace the traditional hardwood to support the track.
The article is a fascinating insight into the use of FFU.
Fabricated To Requirement
The article describes how the FFU technology was fabricated to create a replacement for all the timber in a factory in Nottingham.
This paragraph describes the advantages of FFU.
Key benefits over hardwood include longevity with over 50 years’ service life. FFU is form retentive, not prone to splitting or absorption of water, and does not rot or deteriorate in sunlight so it contributes significantly to ‘whole life cycle cost reduction’ by reducing track maintenance and renewal interventions. The product does not require maintenance inspectors to complete micro-drilling during service life and is fully recyclable.
This paragraph details a problem, that Network Rail were having with the maintenance.
Prior to the 2019 renewal, the supporting lattice that holds the cast crossings into position was made up from hardwood and typically required replacement every 15 years. The last renewal occurred in 2003. Network Rail found that procuring suitable hardwood timbers of 16 metres for a further renewal proved problematic.
This reminds me of the problems, Brunel’s successors had with his timber viaducts. They just couldn’t get the quality of timber he had been able to source.
It appears from the two pictures in the article, that FFU can be worked like hardwood.
Maintenance Comparison After Four Years
This paragraph introduces this section.
Over four years after the renewal of Newark Flat Crossing utilising FFU, Network Rail Track Maintenance Engineers (TME) in Doncaster report significant reduction in maintenance requirements.
These paragraphs compare four years of use of both systems.
2003-2007 hardwood timber renewal – track geometry deterioration, ride quality issues, splitting of timbers, failure of screws, several rail management interventions to cast crossings, including cracking of castings leading to early replacement of ironwork.
2019-2023 FFU renewal – stable track geometry with no ride quality issues reported, no screw failures, no deterioration in the FFU material, reduced rail management intervention and no cracking or premature replacement of cast crossings.It looks to me, that the FFU is a long-term cost saver.
This paragraph indicates the maintenance savings.
In terms of rail management, since the introduction of FFU, Network Rail’s TMEs have reduced the cyclical inspection and maintenance requirements from four-weekly to eight-weekly. There is now only minimal crossing nose profile grinding required and two small casting weld repairs have been done to date.
That looks like a fifty percent saving.
Other Uses Of FFU
In my 76 years, I’ve came across various uses of large timbers.
- At ICI in the late 1960s, some of the plants, I visited at Winnington, had been built from massive oak beams in the early 19th Century.
- With one plant, that ICI demolished, the oak beams were sold for a surprising amount of money.
- I’ve lived in two early 19th Century houses, that were built with oak beams.
- An architect designed a replacement barn for me, that was made of large timbers. Sadly, the new owners of the house demolished it and I don’t have any pictures.
For these reasons, I’m certain, that architects, builders and restorers can find all sorts of uses for FFU.
This is the product page.
Conclusion
This looks like a success story and the Rail Engineer article should be read in full.
It might give you very good ideas.
East West Rail: Bedford Mayor Unveils Eight Alternative Routes
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
The Mayor of Bedford has unveiled other potential routes for the East West Rail (EWR) project through the borough.
These four paragraphs outline the current plans and the result of the Mayor’s study.
EWR has already announced its preferred route, linking Oxford and Cambridge via a new track running through Bedford to the north.
Conservative Tom Wootton has defended spending £40,000 to commission consultants to explore alternative routes to the south.
Their report concluded that all options would boost the Bedford economy.
The mayor reflected: “While there is no definitive winner among the proposed routes, the economic potential of the project for Bedford is significant.”
This map from the article shows the current planned route.
Note.
- Bedford St. Johns station will be rebuilt.
- Trains will go straight through Bedford station.
- Tempsford station will connect the East West Railway to the East Coast Main Line.
- The East West Railway will unlock the building of much-needed housing and commercial developments at Cambourne.
- Trains will go through Cambridge South, Cambridge and Cambridge North stations, and thus serve all important areas of the UK’s Eastern Powerhouse.
As there is no definitive winner among the proposed routes and the economic potential of the project for Bedford is significant, perhaps we should just get on and build the East West Railway’s preferred route.
The Long Platforms At Liverpool Street Station
I was on Liverpool Street station today and I took these pictures.
It got me thinking.
- I was standing On Platform 1 and on Platform 2 was a pair of five-car Class 720 trains coupled together.
- The pair of five-car Class 720 trains would be 244 metres long, which mean that the platforms could handle nine-car Class 800 or Class 345 trains.
- There would appear to be plenty of platform space in Liverpool Street station.
- In Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, I talked about how LNER were checking an Azuma train could use the route to Cleethorpes.
- In London North Eastern Railway Runs Trial Train To Liverpool Street, I talked about how LNER had ran a train into Liverpool Street.
The general consensus seems to be, that points 3 and 4, are about several things.
Adding Grimsby and Cleethorpes to LNER’s list of destinations.
Possibly adding Spalding, Sleaford, Market Rasen and Barnetby to LNER’s list of destinations.
Providing a faster service between London and Grimsby/Cleethorpes.
Providing a diversion route because of engineering or blockades on the East Coast Main Line.
Nearly twenty years ago, I used to play real tennis, with a guy, who was on a committee, that planned the future of the Cambridge region.
- One of the things he said was that Cambridge was full and there is not enough lab space, factories and housing.
- He felt that Peterborough would make an excellent satellite for Cambridge.
- However, transport links and especially the trains are not the best between Cambridge and Peterborough.
- I wonder, if Cambridge’s overcrowding is spreading the Cambridge Effect into Lincolnshire and the number of rail passengers between Lincoln and Cambridge is growing.
So have LNER taken the bull by the horns and are planning to run a London Liverpool Street and Cleethorpes service via Cambridge?
- It might perhaps run at least six trains per day (tpd) in both directions.
- Stops could include Stratford, Cambridge South, Cambridge, Cambridge North, Ely, March, Peterborough, Spalding, Sleaford, Lincoln, Market Rasen, Barnetby and Grimsby Town.
- Trains could be a five-car Class 800 train.
- The route is fully-electrified between London and Ely.
Note.
- The London King’s Cross and Lincoln service could be discontinued.
- Connection between Cambridge and Lincolnshire is much improved.
- The developing energy powerhouse in North-East Lincolnshire gets a connection to Cambridge and London.
- There could be same-platform interchange at Peterborough for passengers between Cambridge and the North.
- By going via Cambridge, one less train needs to use the bottleneck over the Digswell viaduct.
LNER are trying to get the most out of the new December 2024 East Coast Main Line timetable and I do wonder if a London Liverpool Street and Cleethorpes servce is part of that exercise.
Northumberland Line ‘Phased Reopening’ By Summer
The title of this post, is the same as that as this article on the BBC.
These are the first three paragraphs.
The Northumberland Line will partially reopen this summer days after it was announced it would not be in service until the end of 2024.
Conservative county council leader Glen Sanderson said there had been “challenges” with the project, but when fully reopened the rail line would be a “game changer” for travellers.
The stations due to be open in the summer are Seaton Delaval, Ashington and Newsham.
In my lifetime, the Victoria, Jubilee and Elizabeth Lines in London, have opened on a phased manner.
So why shouldn’t the Northumberland Line?
In fact given the route, it could be opened with a shuttle between Ashington and Newcastle stations, to train drivers and test the concept.
- The intermediate stations could be added over a couple of years.
- I would add a station with lots of parking early.
- If the views live up to the pictures, a lot of passengers will have a day out for the views.
- I’m sure enthusiasts and locals, especially with their kids will be exploring this short railway in droves.
To me, this is definitely a line, that will suffer from London Overground Syndrome.
This OpenRailwayMap shows the railways to the North of Newcastle.
Note.
- The red track is the electrified East Coast Main Line.
- Ashington station is at the top of the map and is marked by a blue arrow.
- The blue track is the Tyne and Wear Metro.
- Newcastle station is where the Metro crosses the East Coast Main Line at the bottom of the map.
- The black trackrunning North-South to the East of the East Coast Main Line is the Northumberland Line.
This OpenRailwayMap shows the railways to the North of Ashington.
Note.
- The red track is the electrifed East Coast Main Line.
- Ashington station is at the bottom of the map and is marked by a blue arrow.
- There are a few disused colliery lines to the North of Ashington.
I believe that these railways to the North of Newcastle could and should be developed.
The East Coast Main Line Is Congested
Consider.
- The East Coast Main Line has only two tracks.
- It is one of only two rail routes between England and Scotland.
- It carries local services as well as long distance express services.
- In recent years more services have been added by Lumo and TransPennine Express.
It is my belief that applying digital signalling between Newcastle and Edinburgh via Berwick, should be a high priority project to increase the capacity of the East Coast Main Line.
Local Services Can Be Extended
The Northumberland Line opens up possibilities for extension, where track already exists..
- From Ashington to Newbiggin-on-Sea and Lynemouth.
- From Bedlington to Morpeth and the East Coast Main Line.
- From Bedlington to North Blyth.
It would appear that it might be possible to run a new line North from Ashington to connect with the East Coast Main Line.
Distances Are Short
Consider.
- Ashington and Newcastle is 20.6 miles
- Newcastle and Morpeth is 16.6 miles
- Newcastle and Berwick is electrified.
- In The Data Sheet For Hitachi Battery Electric Trains, I stated that Hitachi’s battery-electric express trains have a range of 43.5 miles on one battery. A slower commuter train would certainly achieve this distance.
I have a feeling that a passenger-friendly network of battery-electric trains can be developed along and around the Northumberland Line and the East Coast Main Line.
FirstGroup Applies To Run New London To Sheffield Rail Service
The title of this post, is the same as that of this press release from First Group.
These four paragraphs outline FirstGroup’s initial plans.
FirstGroup plc, the leading private sector transport operator, has today submitted the first phase of an application for a new open access rail service between London and Sheffield to the Office of Rail and Road (ORR).
FirstGroup plans to expand its open access rail operations as part of its award-winning Hull Trains business, building on their successful existing service which has transformed long-distance connectivity between Hull and London.
FirstGroup’s new proposals comprise two return journeys a day from London King’s Cross, calling at Retford, Worksop, Woodhouse and Sheffield, and the company aims to provide a faster link between London and Sheffield than alternative services. Almost three quarters of trips between London and Sheffield are currently made by car, with a further 9% of trips made by coach, and a competitively priced new rail offering will help stimulate a shift in transport mode of choice from road to rail.
The new proposed route will give Sheffield the first regular service from London King’s Cross since 1968 and will also give Worksop in Nottinghamshire the first regular direct London trains in decades. FirstGroup estimates there are 350,000 people in the Worksop and Woodhouse catchment areas who will have direct rail access to London because of these proposals. A sizeable number of rail users in these areas currently drive to Doncaster station to pick up faster services to London rather than travelling via Sheffield, and a convenient rail offering from local stations will also help to reduce the number of these car journeys.
Note.
- The press release says this is only the first phase.
- It appears to be an extension of Hull Trains.
- Comments on a news story based on the press release in The Times, have been generally positive.
These are my thoughts.
The Two Routes Are Similar
Consider.
- Beverley is 44.3 miles from the electrified East Coast Main Line at Temple Hirst Junction.
- Hull is 36.1 miles from the electrified East Coast Main Line at Temple Hirst Junction.
- Sheffield is 23.5 miles from the electrified East Coast Main Line at Retford station.
- There is no electrification at Beverley, Hull or Sheffield.
Note.
- Trains must be capable of having a range sufficient to go from the East Coast Main Line to the destination and back again.
- It is slightly surprising that Sheffield station is closest to the electrification of the East Coast Main Line.
- Hull Train’s Class 802 trains regularly handle the 88.6 miles to Beverley and back.
It does look like an appropriate number of Class 802 trains could handle Hull Trains current and future services to Beverley, Hull and Sheffield.
Hull Trains Need Ten-Car Trains
Consider.
- In Ten-Car Hull Trains, I show some details of Hull Trains using a pair of five-car trains.
- I’ve since seen ten-car Hull Trains regularly.
- There were two ten-car services on the 29th December 2023 between London King’s Cross and Hull.
Hull Trains must procure enough trains for all possible scenarios.
Intermediate Stations Of The Two Routes
Intermediate stations are.
- Going North from London King’s Cross to Hull, trains call at Stevenage (limited), Grantham, Retford, Doncaster, Selby, Howden and Brough.
- Going North from London King’s Cross to Sheffield, trains call at Retford, Worksop and Woodhouse.
There are only a small number of stops on the Sheffield service. Is this to reduce the journey time as much as possible?
What Will Be The Time Of The London King’s Cross And Sheffield Service?
Consider.
- Non-stop trains take 82 minutes between London King’s Cross and Retford, which is 138.6 miles, so it’s an average speed of 101.4 mph.
- Woolmer Green and Retford are 111.7 miles and will in a couple of years, be digitally signalled.
- Non-stop trains take 66 minutes between Woolmer Green and Retford, which is an average speed of 112 mph.
- I have found a direct Retford and Sheffield train, that takes 31 minutes for the 23.5 miles with six stops, which is an average speed of 45 mph.
- The Retford and Sheffield section has a mostly 60 mph maximum speed.
I can now build a table of times between King’s Cross and Retford based on the average speed North of Woolmer Green.
- 125 mph – 72 minutes
- 130 mph – 70 minutes
- 135 mph – 68 minutes
- 140 mph – 66 minutes
Note.
- Getting a high average speed using the power of digital signalling can save several minutes.
- I have measured an InterCity 125 averaging 125 mph on that section.
I can now build a table of times between Retford and Sheffield based on the average speed.
- 45 mph – 31 minutes
- 50 mph – 28 minutes
- 60 mph – 24 minutes
- 70 mph – 20 minutes
- 80 mph – 18 minutes
Note.
- The planned service is expected to stop only twice after Retford, so if we take off two minutes for each of the four stops not taken, this could reduce the time between Retford and Sheffield by 8 minutes.
- There will be a couple of minutes to add for the stop at Retford.
- I feel a typical journey with 125 mph to Retford, 50 mph to Sheffield, could take 94 minutes
- Currently, the fastest London St. Pancras to Sheffield take around 116-118 minutes.
Hull Trains new service could save 22-24 minutes on the current service.
I also feel a fast journey could involve 130 mph to Retford, 60 mph to Sheffield, could take 88 minutes.
Hull Trains new service could save a few minutes over half-an-hour.
Could The Time Of The London King’s Cross And Sheffield Service Be Under 90 Minutes?
I reckon the following is possible.
- After the digital signalling is completed between King’s Cross and Retford, I suspect that a 135 mph average speed can be maintained between Woolmer Green and Retford. This would mean that a King’s Cross and Retford time of 68 minutes would be possible.
- If Network Rail improve the track between Retford and Sheffield, I believe that a 70 mph average could be achieved on the Retford and Sheffield section. This would mean that a Retford and Sheffield time of 20 minutes would be possible.
- I would expect at least six minutes would be saved by missing stops.
This gives a time of 82 minutes between London King’s Cross and Sheffield.
In Anxiety Over HS2 Eastern Leg Future, I said that High Speed Two’s promised London and Sheffield time via a dedicated track would be 87 minutes.
Could Hitachi’s Battery-Electric Trains Handle The Routes?
This page on the Hitachi web site is entitled Intercity Battery Trains.
This is the sub-heading
Accelerate the decarbonisation of intercity rail with batteries.
These paragraphs outline the philosophy of the design of the trains.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.
Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.
Wouldn’t it be great, if we could take the diesel engine out of our cars and replace it with an electric power pack?
Paul Daniels would’ve classed it as engineering magic.
But it’s an old engineer’s trick.
As a fifteen year old, I spent time in a rolling mills, building and fitting replacement control systems on machines. Transistors were used to replace electronic valves and relays.
It’s certainly possible to create a battery pack, that is plug-compatible with an existing diesel generator, that responds to the same control inputs and gives the same outputs.
At the extreme end of this technology, there would be no need to change any of the train’s software.
In The Data Sheet For Hitachi Battery Electric Trains, these were my conclusions for the performance.
- The battery pack has a capacity of 750 kWh.
- A five-car train needs three battery-packs to travel 100 miles.
- A nine-car train needs five battery-packs to travel 100 miles.
- The maximum range of a five-car train with three batteries is 117 miles.
- The maximum range of a nine-car train with five batteries is 121 miles.
As the East Coast Main Line to Beverley is a round trip is 88.6 miles, I suspect that Hull Trains’s five-car Class 802 trains will need to be fitted with a full-complement of three batteries.
Will Hull Trains Have An Identical Fleet Of Trains?
An identical fleet must have advantages for train staff, maintenance staff and above all passengers.
I believe FirstGroup have two choices.
- They buy an appropriately-sized batch of identical Class 802 trains.
- They convert their current fleet to battery-electric operation and buy an appropriately-sized batch of identical new trains.
Note.
- The second option means that they fully-decarbonise Hull Trains.
- Neither option would need any new infrastructure.
- I feel this means that this order is more likely to go to Hitachi.
It’ll probably all come down to the accountants.
Retford Station
This OpenRailwayMap shows the tracks around Retford station.
Note.
- The red tracks are electrified and are the East C0ast Main Line.
- The black ones aren’t electrified.
- Doncaster is to the North.
- The black line to the East goes to Lincoln
- The black line to the West goes to Sheffield
- The red line going South-East goes to Peterborough and London.
The unusual loop allows trains to connect from one direction to another.
This second OpenRailwayMap shows the tracks in more detail.
Note.
- As before red lines are electrified and black ones aren’t
- Platforms 1 and 2 are on the East Coast Main Line.
- Platforms 3 and 4 are on the Sheffield and Lincoln Line.
This third OpenRailwayMap shows the platforms in more detail.
Note.
- The yellow tracks are the 125 mph fast lines of the East Coast Main Line.
- The light blue tracks are the 40 mph relief lines of the East Coast Main Line.
- Northbound tracks are to the left of each pair of lines.
- The dark blue track is the 10 mph chord that connects the Northbound relief line of the East Coast Main Line to the Sheffield and Lincoln Line.
- Platform 1 is on the Southbound relief line.
- Platform 2 is on the Northbound relief line.
- Unusually, both platforms are on the same side of the line.
- In The Lengths Of Hitachi Class 800/801/802 Trains, I state that the full length of an InterCity 225 train is 245.2 metres long.
- I suspect that both platforms can accommodate a full length InterCity 225, as the trains have been calling at Retford since the 1980s.
I doubt Retford station has any problem accommodating a pair of Class 802 trains, which it does regularly.
How Do Northbound Trains Go To Sheffield From Retford Station?
This OpenRailwayMap shows the tracks to the South of Retford station in detail.
Note.
- The yellow tracks are the 125 mph fast lines of the East Coast Main Line.
- The light blue tracks are the 40 mph relief lines of the East Coast Main Line.
- Northbound tracks are to the left of each pair of lines.
Trains needing to stop in Retford station will need to cross to the Northbound relief line to enter Platform 2 at Retford station.
This OpenRailwayMap shows the curve that connects Platform 2 at Retford station to the Sheffield and Lincoln Line to Sheffield.
Note.
- The green tracks are the 60 mph Sheffield and Lincoln Line.
- Sheffield is to the West.
- The blue tracks are the curve that connects Platform 2 in Retford station to the Sheffield and Lincoln Line.
- There appears to be a grade-separated junction, where the two lines join to the West of Retford station.
A Northbound train to Sheffield will take curve and then join the line to Sheffield.
How Do Southbound Trains Go From Sheffield Through Retford Station?
I suspect trains do the opposite from a train going to Sheffield.
The train takes the curve and then stops in Platform 2 facing South.
This OpenRailwayMap shows the tracks to the South of Retford station in detail.
When the train is cleared by the signals to go South, it will leave Retford station going South on the Northbound relief line.
Note that on the map there are two crossovers, which the train will take to get on the Southbound fast line for Newark and London.
As a Control Engineer, I suspect this is the sort of manoeuvre, that modern digital signalling will make slicker and safer.
How Do Northbound Trains Go To Hull From Retford Station?
On leaving the station, the train will continue along the relief line until it merges with the Northbound fast line for Doncaster.
This is exactly as any Northbound train stopping at Retford does now.
How Do Southbound Trains Go From Hull Through Retford Station?
Currently, trains from Hull stop in Platform 1 on their way to London.
- Trains needing to stop in Retford station will need to cross to the Southbound relief line to enter Platform 1 at Retford station.
- When the train is cleared by the signals to go South, it will leave Retford station going South on the Southbound relief line.
- The Southbound relief line joins the Southbound fast line to the South of the station.
This is exactly as any Southbound train stopping at Retford does now.
Could A Hull And A Sheffield Service Run As A Pair And Split And Join At Retford Station?
Consider.
- Class 802 trains, as used by Hull Trains are designed to be run as a pair of trains, with easy coupling and uncoupling between the two trains.
- A pair of trains could leave King’s Cross. They would then split at a convenient station, after which the two trains go to different destinations.
- There are advantages with respect to infrastructure charges.
I feel that Hull Trains two services could work as a pair.
- A pair of trains could leave King’s Cross.
- At Retford station they would split, with one train going to Hull and the other to Sheffield.
Coming South they would join at Retford.
How Would Splitting Of A Hull And Sheffield Service Be Performed At Retford Station?
The procedure would be something like this.
- As the pair of train is stopping in Retford station, it would use the relief line to enter Platform 2.
- It would stop in Platform 2.
- The trains would be uncoupled.
- The front train would go to its destination.
- The rear train would go to its destination.
Note.
- As the track to Doncaster and Hull is faster, the front train should probably be for Hull.
- Platform 2 is electrified, so the Sheffield train could top up its batteries .
- The Sheffield train could lower its pantograph.
Uncoupling takes about two minutes.
How Would Joining Of A Hull And Sheffield Service Be Performed At Retford Station?
Consider.
- Joining would have to be performed in Platform 2, as there is no route for a train from Sheffield to access Platform 1.
- North of Retford station there are two convenient crossovers, to allow a train to cross to the Northbound relief line. There are also a couple of loops, where trains could wait.
- As this is coal-mining country, perhaps, they were part of a freight route between Sheffield and Doncaster?
But this infrastructure would allow, a train from Hull to access Platform 2 at Retford station.
As the Sheffield train can easily access Platform 2, the two trains could meet in Platform 2 and then be joined together for a run to London.
Is There A Problem With Splitting And Joining Of the Hull And Sheffield Services?
Earlier, I said these were the stops of the two services.
- Going North from London King’s Cross to Hull, trains call at Stevenage (limited), Grantham, Retford, Doncaster, Selby, Howden and Brough.
- Going North from London King’s Cross to Sheffield, trains call at Retford, Worksop and Woodhouse.
Surely, if the trains were travelling as a pair, they would need to stop at the same stations to the South of Retford.
But modern digital signalling will allow trains to run closer together, so perhaps this would be the procedure going North.
- The two trains start in the same platform at King’s Cross, with the Sheffield train in front of the Hull train.
- The two trains leave King’s Cross a safe number of minutes apart.
- At its Stevenage and Grantham stops, the Hull train will tend to increase the distance between the two trains.
- The Sheffield train would stop in Platform 2 at Retford station, so that space is left for the Hull train.
- The Hull train will stop behind the Sheffield train in Platform 2 at Redford station.
- The Sheffield train will leave when ready.
- The Hull train will leave when ready.
And this would be the procedure going South.
- The train from Sheffield would line up in Platform 2 at Retford station.
- The train from Hull would line up in Platform 1 at Retford station.
- The train from Sheffield would leave when everything is ready and the train is cleared by the signalling system.
- The train from Hull would leave a safe number of minutes behind the train from Sheffield.
- At its Grantham and Stevenage stops, the Hull train will tend to increase the distance between the two trains.
- The trains could share a platform at King’s Cross.
The digital signalling and the driver’s Mark 1 eyeballs will keep the Hull train, a safe distance behind the faster Sheffield train.
The Capacity Of The Lincoln And Sheffield Line
Looking at the Sheffield and Lincoln Line, it has only an hourly train, that calls at Darnall, Woodhouse, Kiverton Park, Kiverton Bridge, Shireoaks and Worksop between Retford and Sheffield.
- I would suspect that there is enough spare capacity for Hull Trains to run a one train per two hours (tp2h) service between London King’s Cross and Sheffield.
- If LNER feel that a 1 tp2h frequency is viable for Harrogate, Lincoln and other places, surely Hull and East Sheffield could support a similar service from King’s Cross.
If the services could be run by battery-electric trains, capable of running at 140 mph on the East Coast Main Line and giving times of ninety minutes to Sheffield, this could be a success.
Could Woodhouse Station Become A Transport Hub?
This Google Map shows Woodhouse station.
Note.
- It is certainly surrounded by a lot of houses.
- Could it be provided with car-parking?
Although, as this picture shows it is not blessed with lots of facilities.
But.
- The station is in an area, which Sheffield want to develop.
- The Advanced Manufacturing Centre is nearby.
- There are aspirations to run a tram-train between Sheffield and Chesterfield via Darnall, Woodhouse and Barrow Hill stations.
- The station could be on the tram-train route to Stocksbridge, that I wrote about in Reopening The Don Valley Section Of The Former Woodhead Line Between Stocksbridge and Sheffield Victoria To Passenger Services.
Woodhouse station could be an interchange or it could become something bigger like a hub station.
How Many Sheffield Services Per Day Could Be Run?
If the Hull and Sheffield trains run as a flight under control of the digital signalling, this will mean that every Hull train can be paired with a Sheffield train.
- There are five trains per day (tpd) to and from Hull and two to and from Beverley.
- It seems a maximum of one tpd in both directions can be a ten-car train.
- Two five-car trains could fit in a platform at King’s Cross.
I suspect that the maximum number of trains per day to and from Sheffield is the same as for Hull. i.e. seven tpd.
But there is no reason, if they have enough trains and paths are available, that Hull Trains couldn’t add extra services to both destinations.
Onward From Sheffield
Several of those, who have commented on the new service have suggested that the service could go further than Sheffield, with Manchester and Leeds being given specific mentions.
This OpenRailwayMap shows the platforms at the Northern end of Sheffield station.
Note.
- The pink tracks at the East are the Sheffield Supertram.
- Trains to and from Barnsley, Huddersfield, Hull, Leeds, Lincoln and Retford access the station from the Northern end.
- Trains to and from Chesterfield, Derby, London, Manchester and Stockport access the station from the Southern end.
- The tracks in Sheffield station are numbered 1 to 8 from the West.
- There are five through platforms. 1, 2, 5, 6 and 8 and two bay platforms at either end.
- An extension of the service to Manchester via the Hope Valley Line, could go straight through the station.
- An extension of the service to Barnsley, Huddersfield or Leeds, would mean the train reversing at Sheffield.
It looks like an extension to Manchester Piccadilly over the recently upgraded Hope Valley Line would be the easiest extension. But would Avanti West Coast, who have FirstGroup as a shareholder want the competition?
Recently, it has been announced that the Penistone Line to Barnsley and Huddersfield will be upgraded to accept two trains per hour (tph) and allow faster running.
Because Sheffield could be around eighty minutes from London, there could be some smart times to and from the capital.
- Meadowhall in 90 minutes
- Barnsley in 112 minutes.
- Huddersfield in 140 minutes.
Huddersfield could be almost twenty minutes faster than the route via Leeds.
Comments From The Times
These are some readers comments from The Times.
- Hope the prices are competitive with LNER. I rarely go to London from Chesterfield with EMR as they’re so expensive. LNER from Newark is much cheaper but a service from Worksop for me would be perfect.
- Excellent News in so many ways. I hope it really takes off which could help ease the congestion on the M1 and also thin out overcrowding on busy LNER services. It really does deserve to succeed.
- This is excellent news. The Lumo service has been a game changer for me and those living in the north east.
The public seem in favour.
Conclusion
I really like this proposal from FirstGroup.
- It has the possibility to provide Sheffield with a fast train link to London.
- It could run about six trains per day.
- It will be faster than High Speed Two was proposed.
It could be the first service of High Speed Yorkshire.
Northumberland Council To Campaign For Better Rural Train Services
The title of this post is the same as that of this article on Rail Advent.
These are the first three paragraphs.
In response to the reduction in the number of trains serving Morpeth and Berwick in the new East Coast Main Line timetable, Northumberland County Council has pledged to continue campaigning hard for improved rail services for communities along the line and beyond.
Councillor Glen Sanderson said the new timetable “Sacrifices the North east’s rail connectivity in order to improve it for the rest of the country.”
The new timetable was due to be introduced last May 2023, but was deferred after the North East Joint Transport Committee said that it was wholly unacceptable. However, the new timetable shows very little improvement from the original. Although more frequent trains will operate between London and Edinburgh, not all of them will stop at Morpeth or Berwick, which are the services the council has been fighting hard for as they are key population centres.
The problems are that between Newcastle and Edinburgh are.
- The railway is only double-track all of the way, with a passing loop South of Berwick.
- The maximum speed is 125 mph for about 40 % of the track, 100/110 mph for another 30 %, with the rest slower.
- Berwick, Morpeth and the new stations at East Linton and Reston are only two platform stations.
The capacity needs to be increased, so that more trains can use the line.
These are my thoughts.
Install Digital Signalling
It has been claimed that digital signalling will add another train per hour (tph) between Stevenage and Doncaster.
So if it was able to do the same between Newcastle and Edinburgh, it might be the first solution to try.
All Passenger Trains Capable Of Running At 125 mph
In Call For ETCS On King’s Lynn Route, I outlined the problem with fast services to Cambridge, Ely and Kings Lynn, where the rains will need 125 mph capability to keep out of the way of LNER’s Azumas on the East Coast Main Line.
There will be a similar problem between Newcastle and Edinburgh.
Improve The Tracks
This would improve more sections of 125 mph running and perhaps better turnbacks at Morpeth and Berwick.
Conclusion
Quite a bit of work will need to be done to get the timetable to the standard the customers require.
Are LNER Going To Take On The Airlines?
Nine years ago, I wrote Edinburgh – Plane Or Train?, after a trip to Scotland, where I took easyJet up and came back in First Class by train.
- Both trips were about five hours door-to-door.
- The flight was about six quid more,
- But I got free food and drink on the train.
- Security on the plane was a pain.
- I had to take my passport for identification at Stansted.
I haven’t flown internally in Great Britain since, although, I have flown to Belfast.
For shorter flights the market is going towards rail, as these posts seem to suggest.
- 2.7M Tonnes Of Co2 Could Be Saved Per Year If UK Domestic Flights Went Electric
- Air Travellers To Be Hit By Carbon Charge On All Tickets
- Climate Change ‘May Curb Growth In UK Flying’
- France Bans Short-Haul Flights To Cut Carbon Emissions
- KLM Replaces Plane With High Speed Train
- Lumo Carbon Data Shows Its Trains Are 22 Times Greener Than Flying
- Next Time I’ll Go By Train
- Ryanair One Of Europe’s Top Polluters, EU Data Suggests
- Stop Taking Internal Flights And Go Green, Says Lib Dem Contender Davey
The climate seems to be turning against flying short-haul.
This is a paragraph, in this press release from LNER, which is entitled First Tri-Mode Long Distance Trains For The East Coast Main Line.
This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.
Are LNER building a number of climate-based sticks, with which to beat the airlines on the routes, where they compete?
These are my thoughts on the various routes, where LNER compete with airlines.
Newcastle
Newcastle is an interesting one.
- Newcastle station is in the city centre and is on the Tyne and Wear Metro.
- London King’s Cross is one of London’s major Underground hubs.
- There are lots of buses and local trains within walking distance of both stations.
- There are three trains every two hours and an additional eight trains per day (tpd) between the two London King’s Cross and Newcastle stations.
- Lumo also run five tpd on the route.
- There are generally no security delays at rail stations.
- London King’s Cross is laid out to maximise passenger flows. If it gets busy, everybody just walks out into King’s Cross Square.
- I’ve never had a problem at Newcastle station with overcrowding.
Perhaps, if you live near one of the airports, flying is more convenient.
LNER’s weapons against the airlines between London King’s Cross and Newcastle will be convenience and journey times.
Convenience is all about the location of the stations, their excellent local transport networks and good walking routes around the station.
Journey times will only get better, as the magic of digital in-cab signalling, allows the Azumas, the new CAF tri-mode long distance trains and the few remaining InterCity 225s to show what they were designed to do.
Dalton-on-Tees, where the first phase of the digitally signalling will end, is 39.8 miles South of Newcastle, so once the Newcastle train is passes Dalton-on-Tees on the East Coast Main Line, it will be a digital-signalled electrified railway all the way to Woolmer Green.
- Dalton-on-Tees is 39.8 miles South of Newcastle
- Woolmer Green is 244.8 miles South of Newcastle.
- Dalton-on-Tees and Woolmer Green is 205 miles.
- Newcastle and Dalton-on-Tees takes 37 minutes.
- Woolmer Green and King’s Cross takes 18 minutes
- Trains take typically an average three hours and nine minutes between London and Newcastle.
- A typical train time by LNER between Dalton-on-Tees and Woolmer Green is two hours and 14 minutes.
- This is an average speed of 91.8 mph between Dalton-on-Tees and Woolmer Green.
- Between London King’s Cross and Newcastle is fully-electrified.
I can build a table of timings and savings at various average speeds.
- 120 mph – 103 minutes – two hours and 38 minutes – 31 minutes
- 125 mph – 98 minutes – two hours and 33 minutes – 36 minutes
- 130 mph – 95 minutes – two hours and 30 minutes – 39 minutes
- 135 mph – 91 minutes – two hours and 26 minutes – 43 minutes
- 140 mph – 88 minutes – two hours and 23 minutes – 46 minutes
Note.
- The first field is the average speed between Dalton-on-Tees and Woolmer Green.
- The second field is the time between Dalton-on-Tees and Woolmer Green.
- The third field is the time between London and Newcastle.
- The fourth field is the saving over current timings.
- The London and Newcastle time is calculated by adding the times for the three sections together.
I have regularly timed trains at a very constant 125 mph, so with digital signalling, I suspect an average of 130 mph is possible.
This would mean, times of a few minutes under two hours and thirty minutes could be possible between London and Newcastle.
Edinburgh
Edinburgh builds on the improvements South of Newcastle.
Edinburgh station Waverley is a well-connected station.
- There are lots of buses, local trains and the Edinburgh Tram within walking distance of Edinburgh Waverley station.
- There are three trains every two hours and an additional seven tpd between the London King’s Cross and Edinburgh Waverley stations.
- Lumo also run five tpd on the route.
- Trains take typically an average four hours and thirty minutes between London and Edinburgh Waverley.
- Any savings because of the digital in-cab signalling between London and Newcastle can be applied to London and Edinburgh Waverley services.
As my calculations showed that averaging 130 mph between Dalton-on-Tees and Woolmer Green could save 39 minutes on journey times, I am fairly sure than a sub-four hour journey time will be possible between London and Edinburgh Waverley.
It should also be noted that that the power supply has been improved between Newcastle and Edinburgh Waverley.
- The distance between Newcastle and Edinburgh Waverley is 124.2 miles
- Newcastle and Edinburgh Waverley takes around one hour and 30 minutes.
- This is an average speed of 82.8 mph between Newcastle and Edinburgh Waverley.
- Between London King’s Cross and Edinburgh Waverley is fully-electrified.
As the record time for between London King’s Cross and Edinburgh Waverley was set by an InterCity225 train in 1993 at three hours and twenty-nine minutes, I suspect that with more digital signalling and some track improvements, that there are more journey time improvements to be squeezed out.
I certainly believe that a time of three hours and fifty minutes between London and Edinburgh Waverley will be regularly achieved. This is a journey time saving of around forty minutes.
Dundee
Dundee has an airport and a station on the East Coast Main Line.
Trains between London King’s Cross and Dundee take around five hours and 45 minutes.
LNER run three trains per day to and from London King’s Cross and one tpd to and from Leeds.
CrossCountry also run services.
Loganair has two flights per day to Heathrow.
Aberdeen
Aberdeen builds on the improvements South of Edinburgh.
The four direct tpd between London and Aberdeen take around seven hours and ten minutes.
This should come down to around six hours and thirty minutes with the journey time savings between London King’s Cross and Edinburgh Waverley.
Will this tempt travellers from the airlines?
Battery-Electric Trains To Dundee And Aberdeen
One thing that will help, is that Edinburgh and Aberdeen is to be partially electrified.
InPiling Work To Get Underway To Electrify Line To Fife, I included this Network Rail map of the electrification.
This map has been downloaded from the Network Rail web site.
The electrification is split into four phases.
- Haymarket and Dalmeny – 25 km
- Kirkcaldy and Thornton North – 25 km.
- Lochgelly and Thornton North – 20 km.
- Thornton North and Ladybank – 34 km.
Note.
- The last three phases of electrification connect to Thornton North.
- The new rail link to Leven will also be electrified. and connected to Thornton North.
- The Forth Bridge is not to be electrified.
As Ladybank station is just 91.4 miles from Aberdeen, I suspect LNER will use Hitachi Intercity Battery Hybrid Trains to serve Aberdeen.
If these trains haven’t got the range, then I suspect LNER’s new CAF Tri-Mode Trains could handle the route.
Inverness
Inverness has a problem.
Zero-carbon trains will be unlikely to get to the city without full electrification of the Highland Main Line.
- Dunblane is the nearest electrified station to Inverness, but it is 146.2 miles away over a route with lots of steep climbs.
- I doubt that a battery-electric train could handle that route.
One solution would be for LNER to run the new CAF Tri-Mode Trains to Inverness using HVO or biodiesel.
Glasgow
Glasgow is the only other Scottish city with an airport and good rail connections to the South.
I am sure that Avanti West Coast will target airline passengers, if LNER prove it is a successful policy.
Other Factors
These are other factors, that will come into a traveller’s choice.
First Class
Some travellers like a bit more comfort and service.
Ability To Work
Some travellers like to work on a train.
You Don’t Get Tables On a Plane
I like to open a paper or magazine flat, which is difficult on a plane.
Views Tend To Be Better On a Train
Providing you get a window!
Parking Tends To Be Better At An Airport
But it may be more expensive!
Security Is Less Hassle On A Train
At the moment!
You Don’t Need To Prove Your Identity On A Train
Not in the UK! Yet!
Conclusion
It looks like LNER can offer the airlines to four of our major Northern cities serious zero-carbon competition.
Could The New Northumberland Line Be Used As A Diversion For The East Coast Main Line?
This question was asked by a friend, so I thought I’d investigate.
This OpenRailwayMap shows the Southern end of the Northumberland Line.
Note.
- Tracks in red are the 25 KVAC overhead electrified East Coast Main Line.
- Tracks in blue are the 1.5 kV overhead electrified Tyne and Wear Metro.
- The track in black running alongside the Metro and then turning North is the Northumberland Line.
- The Northumberland Line is mainly double track, with some single-track sections.
- The blue arrow indicates Northumberland Park station.
At Benton Junction junction in the South-West corner of the map, trains can be handled in the following directions.
- Trains going North on the East Coast Main Line can go North on the Northumberland Line.
- Trains going South on the Northumberland Line can go South on the East Coast Main Line.
Currently, only the occasional freight train uses the junction.
When the Northumberland Line opens, there will be two trains per hour (tph) in each direction.
This second OpenRailwayMap shows the Northern end of the Northumberland Line.
Note.
- Tracks in red are the 25 KVAC overhead electrified East Coast Main Line.
- The blue arrow indicates the Ashington station, which will be the Northern terminus of Northumberland Line services.
- The Northumberland Line runs down the Eastern side of the map.
- The village of Bedlington, which will have a station on the Northumberland Line is in the South-East corner of the map.
- A second track connects Bedlington on the Northumberland Line to the East Coast Main Line, where trains can go North or South.
It does appear that because of the track layout at both ends of the Northumberland Line, the following is possible.
A train going in either direction on the East Coast Main Line can use the Northumberland Line as a diversion.
Passenger services between Newcastle and Morpeth could use the Northumberland Line.
Passenger services between Newcastle and North of Morpeth could use the Northumberland Line.
Note.
- Although High Speed Two through Newcastle is probably dead, there is still a need to increase capacity through the area.
- I suspect diversions could be useful, when there were problems between Newcastle and Morpeth.
- Could the Northumberland Line be used for freight trains to increase capacity through Newcastle?
- We shouldn’t ignored the possibilities offered by a reopened Leamside Line.
But I suspect that as housing and other developments get proposed in Northumberland, that more passenger services will be developed.
Conclusion
The Northumberland Line will have limited use for diversions, but could general other services.
The Data Sheet For Hitachi Battery Electric Trains
Was I just slow to spot this data sheet or has it only just been released?
You can download a copy from this page on the Hitachi web site.
In a section on the page, which is entitled Intercity Battery Trains, this is said.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Adding just one battery reduces emissions by more than 20% and offers cost savings of 20-30%.
Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.
These are my initial thoughts.
Plug-and-Play
It looks like the train is plug-and-play.
A diesel engine will be swapped for a battery-pack and the train’s computer controls the power sources accordingly.
Hitachi’s Battery Philosophy Explained
This is said on the data sheet.
Battery technology has the potential to play a significant role in the future of sustainable rail mobility, setting
the rail industry on the path to full intercity decarbonisation by 2050.
Installing batteries on intercity trains can complement electrification and provide a low emission alternative
to domestic air travel.Our retrofit solution for intercity trains offers phased replacement of diesel engines at the time that they would
have been due for their regular heavy maintenance overhaul, replacing each engine in turn until trains are fully battery electric. The solution delivers fuel cost savings and lowers CO2 emissions by at least 20% for every engine replaced, and a 20% reduction in whole life maintenance costs – well within the battery’s life span of 8-10 years.
Performance On Battery Power
The data sheet gives these bullet points.
- 750kW peak power
- Weight neutral
- At least 20% lower CO2 emissions
- 70km on non-electrified routes
- 20% reduction in whole life maintenance costs
- Up to 30% fuel cost savings
- Zero emissions in and out of stations
- Charge on the move
- 10 year life span
Note.
- 750 kW peak power, is around the power of the diesel-engine, that will be replaced.
- I wouldn’t be surprised that powerwise, the battery pack looks like a diesel engine.
- Weight neutral means that acceleration and performance will be unchanged.
- Batteries are easier to maintain than diesels.
- It is stated that a train can be fully-decarbonised.
I have a feeling these trains are no ordinary battery-electric trains.
Seventy Kilometre Range On Battery
Seventy kilometres is 43.5 miles.
This may not seem much, but the data sheet says this.
Our battery hybrid trains can cover 70km on non-electrified routes, operating at intercity speeds at the same
or increased performance. By identifying the routes with short non-electrified sections of 70km or less, we could
see the replacement of existing diesel trains with fully battery-operated trains on those routes within a year.
And, using battery power to avoid electrifying the hardest and most expensive areas, such as tunnels and bridges,
enables flexibility on electrification, minimising passenger disruption during upgrades.
Note.
- It looks like the trains can operate at 125 mph on battery power, where the track allows it.
- Hitachi seem to have developed a philosophy on how the trains will be used.
- Hitachi’s pantographs, go up and down with all the alacrity of a whore’s drawers. They will be ideal for short length of electrification.
I think these LNER routes could be immediately decarbonised.
- LNER – London and Harrogate , where only 18.3 miles is unelectrified. Trains may not need charging, as a full battery could handle both ways.
- LNER – London and Hull, where 36.1 miles is unelectrified, with a short length of electrification to charge trains at Hull.
- LNER – London and Lincoln, where only 16.7 miles is unelectrified. Trains would not need charging, as a full battery could handle both ways.
- LNER – London and Middlesbrough, where only 20.3 miles is unelectrified. Trains would not need charging, as a full battery could handle both ways.
Note.
- It looks like some services could start fairly soon, once batteries are available.
- Hull Trains could use the 70 km batteries and charging at Hull, as it passed through. This would decarbonise Hull Trains passenger operations.
- Services to Aberdeen, Cleethorpes and Inverness would be out of range of the Hitachi trains.
Could the last point, partially explain the purchase of the CAF tri-mode trains, which I wrote about in First Tri-Mode Long Distance Trains For The East Coast Main Line?
We shall see what we shall see.
But having a choice of battery-electric or tri-mode trains will enable route development and decarbonisation.
What Is The Size Of The Battery Pack?
In How Much Power Is Needed To Run A Train At 125 Or 100 mph?, I estimated that to maintain 125 mph, a Class 801 train has a usage figure of 3.42 kWh per vehicle mile.
If a five-car Class 800 can run 70 km or 43.5 miles at 125 mph, as indicated by Hitachi, then the battery size can be calculated.
3.42 * 5 * 43.5 = 743.85 kWh
As the battery pack can supply 750 kW according to the data sheet, this looks like this will run the train for an hour.
Is that coincidence or a design criteria?
What Battery Capacity Would Be Needed For A Hundred Miles?
For a five-car train, this is the energy needed for a hundred miles.
3.42 *5 * 100 = 1710 kWh or three batteries.
For a nine-car train, this is the energy needed for a hundred miles.
3.42 *9 * 100 = 3078 kWh or five batteries.
It looks like all diesel engines will be replaced by batteries.
Will Class 801 Trains Swap Their Single Diesel Engine For a Battery Power Pack?
Consider.
- Class 801 trains have a single diesel engine for emergency power.
- Lumo’s Class 803 trains, are all-electric with a battery-pack for emergency hotel power only.
- Hitachi must have full details on the performance of Lumo’s trains.
- The East Coast Main Line is notorious for the wires to come tumbling down.
- The diesel engine and the battery pack appear to weigh the same.
- Batteries cost less to maintain than diesels.
I can’t see why the single diesel engine can’t be replaced by a standard battery pack, without loosing any functionality.
What Would Be The Range Of A Fully Battery-Electric Train?
This is a paragraph from a data sheet.
Our retrofit solution for intercity trains offers phased replacement of diesel engines at the time that they would
have been due for their regular heavy maintenance overhaul, replacing each engine in turn until trains are fully battery electric. The solution delivers fuel cost savings and lowers CO2 emissions by at least 20% for every engine replaced, and a 20% reduction in whole life maintenance costs – well within the battery’s life span of 8-10 years.
Note.
It looks like Hitachi are expecting operators to replace engines in turn.
Replacing engines with batteries saves the operators money.
As a five-car Class 800 train has three diesel engines and a nine-car train has five engines, does this mean that the range of fully-batteried Class 800 train is 70 km or 210 km?
- A fully-batteried Class 800 train will weigh the same as the current diesel.
- One battery can drive the train for 70 km at 125 mph according to Hitachi.
- There are no branches off electrified lines that are 125 mph lines without electrification.
- I would assume that the train can use regenerative braking to recharge the batteries.
- 210 kilometres is 130 miles.
I don’t know much about the electrical systems of Hitachi’s trains, but it is likely that there will be an electrical bus to distribute power from one end of the train to the other.
So a five-car Class 800 train with three fully-charged battery packs could have over 2 MWh of electricity on board, that could be used for traction.
- Applying the usage figure of 3.42 kWh per vehicle mile, gives a range for the five-car train of at least 117 miles.
- The equivalent figure for a nine-car train will be at least 121 miles.
These distances would open up routes like these on the East Coast Main Line.
- LNER – London King’s Cross and Aberdeen – 91.4 miles – Charge before return.
- LNER/Hull Trains – London King’s Cross and Beverley via Temple Hirst junction – 44.3 miles – No Charging needed before return.
- Grand Central – London King’s Cross and Bradford Interchange via Shaftholme junction – 47.8 miles – No Charging needed before return.
- LNER – London King’s Cross and Cleethorpes via Newark and Lincoln – 63.9 miles – Charge before return.
- LNER – London King’s Cross and Harrogate via Leeds – 18.3 miles – No Charging needed before return.
- LNER – London King’s Cross and Inverness– 146.2 miles – Charge before return.
- LNER/Hull Trains – London King’s Cross and Hull via Temple Hirst junction – 36.1 miles – No Charging needed before return.
- LNER – London King’s Cross and Middlesbrough via Northallerton – 20.3 miles – No Charging needed before return.
- LNER – London King’s Cross and Scarborough via York – 42.1 miles – No Charging needed before return.
- LNER/Grand Central – London King’s Cross and Sunderland via Northallerton – 47.4 miles – No Charging needed before return.
Note.
- The miles are the longest continuous distance without electrification.
- Only Aberdeen, Cleethorpes and Inverness would need to charge trains before return.
- Inverness may be too far. But is it in range of LNER’s new CAF tri-mode trains?
The battery range would also allow LNER to use the Lincoln diversion on the Joint Line.
Why Didn’t LNER Buy More Azumas?
This puzzles me and I suspect it puzzles other people too.
Surely, an all Azuma fleet will be easier to manage.
But in this article on Modern Railways, which is entitled LNER Orders CAF Tri-mode Sets, this is said.
Modern Railways understands the new fleet will be maintained at Neville Hill depot in Leeds and, like the ‘225’ sets, will be used predominantly on services between London and Yorkshire, although unlike the ‘225s’ the tri-modes, with their self-power capability, will be able to serve destinations away from the electrified network such as Harrogate and Hull.
Note.
- Hull would possibly need work to provide some form of charging for battery-electric Azumas, but Harrogate is close enough to be served by a one-battery Azuma.
- The CAF Tri-mode sets would certainly handle routes like Cleethorpes, Middlesbrough and Sunderland, but would they really need a ten-car train.
- Ten-car trains would also be busy on the Leeds route.
- The UK is going to need more 125 mph trains for Cross Country, Grand Central, Grand Union, TransPennine Express and possibly other train companies.
- Has Hitachi got the capacity to build the trains in the UK?
So has the Government given the order to CAF to create a level of competition?
Conclusions
These are my conclusions about Hitachi’s battery packs for Class 80x trains.
- The battery pack has a capacity of 750 kWh.
- A five-car train needs three battery-packs to travel 100 miles.
- A nine-car train needs five battery-packs to travel 100 miles.
- The maximum range of a five-car train with three batteries is 117 miles.
- The maximum range of a nine-car train with five batteries is 121 miles.
As battery technology gets better, these distances will increase.
The Anonymous Widower 