The Anonymous Widower

Thoughts On Rail Capacity Between London And The North

This is just a rough calculation to see how many trains can be run between London and the North.

I shall do the calculation by station.

Euston

Trains are.

  • Avanti – Birmingham – 1 tph (trains per hour)
  • Avanti – Blackpool North – 1 tpd (trains per day)
  • Avanti – Blackpool North via Birmingham – 2 tpd
  • Avanti – Edinburgh via Birmingham – 1 tp2h – (trains per two hours)
  • Avanti – Glasgow – 1 tph
  • Avanti – Glasgow via Birmingham – 5 tpd
  • Avanti – Holyhead – 8 tpd
  • Avanti – Liverpool – 1 tph
  • Avanti – Manchester – 3 tph
  • WMT – Birmingham – 2 tph
  • WMT – Crewe – 1 tph

This gives totals of  9 tph, 1 tp2h and 16 tpd

King’s Cross

Trains are.

  • Grand Central – Bradford – 4 tpd
  • Grand Central – Sunderland – 6 tpd
  • Hull Trains – Beverley – 2 tpd
  • Hull Trains – Hull – 5 tpd
  • LNER – Bradford- 2 tpd
  • LNER – Edinburgh – 3 tp2h
  • LNER – Harrogate – 1 tp2h
  • LNER – Hull – 1 tpd
  • LNER – Leeds – 3 tp2h
  • LNER – Lincoln – 1 tp2h
  • LNER – Middlesbrough – 1 tpd
  • LNER – Skipton – 1 tpd
  • LNER – Sunderland – 1 tpd
  • LNER – York- 1 tp2h
  • Lumo – Edinburgh – 5 tpd

This gives totals of  9 tp2h and 28 tpd

Marylebone

Trains are.

  • Chiltern – Birmingham – 2 tph

This gives totals of  2 tph

St. Pancras

Trains are.

  • EMR – Corby – two tph
  • EMR – Nottingham – two tph
  • EMR – Sheffield- two tph

This gives totals of  6 tph

Grand Totals

Grand totals are  17 tph, 10 tp2h and 44 tpd

I will assume.

  • 10 tp2h is equivalent to 5 tph.
  • 44 tpd is equivalent to 3 tph if trains start journeys between 0600 and 2100.

This means that currently, there is the equivalent of 25 tph between London and the North.

The Effect Of High Speed Two

The capacity of High Speed Two is 17 tph, so, that appears to be a 68 % increase in paths to the North.

Consider.

  • Assume we need 25 tph between London and the North.
  • 17 tph will be on High Speed Two.
  • 8 tph will be on classic routes like the East Coast Main Line, Midland Main Line and West Coast Main Line.
  • High Speed Two trains are 400 metres long.
  • Current trains are about 240 metres long.

I have done a weighted calculation, which shows that passenger capacity between London and the North, will increase by around 45 %.

High Speed Two will surely release paths between London and the North on the classic routes, that could accommodate somewhere around 17 tph.

These could be used for.

  • Services not suitable for High Speed Two
  • New services
  • Freight services
  • Open access services

There is a lot of capacity that can be reused.

What Will Happen To Classic Routes Between London And The North?

Consider.

  • The East Coast Main Line between London and Doncaster, is being upgraded with full digital signalling to allow running at up to 140 mph and increased train frequencies.
  • Similar upgrades will be surely be applied to the other classic routes between London and the North.
  • Important destinations, that will not be served by High Speed Two, like Coventry, Derby, Leicester, Luton, Milton Keynes and Peterborough could be given high speed connections, to Birmingham, London and Manchester.
  • The East Coast Main Line, Midland Main Line and West Coast Main Line will all be electrified with some sections of quadruple track in a few years.
  • Currently, the East Coast Main Line, Midland Main Line and West Coast Main Line are mainly 125 mph lines and these could be upgraded to 140 mph with digital signalling.

I could envisage the East Coast Main Line, Midland Main Line and West Coast Main Line being developed into a secondary 140 mph network based on the existing  stations lines and services.

Conclusion

High Speed Two is going to have a lot of collateral benefits in Middle England.

 

July 21, 2023 Posted by | Transport/Travel | , , , , , , , , , , , | 3 Comments

London North Eastern Railway Runs Trial Train To Liverpool Street

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

These two paragraphs, describe why this was done.

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

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

There doesn’t seem to have been any problems.

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

Note.

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

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

LNER and Network Rail have shown the following.

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

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

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

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

The Powerhouse In The East

Consider.

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

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

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

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

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

Platform Availability At Kings Cross And Liverpool Street

Consider.

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

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

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

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

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

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

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

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

East West Rail: Could A New Rail Link ‘Tear Apart’ A Village?

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

This is the sub-heading.

A new £5bn railway line connecting Cambridge and Oxford will transform much of the area between the two university cities. It could see one Bedfordshire village grow from a population of about 600 to more than 44,000. What would that change mean for people living there and how do they feel about it?

This Google Map shows the village.

Note.

  1. On the West side of the map there is the Great North Road and the Great Ouse.
  2. On the East side of the Map, there is the electrified East Coast Main Line.
  3. The  village is strung along the East-West lane in the middle of the map, which is inevitably named Station Road.

It appears to have a surgery, a playing field and a Methodist church, but not much else.

I have some thoughts.

Bedford And Tempsford

This Google Map shows Bedford and Tempsford.

Note.

  1. Bedford is in the South-West corner of the map.
  2. Tempsford is in the North-East corner of the map.

I wouldn’t be surprised to see the East West Railway take an East West route to Tempsford, that skirted to the North of Bedford.

In East-West Rail: Through Bedford, I discuss how the East West Railway could branch away to the East from the Midland Main Line.

Tempsford And Cambourne

The next station to the East is Cambourne station.

This Google Map shows Tempsford and Cambourne.

Note.

  1. Tempsford is in the South-West corner of the map.
  2. Cambourne is in the North-East corner of the map.
  3. St. Neots station can be picked out on the Northern edge of the map.

I wouldn’t be surprised to see the East West Railway take a North-Easterly route from Tempsford.

The Possible Station Site At Tempsford

This Google Map shows where Station Road crosses the East Coast Main Line.

Note.

  1. There are a few industrial businesses on what was probably the old station site.
  2. There doesn’t appear to be any housing.

I flew my virtual helicopter lower and took this image.

Note.

  1. It is a level crossing.
  2. There is a car waiting to cross on the Eastern side.
  3. There is also a bus stop on the Western side.

This must be an accident waiting to happen as the speed limit on the trains through here is 125 mph. Remember Upton Nervet, where seven were killed and sixty-six were injured!

Hopefully, the new design of Tempsford station will incorporate a combined rail and road bridge or tunnel.

The Route Of The Railway At Tempsford

I think it is more likely that the railway would go roughly East-West to the North of Station Road.

 

June 14, 2023 Posted by | Transport/Travel | , , , , , | 1 Comment

East-West Rail: Electrification

The first paragraph of the Wikipedia entry for the East West Railway, says this about electrification.

As of March 2020, electrification of the line is not planned, but the 2019 decision (to rule it out) is under review.

But I don’t think it’s a simple decision of electrify or not!

These observations are guiding my thoughts.

Milton Keynes Central Station

This OpenRailwayMap shows the platforms and whether they are electrified in Milton Keynes Central station.

Note.

  1. Lines shown in red are electrified with 25 KVAC overhead wires.
  2. The short platform is Platform 2A, which can take a five-car train and was built recently to terminate the Marston Vale Line service.
  3. Could Platform 2A be ideal for handling and charging, battery-electric trains, that terminate in Milton Keynes station?

The Wikipedia entry for Milton KeynesCentral station, has a section called Platforms and Layout, which gives full details.

Bletchley Station

This OpenRailwayMap shows the platforms and whether they are electrified in Bletchley station.

Note.

  1. Lines shown in red are electrified with 25 KVAC overhead wires.
  2. The wide swath of red going North is the West Coast Main Line.
  3. The smaller patch of red to the East of the West Coast Main Line are electrified sidings.
  4. All low-level platforms at Bletchley station are electrified.
  5. The viaduct platforms, are shown in black as they are not electrified.
  6. A non-electrified line leads North-West from the viaduct towards Milton Keynes Central.
  7. The Milton Keynes end of the line between Milton Keynes Central station and the viaduct is electrified.
  8. A non-electrified line leads North-East from the viaduct towards Fenny Stratford and Bedford.

The Google Map shows a 3D visualisation of Bletchley station.

I can’t see much sign of any electrification.

Bedford Station

This OpenRailwayMap shows the platforms and the electrification around Bedford station.

Note.

  1. All platforms at Bedford station are electrified.
  2. The lines to the West of the station are the electrified Midland Main Line.
  3. The Marston Vale Line services terminate in the short Platform 1A, which is the South-East corner of the station.
  4. The track into Platform 1A is electrified for about two hundred metres, through the sidings South of the station.

This picture shows the electrified track as it crosses over the river.

Could Platform 1A be ideal for handling and charging, battery-electric trains, that terminate in Bedford station?

It’s odd that there is the same platform layout at both ends of the Marston Vale Line.

Is it just a coincidence or does Engineer Baldrick have a cunning Plan?

Oxford Station

This OpenRailwayMap shows the platforms and the electrification around Oxford station.

Note.

  1. The dotted red and black tracks, indicate electrification is planned.
  2. The planned electrification will connect Oxford station to Didcot Junction station.
  3. The two bay platforms at the North of the station are not electrified and Platform 2 is now used by Chiltern’s London services.
  4. Platform 1 could be used by trains on the East West Railway that terminate at Oxford.

When Oxford station is electrified, it wouldn’t be the largest project to add 25 KVAC overhead electrification to the two bay platforms.

Aylesbury Station

This OpenRailwayMap shows the platforms and the lack of electrification around Aylesbury station.

Note.

  1. No tracks are electrified.
  2. Platforms are numbered 3, 2, 1 from the top, so 2 and 3 are paired in the middle.
  3. All freight trains go through Platform 2 and most seem to go via Princes Risborough and High Wycombe.
  4. Chiltern services use Platforms 1 and 3.

Putting a charging system in Aylesbury station could be tricky.

I wonder if the simplest system for East West Railway would be to electrify between Aylesbury and Aylesbury Vale Parkway stations.

Chiltern Railway’s time between the two stations is as much as seven minutes.

Some trains to Aylesbury take over twenty minutes to do the short journey to Aylesbury Vale Parkway and return, which is more than enough to fully-charge a battery-electric train.

You can even have Chiltern’s hourly Aylesbury Parkway service, sharing the same stretch of electrification with East West Railway’s Aylesbury service, as there is a loop, which creates double-track for some of the way.

It should be noted that between Marylebone and Aylesbury Vale Parkway stations is only 41.1 miles, so some battery-electric trains could do that with a full charge at one end.

East West Railway Distances

In Trains Needed For The East West Railway, I calculated some of these distances.

  • Oxford and Bedford – 46.8 miles
  • Oxford and Milton Keynes – 33.4 miles
  • Aylesbury and Milton Keynes – 25.9 miles

With charging at both ends, all of these routes are possible using modern battery-electric trains, where even a Class 777 IPEMU, designed for extending Merseyrail’s suburban network has done 84 miles on one charge.

On To Cambridge

In this document on the East-West Rail Consortium web site, these services are suggested, for when the East West Railway is complete.

  • An hourly train via Norwich terminating at Great Yarmouth.
  • An hourly train via Ipswich terminating at Manningtree.

These are distances on these routes that are not electrified, that are to the East of Cambridge.

  • Ely and Norwich – 53.7 miles
  • Norwich and Great Yarmouth – 18.3 miles
  • Cambridge and Haughley Junction – 40.3 miles

Note.

  1. The Manningtree service would be able to charge its batteries after passing Haughley junction going East and it would be nearly an hour before it needed to use the battery for traction.
  2. If the Yarmouth service could handle the full route on batteries, then it could return to Cambridge with an efficient charger at Great Yarmouth, which for 25 KVAC overhead electrification trains is an off the shelf item.
  3. But it does look to me that the trains must leave Cambridge with full batteries, so they can reach electrification at Bedford, Haughley or Norwich.

This map shows the route of the East West Railway between Bedford and Cambridge.

Note.

  1. Bedford is on the electrified Midland Main Line to London.
  2. Tempsford is on the electrified East Coast Main Line to London.
  3. Cambridge has two electrified main lines to London.
  4. These connections should ensure a good power supply to the East of Bedford for electrification.

I suspect the easiest option will be to add some more electrification at one or more of these places.

  • At the Eastern end of the Bedford and Cambridge section.
  • To the West of Haughley junction, when it is rebuilt.
  • To the North of Ely, when the railways in that area are improved.

Although, as it will be a new route, it might be best to build Bedford and Cambridge as an electrified railway.

June 3, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , | 4 Comments

Thoughts On High Speed Two

These are a few thoughts about High Speed Two, after the reports of major changes today.

This article on the BBC is entitled HS2 Line Between Birmingham And Crewe Delayed By Two Years.

This is the sub-heading.

The Birmingham to Crewe leg of high speed railway HS2 will be delayed by two years to cut costs.

These are the three opening paragraphs.

Some of the design teams working on the Euston end of the line are also understood to be affected.

Transport secretary Mark Harper blamed soaring prices and said it was “committed” to the line linking London, the Midlands and North of England.

HS2 has been beset by delays and cost rises. In 2010, it was expected to cost £33bn but is now expected to be £71bn.

Delivering The Benefits Of High Speed Two Early

It is my belief that with a large project taking a decade or more , it is not a bad idea to deliver some worthwhile benefits early on.

The Elizabeth Line opened in stages.

  • The new Class 345 trains started replacing scrapyard specials in 2017.
  • The rebuilt Abbey Wood station opened in 2017.
  • Paddington local services were transferred to the Elizabeth Line in 2019.
  • Outer stations reopened regularly after  refurbishment from 2018.
  • The through line opened in May 2022.

There’s still more to come.

Some projects wait until everything is ready and everybody gets fed up and annoyed.

Are there any parts of High Speed Two, that could be completed early, so that existing services will benefit?

In 2020, the refurbishment of Liverpool Lime Street station and the tracks leading to the station was completed and I wrote about the station in It’s A Privilege To Work Here!, where this was my conclusion.

Wikipedia says this about Liverpool Lime Street station.

Opened in August 1836, it is the oldest still-operating grand terminus mainline station in the world.

I’ve used Lime Street station for fifty-five years and finally, it is the station, the city needs and deserves.

I’ve been to grand termini all over the world and Lime Street may be the oldest, but now it is one of the best.

Are there any stations, that will be served by High Speed Two, that should be upgraded as soon as possible to give early benefits to passengers, staff and operators?

Avanti West Cost have solved the problem of the short platforms at Liverpool South Parkway station, by ordering shorter Class 807 trains. Will High Speed Two lengthen the platforms at this station?

A good project manager will need to get all the smaller sub-projects in a row and work out what is the best time to do each.

Digital Signalling

I would assume, as this will be needed for High Speed Two services in the West Coast Main Line to the North of Crewe, this is surely a must for installing as early as possible.

If the existing trains could run for a hundred miles at 140 mph, rather than the current 125 mph, that would save five worthwhile minutes.

Trains could run closer together and there is the possibility of organising services in flights, where a number of trains run together a safe number of minutes apart.

Remove Bottlenecks On Classic Lines, That Could Be Used By High Speed Two

I don’t know the bottlenecks on the West Coast Main Line, but there are two on the East Coast Main Line, that I have talked about in the past.

Could ERTMS And ETCS Solve The Newark Crossing Problem?

Improving The North Throat Of York Station Including Skelton Bridge Junction

Hopefully, the digital signalling will solve them.

Any bottlenecks on lines that will be part of High Speed Two, should be upgraded as soon as possible.

Birmingham And Crewe

I will start by looking at the leg between Birmingham and Crewe.

 

This section of the HS2 map shows High Speed Two between Birmingham and Lichfield.

Note.

  1. The blue circle on the left at the bottom of the map is Birmingham Curzon Street station.
  2. The blue circle on the right at the bottom of the map is Birmingham Interchange station.
  3. The High Speed Two to and from London passes through Birmingham Interchange station.
  4. The branch to Birmingham Curzon Street station connects to the main High Speed Two at a triangular junction.
  5. North of the triangular junction, High Speed Two splits.
  6. The Eastern branch goes to East Midlands Parkway station.
  7. The Northern branch goes to Crewe, Liverpool Lime Street, Manchester Piccadilly, Preston and Scotland.

At the top of the map, the Northern branch splits and lines are shown on this map.

Note.

  1. The junction where the Northern and Eastern branches divide is in the South-East corner of the map.
  2. To the North of Lichfield, the route divides again.
  3. The Northern purple line is the direct line to Crewe.
  4. The shorter Southern branch is a spur that connects High Speed Two to the Trent Valley Line, which is the current route taken by trains between London Euston and Crewe, Liverpool Lime Street, Manchester Piccadilly, Preston and Scotland.
  5. Crewe station is in the North-West corner of the map.

The route between the junction to the North of Lichfield and Crewe is essentially two double-track railways.

  • High Speed Two with a routine operating speed of 205 mph.
  • The Trent Valley Line with a routine operating speed of 140 mph.
  • High Speed Two Classic-Compatible trains can run on all tracks.
  • High Speed Two Full-Size trains may be able to run on the Trent Valley Line at reduced speed.
  • Eighteen trains per hour (tph) is the maximum frequency of High Speed Two.

I feel in an emergency, trains will be able to use the other route.

Will This Track Layout Allow An Innovative Build?

Suppose the link to the Trent Valley Line was built first, so that High Speed Two trains from London for Crewe, Liverpool Lime Street, Manchester Piccadilly, Preston and Scotland, could transfer to the Trent Valley Line as they do now.

  • All lines used by High Speed Two services North of the junction, where High Speed Two joins the Trent Valley Line would be updated with digital signalling and 140 mph running. This will benefit current services on the line. For instance Euston and Liverpool/Manchester services could be under two hours.
  • The current services would be replaced by High Speed Two services run by High Speed Two Classic-Compatible trains.
  • The direct High Speed Two route between Lichfield and Crewe would now be built.
  • When this section of High Speed Two is complete, High Speed Two services would use it between Lichfield and Crewe.
  • As the direct route would be built later, this would delay the building of the Birmingham and Crewe high-speed route.

Currently, trains run the  41.8 miles between Lichfield and Crewe in 28 minutes, which is an average speed of 89.6 mph.

I can build a table of average speeds and times for Lichfield and Crewe.

  • 100 mph – 25.1 minutes – 2.9 minutes saving
  • 110 mph – 22.8 minutes – 5.2 minutes saving
  • 120 mph – 20.9 minutes – 7.1 minutes saving
  • 125 mph – 20.1 minutes – 7.9 minutes saving
  • 130 mph – 19.3 minutes  – 8.7 minutes saving
  • 140 mph – 17.9 minutes – 10.1 minutes saving
  • 160 mph – 15.7 minutes – 12.3 minutes saving
  • 180 mph – 13.9 minutes – 14.1 minutes saving
  • 200 mph – 12.5 minutes – 15.5 minutes saving

Note.

  1. Even a slight increase in average speed creates several minutes saving.
  2. Times apply for both routes.

I believe that a 125 mph average should be possible on the Trent Valley route, which may be enough for Euston and Liverpool/Manchester services to be under two hours.

Improving Classic Lines Used By High Speed Two North Of Lichfield

Real Time Trains shows these figures for a Glasgow Central to Euston service.

  • Glasgow and Lichfield Trent Valley is 298.2 miles.
  • Glasgow and Lichfield Trent Valley takes five hours.

This is an average speed of 59.6 mph.

Note.

  1. The average speed is low considering the trains are capable of cruising at 125 mph and 140 mph with digital signalling.
  2. High Speed Two services between Euston and Glasgow will use the classic network, to the North of Lichfield.

I can build a table of average speeds and times for Glasgow and Lichfield.

  • 100 mph – 179 minutes – 121 minutes saving
  • 110 mph – 163 minutes – 157 minutes saving
  • 120 mph – 149 minutes – 151 minutes saving
  • 125 mph – 143 minutes – 157 minutes saving
  • 130 mph – 138 minutes  – 162 minutes saving
  • 140 mph – 128 minutes – 172 minutes saving

This table illustrates why it is important to improve all or as many as possible of classic lines used by High Speed Two to enable 140 mph running, with full digital signalling. Obviously, if 140 mph is not feasible, the speed should be increased to the highest possible.

Routes that could be updated include.

  • London Euston and Glasgow Central
  • London Euston and Liverpool Lime Street
  • London Euston and Manchester Piccadilly (all routes)
  • London Euston and Blackpool
  • London Euston and Holyhead
  • London Euston and Shrewsbury

Not all these routes will be served by High Speed Two, but they could be served by 140 mph trains.

What Times Would Be Possible?

The InterCity 225 was British Rail’s ultimate electric train and these two paragraphs from its Wikipedia entry, describe its performance.

The InterCity 225 was designed to achieve a peak service speed of 140 mph (225 km/h); during a test run in 1989 on Stoke Bank between Peterborough and Grantham, an InterCity 225 was recorded at a speed of 162 mph (260.7 km/h). Its high speed capabilities were again demonstrated via a 3hr 29mins non-stop run between London and Edinburgh on 26 September 1991. British regulations have since required in-cab signalling on any train running at speeds above 125 mph (201 km/h) preventing such speeds from being legally attained in regular service. Thus, except on High Speed 1, which is equipped with cab signalling, British signalling does not allow any train, including the InterCity 225, to exceed 125 mph (201 km/h) in regular service, due to the impracticality of correctly observing lineside signals at high speed.

The InterCity 225 has also operated on the West Coast Main Line (WCML). In April 1992, one trainset achieved a new speed record of two hours, eight minutes between Manchester and London Euston, shaving 11 minutes off the 1966 record. During 1993, trials were operated to Liverpool and Manchester in connection with the InterCity 250 project.

  • The fastest London Euston and Manchester Piccadilly services appear to be two hours and six minutes tomorrow, with stops at Nuneaton and Stoke-on-Trent.
  • The fastest London King’s Cross and Edinburgh service is four hours seventeen minutes tomorrow.

It does appear that British Rail’s 1980s-vintage InterCity 225 train did very well.

Trains that would be able to run at 140 mph with updated signalling include.

  • Alstom Class 390
  • Hitachi Class 800, 801, 802, 803, 805, 807 and 810
  • British Rail InterCity 225
  • High Speed Two Classic-Compatible.

All are electric trains.

Could High Speed Two, West Coast Main Line and East Coast Main Line Services Be Run By  High Speed Two Classic-Compatible Trains?

I don’t see why not!

  • They would be able to use short stretches of High Speed Line like Lichfield and Crewe.
  • LNER and CrossCountry could also use the trains.
  • High Speed Two is providing the framework and it’s there to be used, provided the paths are available.

This graphic shows the preliminary schedule.

It only shows ten trains going through Crewe, so there could be up to eight spare high speed paths between Birmingham and Crewe.

Could High Speed Two Classic-Compatible Trains Be Used To Advantage On The East Coast Main Line?

I published this extract from the Wikipedia entry for the InterCity 225 earlier.

The InterCity 225 was designed to achieve a peak service speed of 140 mph (225 km/h); during a test run in 1989 on Stoke Bank between Peterborough and Grantham, an InterCity 225 was recorded at a speed of 162 mph (260.7 km/h). Its high speed capabilities were again demonstrated via a 3hr 29mins non-stop run between London and Edinburgh on 26 September 1991.

The London and Edinburgh run was at an average speed of around 112 mph.

I wonder what time, one of LNER’s Class 801 trains, that are all-electric could do, once the new digital signalling has been fully installed on the route? I suspect it would be close to three hours, but it would depend on how long the trains could run at 140 mph.

It should be noted that the Selby Diversion was designed for 160 mph, when it was built by British Rail in the 1980s.

In Are Short Lengths Of High Speed Line A Good Idea?, I look at the mathematics of putting in short lengths of new railway, which have higher speeds, where this was part of my conclusion.

I very much feel there is scope to create some new high speed sections on the current UK network, with only building very little outside of the current land used by the network.

I would love to know what some of Network Rail’s track experts feel is the fastest time possible between London and Edinburgh that can be achieved, by selective upgrading of the route.

If some of the trains were High Speed Two Classic-Compatible Trains, with a top speed of 205 mph, provided the track allowed it, there could be some interesting mathematics balancing the costs of track upgrades, new trains with what passengers and operators need in terms of journey times.

Could High Speed Two Classic-Compatible Trains Be Used To Advantage On The West Coast Main Line?

Much of what I said about the East Coast Main Line would apply to the West Coast Main Line.

But in addition, the West Coast Main Line will be a superb place to test the new High Speed Two Classic-Compatible Trains.

I believe, that before High Speed Two opens, we’ll see High Speed Two Classic-Compatible Trains, carrying passengers between Euston and Avanti West Coast’s destinations.

Could High Speed Two Be Split Into Two?

Consider.

  • Under earlier plans, the East Coast Main Line to the North of York, will be used by High Speed Two.
  • With digital signalling the East Coast Main Line will support continuous running at 140 mph for long sections of the route.
  • The East Coast Main Line has a recently-rebuilt large Southern terminal at King’s Cross with eleven platforms and good suburban services and excellent connections to the London Underground.
  • The East Coast Main Line has a very large Northern terminal at Edinburgh Waverley with twenty platforms and good local train connections.
  • There are large intermediate stations on the East Coast Main Line at Doncaster, Leeds, Newcastle, Peterborough and York. All these stations have good local train connections.
  • The East Coast Main Line has important branches to Cambridge, Harrogate, Huddersfield, Hull King’s Lynn, Lincoln, Middlesbrough, Nottingham, Scarborough, Sheffield, Skegness and Sunderland.

We are talking about an asset, that needs improving rather than sidelining.

 

Could High Speed Two Be A One-Nation Project?

Over three years ago, I wrote Could High Speed Two Be A One-Nation Project? and tried to answer the question in the title.

But now the core network is better defined, perhaps it is time to look at extending the High Speed network again.

The next few sections look at possible extensions.

Serving Chester And North Wales

I looked at this in Could High Speed Two Trains Serve Chester And North Wales?, which I have updated recently.

This was my conclusion.

It looks to me, that when High Speed Two, think about adding extra destinations, Chester and Holyhead could be on the list.

I also suspect that even without electrification and High Speed Two services, but with the new Class 805 trains, the route could be a valuable one for Avanti West Coast.

These are current and promised times for the two legs to Holyhead.

  • Euston and Crewe – 90 minutes – Fastest Class 390 train
  • Euston and Crewe – 55 minutes – High Speed Two Classic-Compatible train from Wikipedia
  • Crewe and Holyhead – 131 minutes – Fastest Class 221 train
  • Crewe and Holyhead – 70 minutes – 90 mph average speed
  • Crewe and Holyhead – 63 minutes – 100 mph average speed
  • Crewe and Holyhead – 57 minutes – 110 mph average speed
  • Crewe and Holyhead – 53 minutes – 120 mph average speed
  • Crewe and Holyhead – 45 minutes – 140 mph average speed

Note.

  1. I have assumed that Crewe and Holyhead is 105.5 miles.
  2. The operating speed of the North Wales Coast Line is 90 mph.
  3. In the following estimates,  I have assumed a change of train at Crewe, takes 6 minutes.

I think there are several options to run fast services to Chester and North Wales.

Pre-HS2 – Class 805 all the way

I believe this train will match the following.

  • The fastest Class 390 train between Euston and Crewe.
  • The fastest Class 221 train between Crewe and Holyhead.

This would give a time of 3 hours 41 minutes.

Pre-HS2 – Class 805 all the way, but with perhaps less stops and some track improvement

I believe this train will match the following.

  • The fastest Class 390 train between Euston and Crewe.
  • 110 mph train Crewe and Holyhead.

This would give a time of 2 hours 27 minutes.

Pre-HS2 – Class 805 all the way, but with perhaps less stops and Crewe and Holyhead uprated largely to 125 mph

I believe this train will match the following.

  • The fastest Class 390 train between Euston and Crewe.
  • 120 mph train Crewe and Holyhead.

This would give a time of 2 hours 23 minutes.

Pre-HS2 – Class 805 all the way, but with perhaps less stops and Crewe and Holyhead Crewe and Holyhead electrified and uprated to 140 mph

I believe this train will match the following.

  • The fastest Class 390 train between Euston and Crewe.
  • 140 mph train Crewe and Holyhead.

This would give a time of 2 hours 15 minutes.

After-HS2 – High Speed Two Classic-Compatible train to Crewe, the Class 805 train to Holyhead

I believe this train will match the following.

  • The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
  • The fastest Class 221 train between Crewe and Holyhead.

This would give a time of 3 hours 12 minutes.

After-HS2 – High Speed Two Classic-Compatible train to Crewe, the Class 805 train to Holyhead, but with perhaps less stops and some track improvement

I believe this train will match the following.

  • The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
  • 110 mph train Crewe and Holyhead.

This would give a time of 1 hours 58 minutes.

After-HS2 – High Speed Two Classic-Compatible train to Crewe, the Class 805 train to Holyhead, but with perhaps less stops and Crewe and Holyhead uprated largely to 125 mph

I believe this train will match the following.

  • The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
  • 120 mph train Crewe and Holyhead.

This would give a time of 1 hours 54 minutes.

After-HS2 – High Speed Two Classic-Compatible train to Crewe, Class 805 train to Holyhead, but with perhaps less stops and Crewe and Holyhead electrified and uprated to 140 mph

I believe this train will match the following.

  • The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
  • 140 mph train Crewe and Holyhead.

This would give a time of 1 hours 46 minutes.

After-HS2 – High Speed Two Classic-Compatible train all the way, but with perhaps less stops and Crewe and Holyhead electrified and uprated to 140 mph

I believe this train will match the following.

  • The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
  • 140 mph train Crewe and Holyhead.

This would give a time of 1 hours 40 minutes.

From these estimates, I have come to these conclusions.

  • A sub-two and a half-hour service can be attained with the new Class 805 trains and some improvements to the tracks along the North Wales Coast Line.
  • A sub-two hour service can be attained with a High Speed Two Classic-Compatible train to Crewe and a Class 805 train to Hplyhead along a 140 mph electrified North Wales Coast Line.
  • If the North Wales Coast Line is electrified, the journey from London Euston, Birmingham Interchange, Crewe, Chester, Liverpool and Manchester would be zero-carbon.

We should be looking to building a zero-carbon fast passenger ferry for sailing between Holyhead and Dublin.

  • The current fastest ferries appear to take three hours and 15 minutes, which means that a six-hour low-carbon journey between London Euston and Dublin, should be possible with the new Class 805 trains, prior to the opening of High Speed Two.
  • A five-hour journey after the opening of High Speed Two to Crewe and electrification of the North Wales Coast Line should be possible.

If the advanced zero-carbon ferry could knock an hour off the journey, four hours between London and Dublin along a spectacular coastal railway with a fast sea voyage, would be a route that would attract passengers.

  • High Speed Two would need to be opened to Crewe.
  • The North Wales Coast Line would need to be upgraded to a 140 mph digitally-signalled line.
  • The North Wales Coast Line would need to be electrified.
  • Full electrification may not be needed, as discontinuous electrification will have advanced to provide zero-carbon running, in a more affordable and less disruptive manner.
  • Trains could either be High Speed Two Classic-Compatible trains all the way from London or there could be a change at Crewe to Class 805 trains.
  • The ferry would use the best zero-carbon and operational technology.

The improvement and electrification of the North Wales Coast Line could be planned to take place in a relaxed manner, so that journey times continuously got quicker.

I would start the improvement of the North Wales Coast Line, as soon as possible, as all these improvement will be used to advantage by the new Class 805 trains.

Serving West And South West England And South Wales

Suppose you want to go between Glasgow and Cardiff by train, after High Speed Two has opened.

  • You will take one of the half-hourly High Speed Two Classic-Compatible trains between Glasgow Central and London.
  • Three and a half-hours later, you will get off the train in one of the below ground platforms at Old Oak Common station.
  • A short ride in an escalator or lift and you will be in the Great Western Railway station at ground level.
  • From here, fifty minutes later, you will be in Cardiff.

The journey will have taken four hours and twenty minutes.

This may seem a long time but currently Glasgow and Cardiff by train takes over seven hours by train.

  • Glasgow and Bristol Temple Meads takes eight hours, but using High Speed Two and GWR will take 5 hours.
  • Glasgow and Cheltenham Spa takes six hours, but using High Speed Two and GWR will take 5 hours and 30 minutes.
  • Glasgow and Penzance takes twelve hours, but using High Speed Two and GWR will take 8 hours and 33 minutes.
  • Glasgow and Swansea takes nearly nine hours, but using High Speed Two and GWR will take 6 hours and 9 minutes.

The High Speed Two route only has one simple change, whereas some routes now have up to four changes.

 

 

 

 

 

 

 

 

 

Conclusion

March 10, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , | 97 Comments

Appliance Of Science To Boost Stevenage

The title of this post, is the same as that of this article in The Times.

These two paragraphs introduce the article.

Planning permission has been granted for a former TK Maxx outlet and two other stores in the middle of Stevenage to be knocked down and replaced with laboratories.

The £500 million development, funded by UBS Asset Management and designed by Reef Group, is the latest example of how Britain’s town centres can be adapted and brought up to date.

Note.

  1. We have a laboratory shortage in the UK, which is especially serious in Oxford and Cambridge.
  2. Canary Wharf is also turning offices into laboratory space.
  3. There was even an article in The Times yesterday about converting offices to laboratories in Harley Street.

It’s probably a sign of success!

If Stevenage is to become a worldwide centre for life sciences and medical research, it probably needs the town’s excellent rail links to London and Cambridge to be further improved.

  • LNER runs two fast trains per hour (tph) to and from London King’s Cross.
  • Other fast services call during the day.
  • Local services include two tph to Cambridge, London and Peterborough.

Services need to be improved, especially to and from Cambridge.

ERTMS Is Being Installed Through Stevenage

Installation of full digital signalling on the East Coast Main Line could have various effects.

  • LNER and other fast services could be faster to places like Doncaster, Leeds and York.
  • Fast Cambridge, Ely and King’s Lynn services would have to be run by 125 mph trains to keep out of the way of the expresses.
  • 125 mph services to Cambridge would reduce journey times by a few minutes and might allow the Cambridge Cruisers to sneak in a stop at Stevenage, whilst maintaining the current times.
  • Will the Thameslink Class 700 trains have to stick to the slow lines?
  • As the Hertford Loop Line will also be digitally signalled, it might be possible to divert some trains via Hertford North.

There will be a lot of hard thinking going on to find out the best way to run services on the Southern section of the East Coast Main Line.

High Speed Norfolk

I like the concept of running high speed trains to Ely, Norwich and Kings Lynn.

  • It would open up a lot of West Norfolk for laboratory space and commuter towns for Cambridge.
  • The Breckland line between Ely and Norwich would be improved for higher speeds. It could even become a 125 mph line.
  • High Speed Norfolk trains would have a frequency of two tph and call at Stevenage, Cambridge South, Cambridge, Cambridge North and Ely before alternatively going on to Norwich and King’s Lynn.
  • Cambridge and Norwich services would alternate with the Norwich and Stansted Airport service.

Norwich could be the overspill city that Cambridge needs.

 

February 27, 2023 Posted by | Health, Transport/Travel, World | , , , , , , , , , , | 3 Comments

A Long Journey Home

A friend had booked between London and Edinburgh today on the 13:00 LNER train from King’s Cross. She was also travelling with her miniature Schnauzer.

.We had arranged to meet at Marylebone, so I could help them across London to King’s Cross and have a much-needed hot chocolate in King’s Cross before they caught the train North and I went to a meeting organised by my cardiologist.

I had checked out King’s Cross earlier and there was trouble with srveral delayed and cancelled trains.

It wasn’t strikes or bad management from LNER and the problem is explained in this article from the Yorkshire Evening Post, which is entitled Trains From Leeds To London Cancelled Or Delayed After Thieves Steal Signalling Cables From Railway Tracks.

In the end we made the train in time and also had time to have a hot chocolate in LEON, whilst we sat out the back with the dog.

We were texting each other most of the afternoon and with assistance from Real Time Trains, the journey went as follows.

  • The train left King’s Cross at 13:08, which was eight minutes late.
  • By Peterborough, the train was running seventeen minutes late. 
  • The driver kept this delay until Retford, where he lost another eighty minutes.
  • The train was now running 97 minutes late and this grew by four more minutes by Newcastle.
  • My friend reported that they stopped at Newcastle, as they had no driver.
  • In the end, LNER found a driver or a way for the current driver to continue to Edinburgh and the train left Newcastle after a thirty minute stop.
  • The train was now two hours and ten minutes late.
  • Eventually, it pulled into Edinburgh, two hours and five minutes late, after the driver had picked up a few minutes on the approach to Edinburgh.

Note.

  1. The incoming train that formed this service arrived in King’s Cross from Edinburgh seventy two minutes late, mainly because of the cable theft. It should have arrived and returned to Edinburgh an hour earlier. But it arrived conveniently to form the 13:00 to Scotland.
  2. As the train presentation team turned the train in nineteen minutes instead of twenty-one, they saved a couple of minutes.
  3. I suspect the delay at Retford was getting through the area without any signalling.
  4. Had the driver run out of hours by Newcastle, as he had been in the cab for four-and-a-half hours?
  5. Normally, four-and-a-half hours would have enabled the driver to have driven to Edinburgh.

These are my thoughts.

Cable Theft

In the days of British Rail, I did some work for British Rail using my software called Daisy, which led to a report entitled Failure Reporting And Analysis On British Rail, which was written by J. S. Firth CEng, MIEE, MIRSE, who worked for SigTech, which was a Business Unit of the British Railways Board.

If anybody who has a legitimate reason to read the report, I still have the complimentary copy sent to me by Mr. Firth and would be happy to provide a copy.

I did flag up a project called Unauthorised Cable Removal And Fault Triage, as one of the winners in the First Of A Kind 2022 competition organised by the Dept of BEIS.

If there is anything I can do to help, let me know.

Problems In France

A friend in France told me that there is a problem with stealing overhead electrification cables in France.

This article on RFI is entitled Copper Wire Thieves Force France’s High-Speed TGV To Go Slow.

There are several similar stories on French and other European web sites.

Signalling Using Radio

The East Coast Main Line is being signalled using modern ERTMS digital signalling, where drivers read the signals on an in-cab display, which is connected by radio to the signalling system.

This extract from Wikipedia describes the first project.

In June 2020 it was reported that the UK government would provide £350 million to fund the UK’s first digital signalling system on a long-distance rail route. The signalling is to be fitted on a 100-mile (161 km) section of the East Coast Main Line between Kings Cross, London, and Lincolnshire, which will allow trains to run closer together and increase service frequency, speed and reliability. No date for when the new technology, already in use on the Thameslink lines at London Bridge and some London Underground lines, has been given.

If the cables are removed will this reduce crime?

LNER Delay Repay

My friend will be entitled for a full refund of her single ticket.

This page on the LNER web site gives full details.

Note.

  1. You have 28 days to claim.
  2. If you have a return ticket, you may be entitled to something for that leg of the journey.

I would add, that you should always keep all your tickets, in case the return journey goes belly-up.

December 5, 2022 Posted by | Transport/Travel | , , , , , , , , , , | 3 Comments

ECML Net Zero Traction Decarbonisation

This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.

In this document, this is said about the project.

Project No: 10036245

Project title: ECML Net Zero Traction Decarbonisation
Lead organisation: SIEMENS MOBILITY LIMITED
Project grant: £59,983

Public description: Electrification is the foundation of all modern railways and fundamental to decarbonisation. Through
delivering faster, smoother, quieter and more reliable train services, rail electrification reduces
industry fuel cost by 45%, rolling stock costs by 33%, and track maintenance costs by 10-20%
(compared to diesel operation). Electric railways are the most efficient, lowest carbon form of
transportation in the UK.

Network Rail operates the largest power distribution network in the UK, and is the largest consumer
of electricity in the UK, consuming 4TWh electricity per year. Power is provided from the electricity
supply industry, a mix of gas, nuclear, coal and renewables, emitting approximately 944,000 tonnes
of carbon dioxide annually. Connecting new renewable generation directly to the railway reinforces
the railway power supply, while reducing coal and gas use in the UK and is a longstanding Network
Rail industry challenge statement. To date, engineering incompatibilities between renewable,
electricity supply systems and the railway single-phase electrical and other railway systems have
prevented local renewable connection in rail.

In a world first, Siemens Mobility, working with British Solar Renewables, DB Cargo UK, Network
Rail, ECML operators, and the University of York, will directly connect large-scale renewable
generation to the East Coast Mainline. The demonstrator phase will deliver up to 1GWh green
electricity direct to trains each year, reducing UK gas imports by 151,000 cubic metres and carbon
emissions by 236 tonnes annually. It will gather vital data creating a new green industry, creating a
precedent and setting standards to enable larger scale roll-out across the UK.

My Thoughts And Conclusion

This page on the Network Rail web site is entitled Power Supply Upgrade.

Since 2014, Network Rail and its partners have been upgrading the overhead electrification and the associated substations and electricity supply on the East Coast Main Line (ECML).

  • It is not a small project which includes fifty new substations and 1,600 km. of new cabling between London and Edinburgh.
  • When complete, fleets of electric trains on the route will be receiving high-quality electric power from the upgraded overhead electrification.

However, the East Coast Main Line is unique among British electrified main lines, in that it runs more or less close to a coast, that is populated by a large number of massive wind farms.

I believe the objective of this project, is to more directly connect the massive wind farms to the East Coast Main Line.

Lessons learned could then be applied to other electrified main lines.

We may even see onshore wind farms or small modular nuclear reactors built to power the railways.

November 19, 2022 Posted by | Energy, Transport/Travel | , , , , , , , , , | 3 Comments

Biggleswade Wind Farm

The Biggleswade Wind Farm is a small wind farm on the East side of the East Coast Main Line, to the South of Biggleswade.

I took the pictures as I went North to Doncaster yesterday.

  • The wind farm generates 20 MW.
  • There are ten turbines.

I was sitting backwards in one of LNER’s Azuma trains.

It was in some ways an experiment to get a general wind farm picture.

November 3, 2022 Posted by | Energy | , , , , | 2 Comments

‘Ryanair Of Rail’ Lights Up The East Coast On Fast Track To Profit

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

This is the first paragraph.

A cut-price rail service between London and Edinburgh, dubbed the Ryanair of rail, is on track to turn a profit after a year in service and has helped to reverse the airlines’ previous dominance of the travel market between the capitals.

Other points from the article.

  • Lumo will carry its millionth passenger in November.
  • The average one-way fare has been less than £40.
  • Rail is now claiming 63 % of the London and Scotland travel market.

Will this success lead to more trains attracting more rail travellers between England and Scotland?

Can Lumo Carry More Passengers?

Lumo use five-car Hitachi Class 803 trains for their services.

  • Their fleet consists of five cars.
  • Each five-car train can carry 402 passengers.
  • Lumo run five trains per day (tpd) in both directions.

There are various ways that the number of passengers could be increased.

Could Lumo Run More Services?

This may seem to be a solution, but only a fixed number of trains can be run in every hour, between England and Scotland.

  • Other train operators may also want to run more services.
  • It would also mean Lumo would need to buy more trains.

On the other hand it may be possible to squeeze in perhaps one extra service.

Could Lumo Run Longer Trains?

Lumo’s Class 803 trains are unusual among the Hitachi AT 300 trains, that handle long distance services all over the UK, in that they have no diesel engines and rely on battery power for emergencies.

As the trains’ computer work out which cars are present, I wouldn’t be surprised that these trains can be lengthened or even run as a pair, as GWR’s and LNER’s five-car Hitachi trains often do.

Platforms at King’s Cross, Stevenage, Newcastle, Morpeth and Edinburgh are probably already longer than is needed for a five-car train.

I could even see Lumo adding coaches as required to satisfy the need of the day. On a day like the Calcutta Cup, they might even run ten or twelve car trains, which is the longest formation possible with the Hitachi trains. But they’d have to have enough coaches!

Lumo use a very simple catering option, which I suspect can be modified to serve a longer train.

I am fairly certain, that LUMO’s fleet has been designed for gradual lengthening to expand capacity.

Would The Lumo Model Work On The West Coast Main Line?

As the Lumo model seems to work to Edinburgh, would it work to Glasgow?

I don’t see why not! And it might improve the service from Avanti West Coast?

Grand Union have lodged an application to run four tpd between London and Stirling via at Milton Keynes Central, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet, Greenfaulds and Larbert with InterCity 225s.

This proposal seems to be stalled at the moment, but I do feel it is a good idea.

I would certainly use it, as the air-conditioning on the Class 390 trains, used by Avanti West Coast, makes me ill!

 

 

 

October 25, 2022 Posted by | Transport/Travel | , , , , , , , , , , | Leave a comment

« Previous Entries     Next Entries »