East Coast Main Line « The Anonymous Widower

May The Maths Be With You!

It was a bit of a surprise, when in the November 2023 Edition of Modern Railways, in an article, which was entitled Extra Luggage Racks For Lumo, I read this closing paragraph.

Lumo celebrated its second birthday in late October and was also set to mark the carriage of its two-millionth passenger. It is understood Lumo is interested in augmenting its fleet, such has been the success of the service; while many operators favour bi-mode units, Lumo is proud of its all-electric credentials so straight EMUs are still preferred, although the possibilities of including batteries which could power the trains may be pursued (the ‘803s’ have on-board batteries, but only to provide power to on-board systems if the electricity supply fails).

I find this development very interesting.

Surely the obvious way to increase capacity would be to acquire some extra identical trains and run the busiest services as ten-car trains. I talked about Hull Trains running ten-car trains in Ten-Car Hull Trains. Both companies have five trains, so I suspect that this number would allow for occasional ten-car trains.

If not, then add a few identical trains to the fleet, so capacity can be matched to the demand.

Some services would be ten-car instead of five-car.
Platforms at Edinburgh, King’s Cross and Newcastle already handle nine and ten-car trains, so infrastructure costs would be minimal.
No extra paths would be needed, as a ten-car train can run in a path, that normally has five-car trains, as Hull Trains have shown.

A simple spreadsheet should probably predict, when and how many extra trains need to be added to the fleet.

Lumo And Traction Batteries

But why does the Modern Railways’s article talk about traction batteries?

In the two years since Lumo started their service, there have been days, when the East Coast Main Line has been closed for engineering works, bad weather or an incident. I wrote about an incident in Azumas Everywhere!.

Some of these engineering works have been able to be by-passed by using diversions. But not all of these diversion routes are fully-electrified, so are not available for Lumo.

There would appear to be three viable diversions for the East Coast Main Line.

Werrington Junction and Doncaster via Lincoln – Not Electrified – 85.4 miles
Doncaster and York via Leeds – Being Electrified – 55.5 miles
Northallerton and Newcastle – Not Electrified – 56.8 miles

If all or some of Lumo’s five-car trains had a battery-range of a hundred miles, they would be able to divert around some blockades.

Note.

A traction battery could also provide power to on-board systems if the electricity supply fails.
A traction battery would allow the train to skip past some catenary problems.
I would be interested to know how much diversions, bad weather and incidents have cost Lumo in lost sales and refunds.

As an electrical engineer, I believe, that the emergency-only and the traction batteries could be the same design, but with different software and capacity.

The extra cost of the larger capacity traction battery, might deliver a better service and also pay for itself in the long term.

Extending Lumo’s Route

Lumo will want to maximise revenue and profits, so would it be possible to extend the route North of Edinburgh?

Consider.

Edinburgh and Aberdeen is 131.4 miles
Ladybank is a station to the North of the Forth Bridge, which is under 40 miles from Edinburgh.
The line between Edinburgh and Ladybank is being electrified.
Ladybank is just 91.4 miles South of Aberdeen.

At some point in the next few years, I believe that one of Lumo’s trains fitted with a hundred mile traction battery could reach Aberdeen on electric power.

The train would need to be charged at Aberdeen before returning South.

How would Aberdonians like that?

Unfortunately, Inverness is 146.1 miles from the nearest electrification at Dunblane, so it is probably too far for a hundred mile traction battery.

It does appear to me that if Lumo’s trains were fitted with a hundred mile traction battery, this would enable them to take some non-electrified diversions and provide a service to Aberdeen.

How Useful Would A Hundred Mile Range Battery-Electric Train Be To Other Operators?

I take each operator in turn.

Hull Trains

Consider.

It appears that Hull Trains change between diesel and electric power at Temple Hirst junction, which is between Doncaster and Selby, on their route between King’s Cross and Hull/Beverley.
The distance between Temple Hirst junction and Beverley is 44.3 miles.
It would appear that an out-and-return journey could be possible on a hundred mile traction battery.
The hundred mile traction battery would also allow Hull Trains to use the Lincoln diversion, either when necessary or by design.

To ensure enough range, a short length of overhead electrification could be erected at Hull station to combat range anxiety.

The Modern Railways article also says this.

The co-operation between sister East Coast Main Line open access operators Lumo and Hull Trains continues, with one recent move being the use of Hull Trains ‘802’ on Lumo services to cover for a shortage of the dedicated ‘803s’ while one was out of action for repairs following a fatality. although the two types are similar, there are notable differences, most obviously that the Hull Trains units are bi-modes while the Lumo sets are straight EMUs, and a training conversion course is required for Lumo drivers on the ‘802s’. There are also challenges from a passenger-facing perspective – the Hull trains units have around 20 % fewer seats and a First Class area.

If Hull Trains used traction batteries rather than diesel engines could the trains be identical to Lumo’s trains from the driver’s perspective?

This would surely appeal to First Group, who are the owner of both Hull Trains and Lumo.

TransPennine Express

These are TransPennine Express services.

Liverpool Lime Street and Newcastle – Fully Electrified
Liverpool Lime Street and Hull – Part Electrified – Hull and Micklefield – 42 miles
Manchester Airport and Saltburn – Part Electrified – Saltburn and Northallerton – 33.6 miles
Manchester Piccadilly and Newcastle – Fully Electrified
Manchester Piccadilly and Scarborough – Part Electrified – York and Scarborough – 42.1 miles
York and Scarborough – Not Electrified – 42.1 miles
Manchester Piccadilly and Huddersfield – Fully Electrified
Huddersfield and Leeds – Fully Electrified
Liverpool Lime Street and Cleethorpes – Part Electrified – Hazel Grove and Cleethorpes – 104.6 miles

Note.

I am assuming that the TransPennine Upgrade has been completed and Manchester and Leeds is electrified.
Liverpool Lime Street and Cleethorpes will need some form of charging at Cleethorpes and a slightly larger battery.

All of these TransPennine Rxpress routes would be possible with a battery-electric train with a hundred mile traction battery.

LNER

These are distances from the electrification of the East Coast Main Line.

Aberdeen via Ladybank – 91.4 miles – Charge before return
Bradford Forster Square – Electrified
Carlisle via Skipton – 86.8 miles – Charge before return
Cleethorpes via Newark and Lincoln – 63.9 miles – Charge before return
Harrogate via Leeds – 18.3 miles
Huddersfield via Leeds – 17.2 miles
Hull via Temple Hirst junction – 36.1 miles
Lincoln via Newark – 16.7 miles
Middlesbrough via Northallerton – 22.2 miles
Scarborough via York – 42.1 miles
Skipton – Electrified
Sunderland via Northallerton – 47.4 miles

Note.

The first place after the ‘via’ is where the electrification ends.
Carlisle could be a possibility during High Speed Two upgrading of the West Coast Main Line or for an enthusiasts’ special or tourist train.
Cleethorpes is a possible new service for LNER. I wrote about this in LNER To Serve Cleethorpes.
Scarborough must be a possible new service for LNER.
‘Charge before return’ means the train must be charged before return. Carlisle is electrified, but Cleethorpes is not.
The only new infrastructure would be the charging at Cleethorpes.

All of these LNER routes would be possible with a battery-electric train with a hundred mile traction battery.

The hundred mile traction battery would also allow LNER to use the Lincoln diversion.

Grand Central

These are distances from the electrification of the East Coast Main Line for Grand Central’s services.

Bradford Interchange via Shaftholme junction – 47.8 miles
Cleethorpes via Doncaster – 52.1 miles – Charge before return
Sunderland via Northallerton – 47.4 miles

Note.

The first place after the ‘via’ is where the electrification ends.
Cleethorpes is a possible new service for Grand Central.
‘Charge before return’ means the train must be charged before return.

All of these routes would be possible with a battery-electric train with a hundred mile traction battery.

The hundred mile traction battery would also allow Grand Central to use the Lincoln diversion.

Avanti West Coast

These are distances from the electrification of the West Coast Main Line for Avanti West Coast’s services.

Chester via Crewe – 21.1 miles
Gobowen via Wolverhampton – 47.7 miles
Holyhead via Crewe – 105.5 miles – Charge before return
Shrewsbury via Wolverhampton – 29.7 miles
Wrexham via Crewe – 33.3 miles

Note.

The first place after the ‘via’ is where the electrification ends.
Gobowen is a possible new service for Avanti West Coast.
‘Charge before return’ means the train must be charged before return.

All of these routes would be possible with a battery-electric train with a hundred mile traction battery.

Great Western Railway

These are distances from the electrification of the Great Western Main Line for Great Western Railway’s services.

Bristol Temple Meads via Chippenham – 24.4 miles
Carmarthen via Cardiff Central – 77.4 miles – Charge before return
Cheltenham Spa via Swindon – 43.2 miles
Exeter St. Davids via Newbury – 120.4 miles – Charge before return
Great Malvern via Didcot East junction – 76.1 miles – Charge before return
Hereford via Didcot East junction – 96.9 miles – Charge before return
Oxford via Didcot Parkway – 10.3 miles
Paignton via Newbury – 148.7 miles – Charge before return
Pembroke Dock via Cardiff Central – 121.6 miles – Charge before return
Penzance via Newbury – 172.6 miles – Charge before return
Plymouth via Newbury – 120.4 miles – Charge before return
Swansea via Cardiff Central – 53 miles – Charge before return
Weston-super-Mare via Chippenham – 43.8 miles
Worcester Foregate Street via Didcot East junction – 68.2 miles – Charge before return
Worcester Shrub Hill via Didcot East junction – 67.6 miles – Charge before return

Note.

The first place after the ‘via’ is where the electrification ends.
‘Charge before return’ means the train must be charged before return.
Partial electrification through Hereford, Great Malvern, Worcester Foregate Street and Worcester Shrub Hill, could possibly be used to charge services from Hereford and Worcester.
Partial electrification through Penzance, Plymouth and Exeter St. Davids, could possibly be used to charge services from the South West.
Partial electrification West of Swansea, could possibly be used to charge services from West Wales.

All routes, except for Hereford and Worcester, the South-West and West Wales, would be possible with a battery-electric train with a hundred mile traction battery.

I’ll now look at the three groups of services in more detail.

Services To Hereford And Worcester

These are distances from the electrification of the Great Western Main Line for Great Western Railway’s Hereford and Worcester services.

Great Malvern via Didcot East junction – 76.1 miles
Hereford via Didcot East junction – 96.9 miles
Worcester Foregate Street via Didcot East junction – 68.2 miles
Worcester Shrub Hill via Didcot East junction – 67.6 miles

Note.

All services join the Great Western Main Line at Didcot East junction.
Some services will be probably need to have, their batteries charged at the Hereford and Worcester end.

At the present time, the electrification finishes at Didcot East junction, but if it were to be extended to Charlbury station, these would be the distances without electrification.

Great Malvern via Charlbury – 52.3 miles
Hereford via Charlbury – 73.1 miles
Worcester Foregate Street via Charlbury – 44.4 miles
Worcester Shrub Hill via Charlbury – 43.8 miles

Note.

Some of the track between Oxford and Charlbury is only single track, which may give advantages, when it is electrified.
It might be possible with a hundred mile traction battery for all Worcester services to charge their batteries between Charlbury and London Paddington and not need a charge at Worcester to return.
A larger traction battery or extending the electrification to perhaps Morton-in-Marsh could see Great Malvern in range of battery-electric trains from London Paddington without a charge.
Hereford would probably be too far to get away without charging at Hereford.

This OpenRailwayMap shows the layout of Hereford station.

I’m certain that a platform can be found, where there is space for a charger, which could also be used for other trains serving the station.

Services To The South West

In the August 2023 Edition of Modern Railways, there is an article, which is entitled GWR Seeks Opportunities To Grow.

This is the sub-heading.

Managing Director Mark Hopwood tells Philip Sherratt there is plenty of potential to increase rail’s economic contribution.

This is two paragraphs.

The desire to provide electrification to support aggregates traffic from the Mendip quarries could also benefit GWR , says Mr. Hopwood. ‘Having an electric loco would massively help with pathing heavy freight trains through the Thames Valley. If you could electrify from Newbury to East Somerset Junction, a big chunk of the Berks and Hants route would be wired.

Then you can ask how much further you could get on battery power on an IET without running out of juice.’

Newbury to East Somerset Junction would be 53.5 miles of electrification, so I can build this table of services to the South-West

Exeter St. Davids via Newbury – 120.4 miles – 66.9 miles
Paignton via Newbury – 148.7 miles – 95.2 miles
Penzance via Newbury – 251.9 miles – 198.5 miles
Plymouth via Newbury – 172.6 miles – 119 miles

Note.

The distance between Penzance and Plymouth is 79.5 miles.
The first figure in the table is the distance to Newbury.
The second figure in the table is the distance to East Somerset junction.

A possible way of running these four services to London on battery power is emerging.

Exeter St. Davids via Newbury – Charge before return – Run on battery for 66.9 miles to East Somerset junction.
Paignton via Newbury – Charge before return – Run on battery for 95.2 miles to East Somerset junction.
Penzance via Newbury- Charge before return – Run on battery for 79.5 miles to Plymouth – Charge at Plymouth – Run on battery for 119 miles to East Somerset junction.
Plymouth via Newbury – Charge before return – Run on battery for 119 miles to East Somerset junction.

Once at East Somerset junction, it’s electrification all the way to Paddington.

This is the corresponding way to run services from London.

Exeter St. Davids via Newbury – Run on electrification to East Somerset junction, charging the battery on the way – Run on battery for 66.9 miles to Exeter St. Davids.
Paignton via Newbury – Run on electrification to East Somerset junction, charging the battery on the way – Run on battery for 95.2 miles to Paignton.
Penzance via Newbury – Run on electrification to East Somerset junction, charging the battery on the way – Run on battery for 119 miles to Plymouth – Charge at Plymouth – Run on battery for 79.5 miles to Penzance.
Plymouth via Newbury – Run on electrification to East Somerset junction, charging the battery on the way – Run on battery for 119 miles to Plymouth.

More electrification or a larger than a hundred mile traction battery would be needed, as Plymouth and East Somerset junction is 119 miles.

But if a Stadler Akku can do 139 miles on a charge, why shouldn’t a Hitachi battery-electric train?

Services To West Wales

It seems that the current timetable is already setup for battery-electric trains to run to and beyond Swansea.

Carmarthen and Swansea is almost exactly 32 miles.
Pembroke Dock and Swansea is 73.4 miles.
Swansea and Cardiff Central is 45.7 miles.

Note

All these sections could be run by a battery-electric train, with a fully-charged hundred mile traction battery.
All trains going to or from Carmarthen or Pembroke Dock reverse at Swansea, where a generous time of more than eleven minutes is allowed for the manoeuvre.
During the reverse at Swansea, there is sufficient time to charge the batteries, if overhead wires were present.

Battery-electric services could serve Wales Wales with overhead electrification at Carmarthen, Pembroke Dock and Swansea.

Conclusion

We will go a long way, if we embrace battery-electric trains.

Most routes can be handled with a train with a traction battery range of 100 miles.

Exceptions are.

Hazel Grove and Cleethorpes – 104.6 miles
Plymouth and East Somerset junction – 119 miles

But if a Stadler Akku can do 139 miles on a charge, why shouldn’t a Hitachi battery-electric train?

October 28, 2023 Posted by AnonW | Transport/Travel | Avanti West Coast, Battery-Electric Trains, Beverley Station, East Coast Main Line, FirstGroup, Grand Central Trains, Hitachi, Hull Station, Hull Trains, LNER, Lumo, Partial Electrification, Stadler FLIRT Akku, TransPennine Express, TransPennine Upgrade | Leave a comment

Extra Luggage Racks For Lumo

The title of this post, is the same as a small article in the November 2023 Edition of Modern Railways.

Thiese are the first two paragraphs.

Lumo is to remove eight seats from each of its five Class 803 EMUs to make way for additional luggage racks.

Two seats will be removed from four of the five vehicles in each unit to make space for the luggage racks. The move has required a variation of Lumo’s track access agreement, with the Office of Road and Rail, which as originally approved specified that each train must have 400 seats.

The article also states that Lumo has stopped carrying bikes and the bike areas are now used for luggage.

Batteries For Lumo?

The article finishes with this paragraph.

Lumo celebrated its second birthday in late October and was also set to mark the carriage of its two-millionth passenger. It is understood Lumo is interested in augmenting its fleet, such has been the success of the service; while many operators favour bi-mode units, Lumo is proud of its all-electric credentials so straight EMUs are still preferred, although the possibilities of including batteries which could power the trains may be pursued (the ‘803s’ have on-board batteries, but only to provide power to on-board systems if the electricity supply fails).

I find this development very interesting.

As an electrical engineer, I’ve always believed that the emergency batteries in the Class 803 trains are very similar to the traction batteries that Hitachi are developing for the Class 802 trains.

One design of battery must surely save time and costs in design and testing.
The difference between the two batteries might be only software and the total capacity of the lithium-ion cells.
In service testing under real operating conditions can be carried out in Lumo’s Class 803 trains.
Traction and emergency batteries would be interchangeable, so some operators, who didn’t always need traction but wanted emergency on-board power could be setup as required for the route.

If traction batteries gave the train a range of perhaps 15-20 miles, this might well be enough range, for the train to get through or to the next station, if there was to be an incident like catenary failure or a derailed freight train blocking the line. Obviously, Lumo will have records of all external failures that have affected them.

Consider.

I have calculated that Peterborough and Doncaster via Lincoln is 88.5 miles.
I also believe it is likely that in the future, there may be some electrification at Lincoln to charge battery-electric trains.
Lincolnshire is flat.

Would it be possible for Lumo trains to use a single traction battery to take the Great Northern and Great Eastern Joint Line to get round engineering works on the East Coast Main Line?

What Length Of Trains Could Lumo Run?

In Ten-Car Hull Trains, I talked about Hull Trains running ten-car trains to Hull.

I would expect that all Lumo’s stops are possible with ten-car trains.

As the trains are all Plug-and-Play, Lumo could either run pairs of trains or perhaps lengthen all trains to any size between six and nine cars.

Could Lumo Piggy-Back An Aberdeen Service On An Edinburgh Train?

The line between Edinburgh and Ladybank is being electrified and Ladybank is just 91.4 miles South of Aberdeen.

A pair of Class 803 trains could leave King’s Cross running as a ten-car formation.
The leading train would be a Class 803 train equipped with a traction battery.
The trailing train would be a Class 803 train equipped with the normal emergency battery.
Aberdeen passengers would get in the leading train.
The train would run as normal to Edinburgh.
At Edinburgh the two trains would split with the leading train going on to Aberdeen and the trailing train getting ready to return to London.

The train going to Aberdeen would need sufficient battery range to cover the 91.4 miles to Aberdeen, where it would recharge to make the journey back to Ladybank, Edinburgh and the South.

What About Inverness?

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.

Conclusions

Luggage seems to be getting more of a problem on trains and buses.

It does appear that a very innovative battery philosophy from Hitachi is emerging.

October 25, 2023 Posted by AnonW | Transport/Travel | Battery-Electric Trains, Class 802 Train, Class 803 Trains, Doncaster Station, East Coast Main Line, Great Northern and Great Eastern Joint Line (GNGE), Lincoln Station, Luggage, Lumo, Lumo King's Cross And Edinburgh, Peterborough Station | 5 Comments

Electrification Of The Hope Valley Line

This news story from the Department of Transport is entitled Yorkshire And The Humber To Benefit From £19.8 billion Transport Investment.

This is said about the Hope Valley Line.

The Hope Valley Line between Manchester and Sheffield will also be electrified and upgraded, with the aim of cutting journey times from 51 to 42 minutes and increasing the number of fast trains on the route from 2 to 3 per hour, doubling capacity.

The fast trains are currently TransPennine’s service between Liverpool Lime Street and Cleethorpes.

Between Platform 13 at Manchester Piccadilly station and Sheffield station is 42.6 miles.
At the Manchester end, there will be electrification between Manchester Piccadilly and Hazel Grove stations, which is 8.7 miles and takes typically 17 minutes.
After the electrification of the Midland Main Line to Sheffield, there will be electrification between Dore & Totley and Sheffield stations, which is 4.2 miles and takes typically 8 minutes.

The gap in the electrification between Dore & Totley and Hazel Grove stations will be 29.7 miles.

But it will not be an easy route to electrify.

At the Western end, there is the Disley Tunnel, which is 3535 metres long.
In the middle, there is the Cowburn Tunnel which is 3385 metres long, that is also the deepest tunnel in England.
At the Eastern end, there is the Totley Tunnel, which is 5700 metres long.

Yorkshire doesn’t have an Underground railway, but the combined length of these three tunnels is 7.84 miles, which means that over 26 % of the electrification needed between Manchester Piccadilly and Sheffield will have to be installed in tunnels.

Could The Route Be Run Using Battery-Electric Trains?

Consider.

The gap in the electrification between Dore & Totley and Hazel Grove stations will be 29.7 miles.
There is electrified sections at Dore & Totley and Hazel Grove stations, which will be able to charge the trains.
Merseyrail’s Class 777 trains have demonstrated a battery range of 84 miles.
A Stadler Akku train has demonstrated a battery range of 139 miles.
Hitachi are developing a battery-electric version of TransPennine’s Class 802 train.
If all trains can run on batteries or be self-powered, there would be no need to electrify the long and possibly difficult tunnels.

I believe that it would be possible to electrify all passenger services between Manchester and Sheffield using appropriate battery-electric trains.

Freight would be a problem and I suspect that hydrogen-hybrid and other self-powered locomotives could handle the route.

Could The Complete TransPennine Liverpool Lime Street and Cleethorpes Service Be Run By Battery-Electric Class 802 trains?

These are the various electrified and unelectrified sections.

Liverpool Lime Street and Liverpool South Parkway – Electrified – 5.7 miles – 10 minutes
Liverpool South Parkway and Trafford Park – Not Electrified – 25.2 miles – 30 minutes
Trafford Park and Hazel Grove – Electrified – 12.6 miles – 28 minutes
Hazel Grove and Dore & Totley – Not Electrified – 29.7 miles – 35 minutes
Dore & Totley and Sheffield – Electrified – 4.2 miles – 6 minutes
Sheffield and Doncaster – Not Electrified – 18.6 miles – 25 minutes
Doncaster and Cleethorpes – Not Electrified – 52.1 miles – 78 minutes

Note.

This is a total of 125.6 miles without electrification.
The Manchester Piccadilly and Sheffield time is 56 minutes.
The distance is 37.8 miles.
That is an average speed on 40.5 mph.
Most of the line between Manchester Piccadilly and Sheffield has an maximum speed of 70 mph, but there is a short length of track with a 50 mph speed and another longer one with 90 mph.

To achieve 40 minutes between Manchester Piccadilly and Sheffield would need an average speed of 60.7 mph. Given the improvements being carried out by Network Rail at the current time, I believe that forty minutes between Manchester Piccadilly and Sheffield should be possible.

I’ll look at a train going East.

The train will leave Liverpool Lime Street with a reasonably full battery after charging using the current electrification in the station.
The train will leave Liverpool South Parkway with a full battery after charging using the current electrification from Liverpool Lime Street.
The train will arrive at Trafford Park with a battery perhaps two-thirds full, but it will be fully charged on the current electrification to Hazel Grove.
The train will arrive at Dore & Totley with a battery perhaps two-thirds full, but it will be fully charged on the Midland Main Line electrification to Sheffield.
The train will arrive at Doncaster with a battery perhaps two-thirds full and the train would wait until it had enough charge to reach Cleethorpes.

I’ll look at a train going West.

The train will leave Cleethorpes with a full battery after charging using the new electrification in the station.
The train will arrive at Doncaster with a battery perhaps two-thirds full and the train would wait until it had enough charge to reach Sheffield.
The train will arrive at Sheffield with a battery perhaps two-thirds full, but it will be fully charged on the Midland Main Line electrification to Dore & Totley.
The train will arrive at Hazel Grove with a battery perhaps two-thirds full, but it will be fully charged on the current electrification to Trafford Park.
The train will arrive at Liverpool South Parkway with a battery perhaps two-thirds full, but the route is electrified to Liverpool Lime Street.

Note.

If the battery range on a full battery was over 90 miles, the two most easterly sections could be run without any charging at Doncaster.
If the battery range was over 125.6 miles, the journey could be done by starting with a full battery.
If every time the train decelerated, regenerative braking would recover energy, which could be reused.
The only new electrification needed will be a short length at Cleethorpes station, that would charge the trains.

I certainly believe that Liverpool Lime Street and Cleethorpes services could be run by battery-electric trains.

Could The Complete TransPennine Liverpool Lime Street and Cleethorpes Service Be Run By Battery-Electric Class 802 trains Without The Midland Main Line Electrification?

In this section, I’m assuming, that there is no electrification at Sheffield.

These would be the various electrified and unelectrified sections.

Liverpool Lime Street and Liverpool South Parkway – Electrified – 5.7 miles – 10 minutes
Liverpool South Parkway and Trafford Park – Not Electrified – 25.2 miles – 30 minutes
Trafford Park and Hazel Grove – Electrified – 12.6 miles – 28 minutes
Hazel Grove and Cleethorpes – Not Electrified – 104.6 miles – 143 minutes

Note.

This is a total of 129.6 miles without electrification.
The battery range of the train, should probably be around 120 miles to make sure the train could run between Hazel Grove and Cleethorpes.
One diesel power-pack could be installed for emergency use.

I’ll look at a train going East.

The train will leave Liverpool Lime Street with a reasonably full battery after charging using the current electrification in the station.
The train will leave Liverpool South Parkway with a full battery after charging using the current electrification from Liverpool Lime Street.
The train will arrive at Trafford Park with a battery perhaps 80 % full, but it will be fully charged on the current electrification to Hazel Grove.
The train would then eek out what power it had left to reach Cleethorpes.

If necessary, the train could stop in the electrified Doncaster station to top up the batteries from the East Coast Main Line electrification for the run to Cleethorpes.

I’ll look at a train going West.

The train will leave Cleethorpes with a full battery after charging using new electrification in the station.
The train will arrive at Doncaster with a battery perhaps 57 % full and the train would wait if needed, until it had enough charge to reach Hazel Grove.
The train will arrive at Hazel Grove with a battery perhaps one-thirds full, but it will be fully charged on the current electrification to Trafford Park.
The train will arrive at Liverpool South Parkway with a battery perhaps one-thirds full, but the route is electrified to Liverpool Lime Street.

Note.

If the battery range on a full battery was over 105 miles, the Eastern section could be run without any charging at Doncaster.
If the battery range was over 129.6 miles, the journey could be done by starting with a full battery.
If every time the train decelerated, regenerative braking would recover energy, which could be reused.
The only new electrification needed will be a short length at Cleethorpes station, that would charge the trains.

However, it might be prudent to electrify the through platforms at Sheffield, so that they could be used for emergency charging if required.

Northern Train’s Service Between Sheffield And Manchester Piccadilly Via The Hope Valley Line

There is a one train per hour (tph) Northern service between Sheffield and Manchester Piccadilly.

The Class 195 diesel train takes 78 minutes.
The distance is 42 miles.
The first mile or so at the Manchester end is electrified.
Trains seem to take about sixteen minutes to turn round at Manchester Piccadilly.
Trains seem to take about nine minutes to turn round at Sheffield.
The service runs via Reddish North, Brinnington, Bredbury, Romiley, Marple, New Mills Central, Chinley, Edale, Hope, Bamford, Hathersage, Grindleford and Dore & Totley.
The max speed is generally 60 mph to the West of New Mills Central and 70 mph to the East, with short lower speed sections.

There would appear to be two ways to run this route withy battery-electric trains.

As Manchester Piccadilly station is fully-electrified and trains could be connected to the electrification for upwards of twenty minutes, trains will certainly be able to be fully-charged at Manchester. As the round trip is only 84 miles, could trains run the service without a charge at Sheffield.
Alternatively, there could be a dedicated electrified platform at Sheffield. But the problem with this, is that currently this service uses a random platform at Sheffield.

It looks like, if the train has the required range, that charging at the Manchester end would be the better solution.

Liverpool And Norwich Via The Hope Valley Line

This service uses a similar route between Liverpool Lime Street and Sheffield, as the Liverpool and Hull service and then it meanders, through the East Midlands.

Liverpool Lime Street and Liverpool South Parkway – Electrified – 5.7 miles – 11 minutes
Liverpool South Parkway and Trafford Park – Not Electrified – 25.2 miles – 33 minutes
Trafford Park and Hazel Grove – Electrified – 12.6 miles – 26 minutes
Hazel Grove and Dore & Totley – Not Electrified – 29.7 miles – 28 minutes
Dore & Totley and Sheffield – Electrified – 4.2 miles – 6 minutes
Sheffield and Nottingham – Being Electrified – 40.6 miles – 52 minutes
Nottingham and Grantham – Not Electrified – 22.7 miles – 30 minutes
Grantham and Peterborough – Electrified – 29.1 miles – 29 minutes
Peterborough And Ely – Not Electrified – 30 miles – 31 minutes
Ely and Norwich – Not Electrified – 53.7 miles – 56 minutes

This is a total of 161.3 miles without electrification.

But as Sheffield and Nottingham and Grantham and Peterborough will be fully electrified, this route will be possible using a battery-electric train.

Electrifying Sheffield Station

I said earlier in this post, that electrifying Sheffield station would be an option for electrifying the Sheffield and Manchester Piccadilly service.

If this were to be done, it would have collateral benefits for other services that terminate at Sheffield, which could be charged whilst they turned around.

I wrote about Sheffield station as a battery-electric train hub in Could Sheffield Station Become A Battery-Electric Train Hub?

Conclusion

I believe that full electrification of the Hope Valley Line is not needed, if battery-electric trains are used.

I also believe that battery-electric trains and the current improvements being carried out on the Hope Valley Line will enable a forty minute time between Manchester Piccadilly and Sheffield.

October 15, 2023 Posted by AnonW | Transport/Travel | Battery-Electric Trains, Chesterfield Station, Class 777 Train, Class 802 Train, Cleethorpes Station, Discontinuous Electrification, Dore and Totley Station, East Coast Main Line, Freight, Hazel Grove Station, Hope Valley Line, Manchester Piccadilly Station, Midland Main Line, Midland Main Line Electrification, Partial Electrification, Sheffield Station, Spending High Speed Two Money, Stadler FLIRT Akku | 5 Comments

Is There An ERTMS-based Solution To The Digswell Viaduct?

Consider.

Airliners have been flown automatically and safely from airport to airport for perhaps four decades.
The Victoria Line has been running automatically and safely at over twenty tph for five decades.
I worked with engineers developing a high-frequency sequence control system for a complicated chemical plant in 1970.

We also can’t deny that computers are getting better and more capable.

For these reasons, I believe there could be an ERTMS-based solution to the problem of the Digswell Viaduct, which could be something like this.

All trains running on the two track section over the Digswell Viaduct and through Welwyn North station would be under computer control between Welwyn Garden City and Knebworth stations.
Fast trains would be slowed as appropriate to create spaces to allow the slow trains to pass through the section.
The driver would be monitoring the computer control, just as they do on the Victoria Line.

Much more complicated automated systems have been created in various applications.

The nearest rail application in the UK, is probably the application of digital signalling to London Underground’s Circle, District, Hammersmith & City and Metropolitan Lines.

This is known at the Four Lines Modernisation and it will be completed by 2023 and increase capacity by up to twenty-seven percent.

I don’t think it unreasonable to see the following numbers of services running over the Digswell Viaduct by 2030 in both directions in every hour.

Sixteen fast trains
Four slow trains

That is one train every three minutes.

Currently, it appears to be about ten fast and two slow.

As someone, who doesn’t like to be on a platform, when a fast train goes through, I believe that some form of advanced safety measures should be installed at Welwyn North station.

Conclusion

It will surely be more affordable to use clever signalling and train sequencing, than rebuilding the viaduct with four tracks.

September 15, 2023 Posted by AnonW | Transport/Travel | Digital Signalling, Digswell Viaduct, East Coast Main Line, ERTMS | 8 Comments

Derby Alstom Train Factory Jobs Fear As Orders Dry Up

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

This is the sub-heading.

Derby City Council is seeking talks with train builder Alstom over reports it could be about to lay off workers.

These two paragraphs introduce the story.

The firm’s Litchurch Lane site is the only UK train factory able to design, build, engineer and test trains for domestic and export markets.

About 2,000 people work at the factory but the firm says its current order book only runs until early 2024.

This could be another serious problem for High Speed Two.

Could LNER Use High Speed Two Classic-Compatible Trains?

In LNER Seeks 10 More Bi-Modes, I discuss how LNER are needing ten more bi-mode trains to expand their services.

Consider.

One of LNER’s predecessors used to run Eurostar trains between Kings Cross and Leeds
A High Speed Two Classic-Compatible trains are 200 metres long, as against the 233.7 metres of a nine-car Class 801 train.
High Speed Two Classic-Compatible trains will run on the East Coast Main Line, when High Speed Two fully opens.
London to Doncaster, Edinburgh, Leeds, Newcastle and York are all fully electrified routes.

So if all these fully-electric routes, were to be run using High Speed Two Classic-Compatible trains, this would release a number of Class 800 and Class 801 trains, which could be converted to bi-modes or battery-electric variants.

London and Edinburgh In Three-And-A-Half Hours

This is a paragraph from the Wikipedia entry for the InterCity 225 train.

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.

If in-cab digital signalling were to be installed between London and Edinburgh, I believe that the three-and-a-half hour timing can be regularly achieved by a High Speed Two Classic-Compatible train.

I also believe that at least one train per hour (tph) between London and Edinburgh could achieve the three-and-a-half hour timing.

High Speed Two are promising a 3:48 time between London and Edinburgh.

It could be a Lumo-squasher!

A one tph service would need eight trains, but would release eight nine-car Class 801 trains.

Euston and Glasgow

This might be another route, where High Speed Two Classic-Compatible trains could be used.

Conclusion

LNER gets some more trains and Derby gets more work.

But the biggest benefits would be that, the trains would get a thorough testing before High Speed Two opens and passengers would get a view of the shape of things to come.

September 15, 2023 Posted by AnonW | Transport/Travel | Alstom, Azuma Train, Class 801 Train, East Coast Main Line, Edinburgh Station, High Speed Two, High Speed Two Classic-Compatible Trains, Leeds Station, Lumo, Newcastle Station, York Station | 4 Comments

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 AnonW | Transport/Travel | Avanti West Coast, Digital Signalling, East Coast Main Line, East Midlands Gateway, Grand Central Trains, High Speed Two, Hull Trains, LNER, Lumo, Midland Main Line, West Coast Main Line, West Midlands Trains | 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.

Two different routes were checked.
The Class 800 train had five cars.
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 AnonW | Transport/Travel | Azuma Train, Bishop's Stortford Station, Cambridge, Class 800 Train, Cleethorpes Station, East Coast Main Line, Elizabeth Line, Grand Central Trains, King's Cross Station, Lincoln Station, Liverpool Street Station, LNER, Lumo, Midland Main Line, Network Rail, Newark Crossing, Norwich Station, Peterborough, Stadler FLIRT Akku, West Anglia Main Line, West Coast Main Line | 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.

On the West side of the map there is the Great North Road and the Great Ouse.
On the East side of the Map, there is the electrified East Coast Main Line.
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.

Bedford is in the South-West corner of the map.
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.

Tempsford is in the South-West corner of the map.
Cambourne is in the North-East corner of the map.
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.

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

I flew my virtual helicopter lower and took this image.

Note.

It is a level crossing.
There is a car waiting to cross on the Eastern side.
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 AnonW | Transport/Travel | Bedford Station, Cambourne Station, East Coast Main Line, East West Railway, Level Crossing, Tempsford Station | 2 Comments

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.

Lines shown in red are electrified with 25 KVAC overhead wires.
The short platform is Platform 2A, which can take a five-car train and was built recently to terminate the Marston Vale Line service.
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.

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

All platforms at Bedford station are electrified.
The lines to the West of the station are the electrified Midland Main Line.
The Marston Vale Line services terminate in the short Platform 1A, which is the South-East corner of the station.
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.

The dotted red and black tracks, indicate electrification is planned.
The planned electrification will connect Oxford station to Didcot Junction station.
The two bay platforms at the North of the station are not electrified and Platform 2 is now used by Chiltern’s London services.
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.

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

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.
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.
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.

Bedford is on the electrified Midland Main Line to London.
Tempsford is on the electrified East Coast Main Line to London.
Cambridge has two electrified main lines to London.
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 AnonW | Transport/Travel | Battery-Electric Trains, Bedford Station, Bletchley Station, Bletchley Viaduct, Cambridge Station, Chiltern Railways, East Coast Main Line, East West Railway, East West Railway - Eastern Section Prospectus, Electrification, Marston Vale Line, Midland Main Line, Milton Keynes Central Station, Oxford Station | 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.

The blue circle on the left at the bottom of the map is Birmingham Curzon Street station.
The blue circle on the right at the bottom of the map is Birmingham Interchange station.
The High Speed Two to and from London passes through Birmingham Interchange station.
The branch to Birmingham Curzon Street station connects to the main High Speed Two at a triangular junction.
North of the triangular junction, High Speed Two splits.
The Eastern branch goes to East Midlands Parkway station.
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.

The junction where the Northern and Eastern branches divide is in the South-East corner of the map.
To the North of Lichfield, the route divides again.
The Northern purple line is the direct line to Crewe.
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.
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.

Even a slight increase in average speed creates several minutes saving.
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.

The average speed is low considering the trains are capable of cruising at 125 mph and 140 mph with digital signalling.
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.

I have assumed that Crewe and Holyhead is 105.5 miles.
The operating speed of the North Wales Coast Line is 90 mph.
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