The Anonymous Widower

Railway Lines Through East Midlands Hub Station

This Google Map shows the position of High Speed Two‘s East Midland Hub station to the West of Nottingham.

Note.

  1. In the North East Corner of the map, is a label saying Japanese Water Garden. Below that is a blue dot, which marks the Toton Lane tram stop.
  2. Three red arrows relate to Toton Ballast Sidings, Old Toton Sidings (Black Path) and Toton Sidings from North to South.
  3. Running to the West of the arrows is a double-track railway and beyond that are a large number of sidings.

This second Google Map shows some of the sidings.

The double track main line is the Erewash Valley Line.

It is sounds complicated this map from High Speed Two may help.

Note.

  1. High Speed Two is shown in orange, with the blue dot indicating the East Midlands Hub station.
  2. Nottingham station is to the North East.
  3. Attenborough station can be picked out on the line going to Nottingham station.
  4. The water is in the Trent Valley.
  5. Trent Junction is the large triangular junction to the West of High Speed Two.
  6. Two rail lines lead to the West from Trent junction; the northerly one goes to Derby by Long Eaton and the other is a freight line to Castle Donington and East Midlands Gateway.

It is worth looking at how the various passenger services go through the area.

  • CrossCountry – Cardiff and Nottingham goes via Derby, Long Eaton, Attenborough, Beeston and Nottingham
  • CrossCountry – Birmingham and Nottingham goes via Derby, Long Eaton, Attenborough, Beeston and Nottingham
  • East Midlands Railway – Leicester and Lincoln goes via East Midlands Parkway, Attenborough, Beeston and Nottingham
  • East Midlands Railway – Liverpool and Norwich goes via Alfreton, Langley Mill, Ilkeston and Nottingham
  • East Midlands Railway – Matlock and Newark Castle goes via Derby, Long Eaton, Attenborough, Beeston and Nottingham
  • East Midlands Railway – St. Pancras and Sheffield goes via East Midlands Parkway, Long Eaton and Derby
  • East Midlands Railway – St. Pancras and Nottingham goes via East Midlands Parkway, Attenborough, Beeston and Nottingham
  • Northern – Leeds and Nottingham goes via Alfreton, Langley Mill, Ilkeston and Nottingham.

Note.

  1. Not one service goes past the site of the new East Midlands Hub station.
  2. Most services to and from Nottingham seem to use the Attenborough and Beeston route
  3. Services between Derby and Nottingham go via the Long Eaton, Attenborough and Derby route.
  4. Services from the North use the Erewash Valley Line and turn East at Trowell for Nottingham.

It is fairly obvious that there needs to be a sort-out of services to fit in with the location of the new East Midlands Parkway station.

May 31, 2020 Posted by | Transport | , , , , | 5 Comments

Classic-Compatible High Speed Two Trains At East Midlands Hub Station

This article on Rail News, is entitled £2.7bn East Midlands Plan Unveiled For HS2 Links.

This is the first two paragraphs.

A bold plan costed at £2.7 billion for the area around the HS2 hub in the East Midlands has been published by a group of councils, transport bodies and East Midlands Airport.

The core of the scheme is the future East Midlands Hub at Toton, and the plan proposes direct access to the Hub from more than 20 cities, towns and villages in the East Midlands.

If you want to read the original report by Midlands Connect, there’s a download link on this page of their web site.

The original report has a section entitled Midlands Engine Rail, where this is said.

This project is fully integrated with Midlands Engine Rail, a rail improvement plan developed by Midlands Connect to revolutionise connectivity, mobility and productivity across the region. Midlands Engine Rail includes plans for two new HS2 classic-compatible services on an electrified Midland Main Line that will run direct from:

  • Bedford and Leeds via Leicester and East Midlands Hub
  • Nottingham and Birmingham Curzon Street via East Midlands Hub

These services can run on both electrified and high speed tracks, and would join the HS2 network at Toton, the HS2 East Midlands Hub, meaning that Nottingham and Leicester city centres are directly linked to HS2 without the need to change trains.

These improved connections will more than halve current journey times, with Leicester to Leeds dropping from 120 minutes to 46 minutes and Nottingham to Birmingham falling from 72 minutes to 33 minutes.

Note.

  1. Between Bedford and East Midland Hub stations, the Midland Main Line is or soon will be an almost a complete 125 mph rail line.
  2. It is likely, that with digital in-cab signalling, that faster running up to 140 mph may be permitted in places.
  3. Birmingham Curzon Street and East Midlands Hub stations will use High Speed Two at up to 205 mph.
  4. Leeds and East Midlands Hub stations will use High Speed Two at up to 205 mph.
  5. Leeds and Birmingham Curzon Street station will be new stations for High Speed Two.

The Classic-Compatible Trains

These are described in this section in Wikipedia, by this sentence.

The classic-compatible trains, capable of high speed but built to a British loading gauge, permitting them to leave the high speed track to join conventional routes such as the West Coast Main Line, Midland Main Line and East Coast Main Line. Such trains would allow running of HS2 services to the north of England and Scotland, although these non-tilting trains would run slower than existing tilting trains on conventional track. HS2 Ltd has stated that, because these trains must be specifically designed for the British network and cannot be bought “off-the-shelf”, these conventional trains were expected to be around 50% more expensive, costing around £40 million per train rather than £27 million for the captive stock.

The trains will have the same characteristics as the full-size trains.

  • Maximum speed of 225 mph.
  • Cruising speed of 205 mph on High Speed Two.
  • Length of 200 metres.
  • Ability to work in pairs.
  • A passenger capacity around 500-600 passengers.

It should be noted that these trains will be shorter than a pair of East Midlands Railway’s five-car Class 810 trains, which should avoid any serious platform lengthening on existing lines.

Bedford and Leeds via Leicester and East Midlands Hub

A few facts and thoughts.

  • The service is shown as stopping at Wellingborough, Kettering, Market Harborough, Leicester, Loughborough and East Midlands Hub.
  • The service frequency could be hourly.
  • This service could be more important, than it appears, as by the time High Speed Two opens to Leeds, the East West Railway will be open through Bedford.
  • Would a terminal platform need to be added at Bedford station? As the station could be rebuilt for the East West Railway, this shouldn’t be a problem.
  • Leeds will have a new High Speed Two station or at least new platforms in the existing station.
  • The Bedford and Leeds service would join High Speed Two at East Midlands Hub and go North.
  • The Leeds and Bedford service would leave High Speed Two at East Midlands Hub and go South.

Leeds and Leicester will take 46 minutes, with High Speed Two’s journey time calculator, indicating twenty-seven minutes between East Midlands Hub and Leeds stations.

According to an article in the June 2020 Edition of Modern Railways High Speed Two is planning to run the following services on the Eastern leg of High Speed Two between East Midlands Hub and Leeds.

  • Two tph – Birmingham Curzon Street and Leeds
  • Three tph – London Euston and Leeds

There will be a Turn-Up-And-Go six tph service between East Midlands Hub and Leeds stations.

If the Bedford and Leeds service was an hourly service, when added to the current East Midlands Railway Inter-City services, it would give the following calling frequencies.

  • Wellingborough – 2 tph
  • Kettering – 2 tph
  • Market Harborough – 3 tph
  • Leicester – 5 tph
  • Loughborough – 3 tph
  • East Midlands Parkway – 2 tph

The calling pattern can be adjusted to the number of passengers.

Nottingham and Birmingham Curzon Street via East Midlands Hub

A few facts and thoughts.

  • The service is shown as only stopping at East Midlands Hub.
  • The service frequency could be hourly.
  • The service would go between East Midlands Hub and Nottingham using the Trowell Curve route, which I discussed in Access To Toton – Scheme 6 – Trowell Curve.
  • Nottingham station has long terminal platforms that take a full-length Inter-City 125.
  • Birmingham Curzon Street will be a new High Speed Two station.
  • The Nottingham and Birmingham Curzon Street service would join High Speed Two at East Midlands Hub and go South.
  • The Birmingham Curzon Street and Nottingham service would leave High Speed Two at East Midlands Hub and go North.

Nottingham and Birmingham Curzon Street will take 33 minutes, with High Speed Two’s journey time calculator, indicating twenty minutes, between Birmingham Curzon Street and East Midlands Hub stations.

According to an article in the June 2020 Edition of Modern Railways High Speed Two is planning to run the following services on the Eastern leg of High Speed Two from Birmingham Curzon Street.

  • Two tph – East Midlands Hub and Leeds
  • One tph – East Midlands Hub, York, Darlington, Durham and Newcastle.

There will be a Turn-Up-And-Go four tph service between East Midlands Hub and Birmingham Curzon Street stations.

The Shared High Speed Two Path

If you look at the two previous sections you’ll see the following.

  • The Birmingham Curzon Street and Nottingham service would leave High Speed Two at East Midlands Hub and go North.
  • The Bedford and Leeds service would join High Speed Two at East Midlands Hub and go North.
  • The Leeds and Bedford service would leave High Speed Two at East Midlands Hub and go South.
  • The Nottingham and Birmingham Curzon Street service would join High Speed Two at East Midlands Hub and go South.

The two services are using the same path on High Speed Two.

I would design the East Midlands Hub, so that High Speed Two and classic services going in the same direction shared an island platform.

Southbound services would behave like this.

  • The Nottingham to Birmingham Curzon Street train would arrive in the High Speed Two face of the platform.
  • The Leeds to Bedford train would arrive in the classic face of the platform.
  • Passengers who needed to change would walk across the platform.
  • When ready both trains would go on their way.

Northbound services would do something similar.

It would be an efficient way to organise interchange between services.

  • Train design would have to ensure, that all trains using the island platform had similar and preferably step-free access.
  • If Greater Anglia and Merseyrail, can do step-free access, then no train designer has an excuse not to.
  • Surely every High Speed Two train that arrives at East Midlands Hub, should be paired with a Midland Main Line service.

The money being spent on High Speed Two means that the British public, won’t accept anything less than perfect.

Are There Any Other Possible Destinations For Classic-Compatible High Speed Two Trains From East Midlands Hub Station?

I will put these in alphabetical order.

Bedford

Consider.

  • Bedford is already planned to have one classic-compatible service to and from Leeds.
  • One of East Midlands Railway’s St. Pancras services calls at Bedford.
  • Bedford has a four tph Thameslink service to a large proportion of Central London and the South East of England.
  • Bedford has direct services to Gatwick Airport.
  • Bedford station will be expanded to accommodate the East West Railway.
  • In a few years, Bedford will be connected to Milton Keynes, Oxford and Reading by the East West Railway.
  • When the East Midlands Hub station opens, Bedford will be connected to Cambridge, Ipswich and Norwich by the East West Railway.

I feel there is a need for a Turn-Up-And-Go four tph service between Bedford and East Midlands Hub stations.

I estimate that between Bedford and East Midlands Parkway stations  will have a journey time of around 60 minutes.

Cambridge

I believe that the East West Railway should be built to the same standard as the East Coast, Great Western, Midland and West Coast Main Lines.

  • Digitally signalled
  • 125 mph-capable
  • Electrified

This would enable classic-compatible services to be extended from Bedford to the UK’s Technology Powerhouse; Cambridge.

As Bedford and East Midlands Parkway could be 60 minutes, timings depend on the times of the East West Railway, between Bedford and Cambridge.

Edinburgh

Consider.

  • Edinburgh is an important city; financially and politically.
  • Edinburgh is planned to have a classic-compatible service from London via the West Coast Main Line.
  • Newcastle is planned to have a classic-compatible service from East Midlands Hub

The city must be a possibility for a classic compatible service from East Midlands Hub.

I estimate that Edinburgh and East Midlands Parkway will have a journey time of a few minutes over two hours

Hull

This clip of a map from the Transport for the North report shows a schematic of the rail links in Yorkshire.

Hull is important for various reasons.

  • It is large city.
  • It is the Eastern terminus of an increasing number of routes.
  • It is becoming a manufacturing centre for North Sea wind.
  • The city will be the terminus of Northern Powerhouse Rail across the Pennines from Liverpool, Manchester and Leeds.
  • Some reports have shown the city as a terminus of the Western leg of High Speed Two.

For these reasons, I will add Hull to the list.

I estimate that Hull and East Midlands Parkway will have a journey time of under an hour.

Lincoln

Looking forward to 2040, I wouldn’t bet against Lincoln being a very important city in the UK.

  • It has history.
  • It is becoming an important higher education centre.
  • It has lots of space.
  • Train operating companies like LNER and East Midlands Railway are improving services to the city.

But most importantly, as Aberdeen became Scotland’s centre for North Sea Oil and Gas, I believe that Lincoln could become England’s centre for North Sea renewable electricity and hydrogen.

I estimate that Lincoln and East Midlands Parkway will have a journey time of around an hour.

Milton Keynes

As I said for Cambridge, I believe that the East West Railway should be built to the same standard as the East Coast, Great Western, Midland and West Coast Main Lines.

This would enable classic-compatible services to be extended from Bedford to Milton Keynes.

As Bedford and East Midlands Parkway could be 60 minutes, timings depend on the times of the East West Railway, between Bedford and Milton Keynes.

Newcastle

As Newcastle already has a direct High Speed Two classic-compatible connection to and from East Midlands Hub station, this must be a possibility.

According to High Speed Two’s journey time calculator<, trains between Newcastle and East Midland Hub stations will take 96 minutes.

Northern Powerhouse Rail

The map I showed with Hull could indicate that a train could take High Speed Two to Leeds and then power its way across the Pennines calling at Leeds, Huddersfield, Manchester Piccadilly, Manchester Airport and Liverpool.

East Midlands Railway would have found a replacement for the Western part of their Liverpool and Norwich service, which is one of the worst railway services in the UK.

Oxford And Reading

As I said for Cambridge, I believe that the East West Railway should be built to the same standard as the East Coast, Great Western, Midland and West Coast Main Lines.

This would enable classic-compatible services to be extended from Bedford to Oxford and Reading.

As Bedford and East Midlands Parkway could be 60 minutes, timings depend on the times of the East West Railway, between Bedford and Oxford and Reading.

Peterborough

I think Peterborough could be an interesting possibility.

  • It is the gateway to the East of England.
  • It is a fully-electrified station.
  • It has seven platforms with space for more.
  • Most platforms could take a two hundred metre long train.

East Midlands Railway’s Liverpool and Norwich service, links Peterborough with Nottingham.

  • That section of the route is 52 miles long.
  • 29 miles of the route on the East Coast Main Line are electrified.
  • The 100 mph Class 158 trains take 67 minutes and 30 minutes to travel between the two stops at Grantham and Peterborough.
  • Some of LNER’s 125 mph electric Class 800 trains are timetabled to travel between the two stops at Grantham and Peterborough as fast as 18 minutes.

What time will be achievable on this short length of electrified track, when digital signalling is fully-deployed and 140 mph running is possible?

I can certainly see a bi-mode Class 801 train going between Peterborough and Nottingham in under an hour.

I also think that they could equal East Midlands Railway’s times to Nottingham going from Kings Cross via Grantham.

In Access To Toton – Scheme 6 – Trowell Curve, I advocated the following electrification, to allow battery-electric trains to work the Nottingham and Skegness service.

  • The Allington Chord between Bottesford and Ancaster stations.
  • The line linking the chord to Grantham station.

As Nottingham station will surely be electrified to allow classic-compatible High Speed Two trains to run between the station and Birmingham using High Speed Two, there will only be sixteen miles of double-track between Bottesford and Nottingham station without electrification.

I have just flown my helicopter along the route and there are one or two bridges and Netherfield station, that will need a rebuild, but it wouldn’t be the most challenging of electrifications.

Especially, as there is High Speed Two and the East Coast Main Line to provide power at both ends of the route.

But as it is only sixteen miles would they use battery-electric high-speed trains.

Surely, that is a crazy idea?

In Will High Speed Two’s Classic-Compatible Trains Have Battery Operation?, I explain why you would use such a concept to create an efficient train.

  • The batteries drive the train and they are charged from the electrification and regenerative braking.
  • Batteries would give a train recovery capability in case of overhead catenary failure.
  • Batteries would be used for depot movements.

In Will The Trains On High Speed Two Have Batteries For Regenerative Braking?, I do a calculation for the battery size needed for a 250 mph Spanish high speed train and the batteries are surprisingly small, at 100 kWh per carriage.

I firmly believe, that the mathematics say it is possible for a high speed train to use on-board battery power to perhaps do thirty miles at say 90 mph on a line without electrification.

Sheffield

As Sheffield station will have a direct High Speed Two connection to and from East Midlands Hub station, this must be a possibility.

According to High Speed Two’s journey time calculator, trains between Sheffield and East Midland Hub stations will take 27 minutes.

Note.

  1. An article in the June 2020 Edition of Modern Railways shows that the Eastern leg of High Speed Two is planned to have nine tph, against a theoretical limit of 18 tph.
  2. The Leeds-Bedford and Nottingham-Birmingham Curzon Street will use another path.
  3. Not all services would need to be hourly.
  4. Could some CrossCountry services be replaced with classic-compatible services?

I feel there is plenty of scope to develop more classic-compatible services along the Eastern leg of High Speed Two.

 

 

 

 

 

May 31, 2020 Posted by | Transport | , , , , , , , , , , , | 1 Comment

Access To Toton – Scheme 6 – Trowell Curve

In £2.7bn East Midlands Plan Unveiled For HS2 Links, a series of schemes are given, which improve access to the High Speed Two East Midlands Hub station.

Scheme 6 is defined like this.

The implementation of a minimum of four direct rail services per hour linking the HS2 East Midlands Hub station to Derby, Nottingham and Leicester stations, as well as Loughborough, Matlock, Mansfield, Newark, Alfreton and Grantham, made possible by the building of a new piece of infrastructure, the Trowell Curve, which will link to the Midland Mainline. These additional connections will also create direct links to Stoke-on-Trent, Crewe, Newark and Lincoln, by extending services on existing routes.

That is a comprehensive set of connections.

The Trowell Curve

This Google Map shows the location of the village of Trowell.

Note.

  1. The M1 Motorway running North-South up the map.
  2. The village of Trowell on the Western side of the motorway.
  3. Many people will have stopped at Trowell services on the motorway, which are just to the North of the top edge of the map.
  4. The North-South railway line  to the West of the village is the Erewash Valley Line, that runs North from the East Midlands Hub station at Toton to Ilkeston, Langley Mill, Alfreton, Clay Cross Junction, Chesterfield and Sheffield.

There is also another railway line, that runs on the South Western side of the village and across the bottom of the map, that connects the Erewash Valley Line to Nottingham station.

Trains can go between Nottingham and the North, but there is no connection to go between Nottingham and the South.

It looks like the proposed Trowell Curve will add extra connectivity to the junction, so that all these directions are possible.

  • Nottingham to Ilkeston and the North.
  • Ilkeston and the North to Nottingham.
  • Nottingham to East Midlands Hub Station and the South.
  • East Midlands Hub Station and the South to Nottingham

The Trowell Chord will be double-track or bi-directional and must certainly improve connectivity.

East Midlands Hub Station

The East Midlands Hub station will link various bus, tram and train services to High Speed Two.

According to the latest reports in the June 2020 Edition of Modern Railways there will be nine high-speed trains per hour (tph) through the station of which seven tph will stop.

Destinations served would be.

  • Birmingham Interchange – 1 tph
  • Birmingham Curzon Street – 3 tph
  • Chesterfield – 1 tph
  • Darlington – 1 tph
  • Durham – 1 tph
  • Leeds – 5 tph
  • London Euston – 4 tph
  • Newcastle – 1 tph
  • Old Oak Common – 4 tph
  • Sheffield – 2 tph
  • York – 2 tph

As the capacity of High Speed Two has been said to be 18 tph, there must be the possibility for extra services to run on this leg of High Speed Two.

As four tph is considered by many to be a good Turn-Up-And-Go frequency and two tph a sensible minimum frequency, I can see another train between Birmingham Curzon Street and Newcastle with stops at East Midlands Hub, Leeds, Darlington and Durham.

The design has certainly left enough capacity for those that follow us!

Especially, as Wikipedia says that the new East Midlands Hub station will have eight platforms.

  • It would need a minimum of two through platforms for High Speed Two services
  • Would it need a terminating platform for High Speed Two services? Not for the currently proposed timetable.
  • It would need a minimum of two through platforms for East Midlands Railway’s Inter-City services.
  • Would it need a terminating platform for East Midlands Railway’s Inter-City services? Not for the currently proposed timetable.
  • There would probably be a need for two through platforms for local services.

On this crude look, eight platforms would appear to be more than enough.

Current Services Through The Area

In Railway Lines Through East Midlands Hub Station, I detailed where the new East Midlands Hub station is to be built and the rail services in the area.

After listing all the services I said this.

Note.

  1. Not one service goes past the site of the new East Midlands Hub station.
  2. Most services to and from Nottingham seem to use the Attenborough and Beeston route
  3. Services between Derby and Nottingham go via the Long Eaton, Attenborough and Derby route.
  4. Services from the North use the Erewash Valley Line and turn East at Trowell for Nottingham.

It is fairly obvious that there needs to be a sort-out of services to fit in with the location of the new East Midlands Parkway station.

So will the new Trowell Curve give the new station, the rail access it needs?

The Splitting Of The Norwich and Liverpool Service

I wrote about this in Abellio’s Plans For Norwich And Liverpool, where I said this about the basic plan.

Early in the new franchise the Liverpool – Nottingham section will transfer to another operator, which will enable the two halves of the service to better meet the needs of customers.

It will become two services.

  • Norwich and Derby via Nottingham, Trowell Curve, East Midland Hub and Long Eaton.
  • Nottingham and Crewe via Trowell Curve, East Midland Hub, Long Eaton and Derby.

The second service will go to another operator.

I said earlier, this change is for the needs of customers.

It will also have other effects.

  • It will add an extra service between Nottingham and Derby
  • It will remove the Norwich and Liverpool service from the Erewash Valley Line.

Has this change being driven by the need to provide good connections to High Speed Two?

Train Services To East Midlands Hub Station

The following sub-sections detail the service between various stations and the East Midlands Hub station.

Alfreton Station

Alfreton station on the Erewash Valley Line, is going through major changes to train services.

Currently, there are these two hourly services.

  • East Midlands Railway’s Liverpool and Norwich service.
  • Northern’s Leeds and Nottingham service.

Neither service currently goes through the site of East Midlands Hub station and East Midlands Railway will split the Liverpool and Norwich service, so it won’t go anywhere near Alfreton.

Consider.

  • Alfreton station probably needs at least a two tph service to East Midlands Hub station.
  • The Northern service might be able to go via East Midlands Hub station.
  • Both Alfreton and the East Midlands Hub station are on the Erewash Valley Line.
  • Trains could run between Alfreton and Nottingham via Langley Mill, Ilkeston, East Midlands Hub, Attenborough and Beeston.
  • Trains could run between Alfreton and Derby via Langley Mill, Ilkeston, East Midlands Hub, Long Eaton and Spndon.

Or would it be best to put in a bay platform at Alfreton station and run a shuttle service between Alfreton and the East Midlands Hub stations?

  • The minimum frequency would be two tph.
  • Up to four tph could probably be easily run.
  • Trains would call at all stations.
  • Extra stations could be added.
  • The distance between Alfreton and East Midlands Hub stations is around twenty miles, so a battery-electric train could be possible.

This Google Map shows Alfreton station.

I suspect a bay platform could be added. Or failing that, there could be a turnback siding to the North of the station.

Surely, a local train solution would be a spur to development in the area, especially if it connected to High Speed Two at East Midlands Hub station for High Speed Two.

Derby Station

Consider.

  • The current half-hourly East Midlands Railway services between St. Pancras and Sheffield, could not call at both the East Midlands Hub and Derby stations, unless it performed a reverse at East Midlands Hub station.
  • Two  hourly CrossCountry services, that call at both Derby and Nottingham could use a route via Long Eaton, East Midlands Hub and Trowell Curve.
  • An hourly East Midlands Railway service between Newark Castle and Matlock could use a route via Long Eaton, East Midlands Hub and Trowell Curve
  • The split service between Liverpool and Norwich would run two tph between Nottingham and Derby, via Long Eaton, East Midlands Hub and Trowell Curve, in both directions.

Six tph can be provided by existing services calling at the new East Midlands Hub station.

Grantham Station

Consider.

  • The current hourly East Midlands Railway service between Norwich and Liverpool, calls at Grantham station and could call at the East Midlands Hub, if it used the Trowell Curve route.
  • After the service has been split, the two sections will probably both go between Nottingham and Derby via long Eaton, East Midlands Hub and Trowell Curve.
  • The current hourly East Midlands Railway service between Nottingham and Skegness calls at Grantham station, but doesn’t pass the site of the East Midlands Hub station.
  • This service could be extended to the East Midlands Hub station using the Trowell Curve or the Beeston/Attenborough route, where it would terminate.

It appears relatively easy to give Grantham a two tph service to the East Midlands Hub station.

Ilkeston Station

Ilkeston station would be a stop on all services between the East Midlands Hub and Alfreton and Mansfield stations, so would have a frequent service to the East Midlands Hub station.

Langley Mill Station

Langley Mill station would be a stop on all services between the East Midlands Hub and Alfreton and Mansfield stations, so would have a frequent service to the East Midlands Hub station.

Leicester Station

Consider.

  • The current half-hourly East Midlands Railway services between St, Pancras and Nottingham, could call at both the East Midlands Hub and Leicester stations, if the trains used the Trowell Curve.
  • Any Ivanhoe Line services between Lincoln and Leicester, could call at both the East Midlands Hub and Leicester stations, if the trains used the Towell Curve.

Leicester would get a frequent train service from the East Midlands Hub station.

Lincoln Station

Lincoln is the Eastern terminal of Ivanhoe Line services. Currently, they run as far as Leicester, but by the time the East Midlands Hub station opens, the services will probably terminate at Burton-on-Trent. I wrote about this project, which is being promoted by the Restoring Your Railway Fund in Reinstatement Of The Ivanhoe Line.

I can see two tph between Lincoln and Burton-on-Trent.

  • Stations served could be Newark, Nottingham, East Midlands Hub, East Midlands Parkway, Loughborough, Leicester, Coalville and Ashby-de-la-Zouch.
  • The services would use the proposed Trowell Curve.
  • Services could be extended to Grimsby and Cleethorpes at the Lincoln end of the service.
  • Services would co-ordinate with East Midlands Railway’s Inter-City services to and from London with easy interchange at Leicester and or East Midlands Hub stations.
  • Trains could be five-car Class 810 trains to take full advantage of the 125+ mph running between Leicester and Trowell.
  • These trains have a shorter dwell time than many and timings could benefit.

Effectively, East Midlands Railway would have a second main line.

Loughborough Station

Consider.

  • East Midlands Railway currently has two Inter-City and one Ivanhoe Line service, that stop in Loughborough station and could stop at the East Midlands Hub station.

With another service, Loughborough could have four tph to and from the East Midlands Hub station.

Mansfield Station

This is where Maid Marion flashes her lashes and gets the engineers to reopen her line for passenger trains between North of the former Pye Corner station on the Erewash Valley Line and Kirkby-in-Ashfield station on the Robin Hood Line.

This Google Map shows the route.

Note.

  1. The M1 Motorway crossing the map from North-West to South-East.
  2. Pye Corner is in the South-West corner of the map.
  3. The Erewash Valley Line runs North-South through Pye Corner.
  4. Kirkby-in-Ashfield is the urban area in the North-East corner of the map.
  5. Kirkby-in-Ashfield station is shown by the usual red symbol.
  6. The Robin Hood Line runs North-South through Kirkby-in-Ashfeld station.

On a high-resolution screen, it’s possible to pick out the freight line, that will become the Maid Marian Line.

  • The Maid Marian Line is double-track.
  • According to Real Time Trains, the distance between Kirkby-in-Ashfield and Langley Mill stations is around nine miles.
  • A freight train took twenty-two minutes between the two stations.
  • As there are two tph on the Robin Hood Line, I think it would be reasonable to have a similar frequency on the Maid Marian Line.
  • Trains between the East Midlands Hub and Mansfield stations would pass Ilkeston, Langley Mill, Kirkby-in-Ashfield and Sutton Parkway stations.
  • Trains could terminate at Nottingham using the Attenborough route.
  • Trains could terminate at Derby using the Long Eaton route.

The Maid Marian Line could improve services from Derby, Mansfield, Nottingham and Worksop stations to the new East Midlands Hub station.

Matlock Station

Consider.

  • Matlock is currently served by an hourly service between Matlock and Newark Castle via Derby, Spondon, Long Eaton, Attenborough, Beeston, Nottingham and several other smaller stations, which is a service that goes past the site of the East Midlands Hub station.

If this service were to call at the East Midlands Hub station and be doubled in frequency, it would be a very valuable connecting service to and from the East Midlands Hub station.

To call at East Midlands Hub station, it would need to use the Trowell Curve.

Newark Station

Consider.

  • Newark is a calling point on the Ivanhoe Line service between Lincoln and Leicester.
  • Newark is currently served by an hourly service between Matlock and Newark Castle via Derby, Spondon, Long Eaton, Attenborough, Beeston, Nottingham and several other smaller stations, which is a service that goes past the site of the East Midlands Hub station.

Both services could be increased to two tph, so Newark might end up with a four tph service to Nottingham and East Midlands Hub stations with a two tph service to Derby and Lincoln.

Nottingham Station

Consider.

  • The current half-hourly East Midlands Railway services between St. Pancras and Nottingham could use the Trowell Chord route, as this would allow a call at the East Midlands Hub station.
  • Ivanhoe Line services between Lincoln and Leicester could also use the Trowell Chord route, which with a change at the hub station, would give Lincolnshire a faster service to and from London and Birmingham.
  • In Reinstatement Of The Ivanhoe Line, I wrote about plans to extend the Ivanhoe Line to Burton on Trent.
  • The split service between Liverpool and Norwich would run two tph between Nottingham and Derby, via Long Eaton and East Midlands Hub stations, in both directions.
  • If the Nottingham and Skegness service, were to be extended to East Midlands Hub, this would add extra services between Nottingham and East Midlands Hub stations.

The required four tph between the East Midlands Hub and Nottingham station could be provided by the diversion of existing services to call at the East Midlands Hub station and using the Trowell Curve.

Stoke-on-Trent And Crewe Stations

Consider.

  • Currently, there is an hourly East Midlands Railway service between Crewe and Derby, that calls at nine stations including Kidsgrove, Stoke-on-Trent and Uttoxeter.
  • There are also plans to split the Liverpool and Norwich service into two, with the Western half possibly becoming a Crewe and Nottingham service via Derby, East Midlands Hub and Long Eaton.

These two services could be arranged to give a two tph service between Nottingham, Long Eaton, East Midlands Hub and Derby in the South and Stoke-on-Trent and Crewe in the North.

Back-To-Back Services At East Midlands Hub Station

Running services through a station is always more efficient as terminating services in a station will need a bay platform or turnback facility of some sort.

In my analysis, I have proposed that these services might terminate at East Midlands Hub Station.

  • A possible shuttle service between East Midlands Hub and Alfreton stations.
  • The Maid Marian Line service between East Midlands Hub and Mansfield and Worksop stations.
  • The Nottingham and Skegness service could be extended to East Midlands Hub station.
  • The Crewe and Derby service could be extended to Nottingham via East Midlands Hub station.

Note.

  1. The splitting of the Liverpool and Norwich service will result in an overlap between Nottingham and Derby.
  2. Matlock and Newark services already run back-to-back through the area.

So would it be logical to join some services back-to-back through East Midlands Hub station?

s an example, the Maid Marian Line and Skegness services could be joined into one service.

Other services could follow the precedent of the splitting of the Liverpool and Norwich service.

  • Trains coming and going from the East terminate at Derby.
  • Trains coming and going from the West terminate at Nottingham.

If the following were arranged.

  • Grantham and Mansfield were back-to-back.
  • Alfreton and Crewe services terminated at Nottingham.
  • Norwich services terminated at Derby.

There would be seven tph between Nottingham and Derby via Long Eaton and East Midlands Hub stations.

 

Battery-Electric Operation

Consider.

  • Hitachi are claiming, that the battery-electric versions of their AT-300 trains, like the Class 810 trains will have a battery range of 55-65 miles and take ten minutes to recharge.
  • Nottingham and Derby are sixteen miles away and trains between the two cities, take as long as thirty minutes for the trip.
  • There will be high quality electrification at East Midlands Hub station.

In addition, station distances from the East Midlands Hub station are as follows.

  • Alfreton – 17 miles
  • Crewe – 55 miles – 35 miles without electrification (Derby and Stoke Junction)
  • Derby – 6 miles
  • Grantham – 20 miles
  • Ilkeston – 7 miles
  • Langley Mill – 10 miles
  • Lincoln – 43 miles
  • Mansfield – 23 miles
  • Matlock – 23 miles
  • Newark Castle – 26 miles
  • Nottingham – 10 miles
  • Skegness – 80 miles
  • Stoke-on-Trent – 42 miles – 35 miles without electrification (Derby and Stoke Junction)

I think the following would be possible on battery power.

  • Return journeys to Alfreton, Grantham, Ilkeston, Langley Mill, Mansfield, Matlock and Newark Castle.
  • Return journeys to Lincoln with a charge at the destination.
  • Return journeys to Crewe and Stoke using the electrification between Stoke Junction and Crewe.

Running battery-electric trains between East Midlands Hub and Skegness station would need a bit of ingenuity.

The building of the Allington Chord in 2005, may have opened up a way for battery-electric trains to be able to run between Nottingham and Skegness.

Consider.

  • Bottesford station is the station nearest to Grantham on the Western side of the East Coast Main Line and it is 15.3 miles from Nottingham.
  • Ancaster station is the station nearest to Grantham on the Eastern side of the East Coast Main Line and it is 28 miles from Nottingham.
  • The original route between Bottesford and Ancaster station caused delays on the main line, so it was replaced by two routes.
  • A modified version of the original route allows trains to call at Grantham station, where they reverse before continuing. The distance is 18.7 miles and typically takes 33 minutes
  • A double-track short cut under the East Coast Main Line is about 12.7 miles and typically takes 17 minutes.
  • The distance between Ancaster and Skegness is 46.7 miles.
  • The East Coast Main Line is electrified.

I wonder, if it were possibly to electrify the following tracks.

  • The direct double track between Ancaster and Bottesford stations.
  • The access lines from the Allington Chord into Grantham station.

Hopefully, as the tracks, were built in 2005, they shouldn’t be too challenging to electrify.

This would enable a train from East Midlands Hub to Skegness to use the following procedure.

  • Use the electrified line between East Midlands Hub and Nottingham stations, charging the battery en route.
  • Call at Nottingham station and lower the pantograph.
  • Leave Nottingham with a full battery.
  • Run between Nottingham and Bottesford stations on battery power.
  • Call at Bottesford station and raise the pantograph.
  • Use either of the electrified routes between Bottesford and Ancaster stations, charging the battery en route.
  • Call at Ancaster station and lower the paragraph.
  • Run between Ancaster and Skegness stations on battery power.

After charging the train at Skegness, the return would use the following procedure.

  • Leave Skegness with a full battery.
  • Run between Skegness and Ancaster on battery power.
  • Call at Ancaster and raise the paragraph.
  • Use either of the electrified routes between Ancaster and Bottesford stations, charging the battery en route.
  • Call at Bottesford station and lower the pantograph.
  • Run between Bottesford and Nottingham on battery power.
  • Call at Nottingham station and raise the pantograph.
  • Use the electrified line between Nottingham and East Midlands Hub stations, charging the battery en route.

It’s almost as if, the Allington Chord was designed for battery-electric trains.

Conclusion

The Trowell Curve with a little bit of help from a few friends can create a battery-electric network of local lines based on the three important stations of Nottingham, East Midlands Hub and Derby.

 

 

 

 

I

 

 

 

May 30, 2020 Posted by | Transport | , , , , , , | 14 Comments

£2.7bn East Midlands Plan Unveiled For HS2 Links

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

This is the first two paragraphs.

A bold plan costed at £2.7 billion for the area around the HS2 hub in the East Midlands has been published by a group of councils, transport bodies and East Midlands Airport.

The core of the scheme is the future East Midlands Hub at Toton, and the plan proposes direct access to the Hub from more than 20 cities, towns and villages in the East Midlands.

If you want to read the original report by Midlands Connect, there’s a download link on this page of their web site.

The project is in three phases.

Phase One

Phase One is to be operational within ten years.

  • Scheme 1 – The extension of the Nottingham tram system (Nottingham Express Transit or NET light rail system) from the Toton Lane Park and Ride site to Long Eaton via two new stops at the planned Innovation Campus development and HS2 East Midlands Hub station.
  • Scheme 2 – New bus services between the HS2 East Midlands Hub and Amber Valley, West Bridgford and Clifton.
  • Scheme 3 – Bus Rapid Transit between the HS2 East Midlands Hub and Derby city centre via Pride Park and Derby railway station.
  • Scheme 4 – Extension of the HS2 East Midlands Hub A52 highway access route to the A6005 Derby Road in Long Eaton.
  • Scheme 5 – Capacity enhancements to M1 Junction 25, increasing road capacity and improving access to the HS2 East Midlands Hub station and Innovation Campus site.
  • Scheme 6 – The implementation of a minimum of four direct rail services per hour linking the HS2 East Midlands Hub station to Derby, Nottingham and Leicester stations, as well as Loughborough, Matlock, Mansfield, Newark, Alfreton and Grantham, made possible by the building of a new piece of infrastructure, the Trowell Curve, which will link to the Midland Mainline.
  • Scheme 7 – New rail service between Mansfield, Derby and Leicester with stops at Ilkeston, Langley Mill, Kirkby in Ashfield, Sutton Parkway and HS2 East Midlands Hub via the Kirkby Freight Line (Maid Marian line).

Note.

  1. These schemes will be built before the HS2 East Midlands Hub station opens.
  2. I discussed Scheme 7 – The Maid Marian Line in After The Robin Hood Line Will Nottingham See The Maid Marian Line?.

The most important part of Phase One is that all these seven schemes will be built before High Speed Two reaches the East Midlands. So hopefully, there will be a continuous stream of improvements in the East Midlands.

Phase Two

Phase Two will be operational within twenty years.

  • Scheme 8 – Extension of the NET light rail system or enhanced Bus Rapid Transit from the HS2 East Midlands Hub station to Derby.
  • Scheme 9 – The construction of a railway station at East Midlands Airport, connected to the Midland Mainline via a spur to the south of Kegworth village, allowing new direct rail services to the airport from Derby, Nottingham, Leicester and Mansfield as well as some intermediate stations including HS2 East Midlands Hub and East Midlands Parkway. This intervention will vastly improve public transport access to East Midlands Airport for passengers and staff.

Phase Three

Phase Three will be operational within twenty-five years.

  • Scheme 10 – A new rail line between East Midlands Airport (opened during Phase 2) and Derby via the South Derby Growth Zone residential and employment developments and the Rolls Royce site, designed to support local housing and employment growth.
  • Scheme 11 – A tram-train service connecting into the NET light rail network (Phase 1) to a proposed development site (11,000 houses and other associated development) to the west of East Midlands Airport. This scheme would also serve stops within the Ratcliffeon-Soar power station development site and could also serve Kegworth village and the East Midlands Gateway Logistics Park.

It is comprehensive project and I will discuss the various schemes in separate posts.

 

 

May 28, 2020 Posted by | Transport | , , , , | 1 Comment

What A Fine Mess Thameslink And The Midland Main Line Is In

This article is prompted by an article in the May 2017 Edition of Modern Railways, which is entitled Crunch Time Nearing For MML Thameslink Timetable.

The author of the report; the respected Roger Ford, explains the problems of getting a timetable that is acceptable to a number of parties.

Govia Thameslink Railway (GTR) want to do the following.

  • Run 20 trains per hour (tph) through the central core of Thameslink by May 2018.
  • Run 24 trains per hour (tph) through the central core of Thameslink by December 2018.
  • Run eight, four and four tph respectively to Bedford, Luton and St. Albans.

East Midlands Trains (EMT) and/or their successor, want to do the following.

  • Run their current diesel services.
  • EMT want to run new new electric services to Kettering and Corby.
  • EMT want to run 6 tph at 125 mph into St. Pancras.

And both companies will have to satisfy the politicians.

Network Rail’s original plan is described under Political Developments in the Thameslink entry in Wikipedia. This is said.

Network Rail had planned to terminate Sutton Loop Thameslink trains at Blackfriars station, rather than have them continue through central London as at present. This would increase the capacity of the central core as the Sutton Loop could only accommodate shorter trains. This upset many residents in South London and their local politicians, who saw it as a reduction in services rather than an improvement. In response to pressure, government has ordered Network Rail to reverse the decision.

It is an awful lot of trains to squeeze into the Midland Main Line.

Some improvements were planned to help with the capacity North of Bedford.

  • A fourth track between Bedford and Kettering/Corby.
  • !25 mph electrification.

Both these should happen, but the electrification South of Bedford will only be 100 mph capable and there is no date for its upgrade.

So it looks like we have the classic pint pot and everybody is trying to put a quart in it.

Roger points out that the knock-on delays for a late train, could be horrendous and felt all over the North, with several minute increases in journey times to Sheffield and Nottingham.

Roger does highlight a couple of solutions.

Turning Thameslink Services At Kentish Town

The first Roger Ford outlines is to turn some services from the South at Kentish Town.

  • ,There is stabling capacity.
  • EMT might take over some of the fast outer-suburban commuter services.
  • There is a good connection to the Northern Line, which will have an increased capacity in a couple of years.

Perhaps too, a connection could be made with the Gospel Oak to Barking Line at West Hampstead Thameslink and Tufnell Park to improve connectivity.

But would the politicians accept a solution like this?

Has Thameslink Got The Wrong Length Of Trains?

If you look at some recent train orders, they seem to suggest a train and a half-train philosophy.

  • GWR’s order for Class 80x trains.
  • VTEC’s order for Class 80x trains.
  • Greater Anglia’s order for Aventras.
  • SWT’s order for Class 707 trains.

In all these orders, it would appear that two half-trains are used to create a full train, when needed. This coupling and uncoupling is done throughout the day and often on an automatic basis.

But Thameslink’s Class 700 trains only come in lengths of eight and twelve cars.

The eight-car train is needed for short platforms on the Sutton Loop Line.

But eight-car trains have disadvantages compared to say a six-car train.

  • two trains can’t be joined together to make a long train.
  • An eight-car train uses one of the valuable twenty-four hourly paths through the central core of Thameslink, just as a twelve-car train does.

The train length is patently inefficient.

The Sutton Loop Line could be run by using six-car trains that split and join at Streatham station.

Splitting Regional Services With A Change Of Train

This diagram from the Wikipedia entry for East Midlands Trains shows the company’s routes.

I can’t see that expecting passengers to change trains on a journey say between London and Sheffield  would be welcomed by everyone.

Electrification To Leicester, Derby And Nottingham

This section is an aside, but I think that it could be the key to solving the capacity problem.

Electrification to these three cities, shouldn’t be a problem other than the usual one of Network Rail’s competence and it could be completed by 2023, which would include Sheffield.

However, there is a serious problem with electrification between Derby and Sheffield, in that the line goes through the World Heritage Site of the Derwent Valley Mills.

But there is an alternative plan, which is to electrify the Erewash Valley Line, which avoids the World Heritage Site and provides a more direct and possibly faster  route between London and Sheffield.

Under Future in the Wikipedia entry for the Erewash Valley Line, this is said.

Network Rail as part of a £250 million investment in the regions railways has proposed improvements to the junctions at each end, resignalling throughout, and a new East Midlands Control Centre.[1]

As well as renewing the signalling, three junctions at Trowell, Ironville and Codnor Park will be redesigned and rebuilt. Since the existing Midland Main Line from Derby through the Derwent Valley has a number of tunnels and cuttings which are listed buildings and it is a World Heritage Area, it seems that the Erewash line is ripe for expansion. As the new signalling is rolled out, train detection is moving away from the traditional Track circuit detection of trains to Axle counting.

I hope all of the work done on the Erewash Valley Line has made sure that whenh they do electrify the line, the bridges are high enough and the signalling cables are well out of the way.

As the East Midlands Hub station for HS2 will be close to Toton TMD on the Erewash Valley Line and would open in 2032/3, it strikes me that it would be sensible to plan electrification of the Midland Main Line and HS2 together.

Bring On The Bi-Modes

Roger Ford dismisses the bi-modes in strong words.

A bi-mode doesn’t really work on the high-speed main line.

Under the wires it is a very heavy EMU, while under diesel power it is an underpowered DEMU. Just consider the roles on the MML. From London to Bedford it would need to run as a 125 mph diesel. From Bedford to Kettering the pantograph would go up for some 125 mph running. And after that it would go back to diesel. So why bother with the electric traction?

I would agree with that, but the Class 80x bi-modes may have other characteristics, that could get the timetable out of trouble.

The current hourly timetable out of St. Pancras  is as follows.

  • XX:00 – Corby, stopping at Luton, Bedford, Wellingborough and Kettering.
  • XX:15 – Nottingham, stopping at Market Harborough, Leicester and East Midlands Parkway
  • XX:26 – Sheffield, stopping at Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby, Chesterfield
  • XX:29 – Nottingham, stopping at Luton Airport Parkway, Bedford, Wellingborough, Kettering, Market Harborough, Leicester, Loughborough, Beeston
  • XX:58 – Sheffield, stopping at Leicester, Derby, Chesterfield

When Bedford to Corby is electrified, there will be another path.

Note that all the paths except those to Corby go through Leicester.

Currently the services are run by a mixture of 27 x Class 222 trains of 4, 5 and 7 cars and 12 x InterCity 125s of a 2×8 formation.

I said that the Class 80x trains may have other characteristics, that could get the timetable out of trouble.

One is that, two closely-related Class 395 trains can automatically couple and uncouple in under a minute, so I suspect that the Class 80x trains will have the same capability.

So supposing a pair of Class 80x trains ran from St. Pancras to either Bedford, Kettering or Leicester, where they would divide, with each train going to a separate destination.

This would mean that six paths would give twelve services to each of three destinations, Corby, Nottingham and Sheffield via Derby and Chesterfield.

EMT could balance the number of trains with their passenger statistics and could extend services from Corby, Nottingham and Sheffield, as they felt appropriate.

Modern trains would also be able to execute stops quicker than the current Class 222 trains and Inter\City125s.

So could extra stops be introduced South of Bedford to enable Thameslink services to be simplified and thinned out?

Conclusion

These may be consequences.

  • Four tph might be able to call at Luton Airport Parkway and East Midlands Parkway.
  • Sheffield and Nottingham might get marginally slower services, but they could get four tph.
  • All EMT might stop at Bedford, to enable Thameslink services to Bedford to be reduced from 8 tph to 4 tph.
  • Two tph between Sheffield and London might use the Erewash Valley Line and stop at Alfreton and Ilkeston.

There’s an optimal solution in there somewhere.

 

May 14, 2017 Posted by | Transport | , , , , | Leave a comment

Plans For East Midlands Hub Station For HS2 Are Beginning To Emerge

East Midlands Hub (Toton) station depending on who’s writing the words is beginning to emerge from HS2’s plans. (I shall use Toton HS2 in this post, to emphasise I mean the HS2 station.) Wikipedia says this about the station.

It is intended to be located on the existing railway sidings in Toton, situated between Nottingham and Derby. A connection to the Nottingham tram system and new connections to existing rail services are proposed, to link the station to Nottingham, Derby and Leicester railway stations. The station would be located adjacent to the M1 motorway in Nottinghamshire, close to the border with Derbyshire.

This Google Map shows the location.

toton

The red arrow marks Toton Lane Tram Stop, which is a Psrk-and-Ride terminus of the Nottingham Express Transit. Between the tram stop and the M1, the Erewash Valley Line passes through in a North-South alignment. South of the East-West A52 is the site of Toton Sidings, which is proposed for the new Toton HS2 station.

I think that HS2 have made a good start in the planning of the connections at this station.

Link To Nottingham Express Transit

Extension of route 1 to serve HS2 at Toton and Derby is a section in the Wikipedia entry for the Nottingham Express Transit.

This is said.

News that a station for the proposed HS2 line (the East Midlands Hub) is likely to be built on the site of Toton sidings, only a short distance from the Toton Lane terminus has fuelled speculation that the line could be extended to the new station. In November 2015 there was a proposal for the tram network to be extended from Toton to Derby. Two routes were later proposed by the D2N2 local enterprise partnership for the route to Derby. The first route would be via the A52 while the second would be via Borrowash and Spondon.

This is not a cheapskate extension to connect Nottingham to HS2, but a proper solution, that creates a high-capacity link running from Nottingham to Derby via the new Toton HS2 station.

  • The A52 is the East-West road connecting Derby and Nottingham, which is clearly shown on the Google Map.
  • Borrowash is a village at the Western edge of the Google Map, with Spondon, which has a station on the Midland Main Line to Derby, just off the map to the West.

I wouldn’t rule out the possibility of extending the trams from Toton HS2 using tram-trains to go via Long Eaton and Spondon to Derby.

  • Tram-trains could use existing track between Toton HS2 and Derby, provided it was electrified.
  • Daul-voltage tram-trains would be needed to work on main line and tramway electrification.
  • Journey time from Derby to Toton HS2 could be around 20 minutes.
  • Network Rail’s plan to move Long Eaton station should make this easier.
  • A high frequency service could be run.
  • Extra stops could be introduced.
  • There are tram-train versions of the Alstom Citadis trams used in Nottingham.

Tram-trains would need 25 KVAC electrification along the route between Toton HS2 and Derby stations. But surely the Midland Main Line electrification will have got to these two stations by 2026 or so!

Nottingham To Derby Via Toton HS2

Nottingham and Derby are two very different cities, but both are successful in their own ways.

Currently, there are about three direct trains per hour (tph) between the two cities.

  • Birmingham-Coventry has 7 tph
  • Birmingham-Wolverhampton has 9 tph and the Midland Metro.
  • Manchester-Leeds has 8 tph
  • Leeds-Bradord has 6 tph

Nottingham and Derby get a very raw deal and working on the London Overground/Merseyrail principle of Turn-Up-And-Go , Derby and Nottingham need a four tph connecting service to give passengers something that is acceptable.

As with Birmingham-Woverhampton, a mix of heavy rail, tram and perhaps tram-train might give the two cities the service to Toton HS2 and between themselves, that they need.

Bssed on good practice in London, Birmingham and Liverpool, I would provide the following minimum service.

  • 4 tph – Express heavy rail stopping at Beeston, Toton HS2, Long Easton and Spondon.
  • 4 tph – Tram-train stopping everywhere between Hucknall and Derby via Beeston, Toton HS2, Long Eaton and Spondon.
  • 3 tph – Extra long distance trains calling at both, which would probably also stop at Toton HS2.

It would be a darn site better than what is currently provided.

A Notts/Derbys Crossrail

There might even be a case for a Newark to Burton-on-Trent service via Nottingham, Toton HS2, Long Eaton and Derby. It would be Notts/Derbys version of Crossrail, feeding passengers from all over the area to HS2.

Nottingham City Centre To London In Under 90 Minutes

Currently Nottingham to London takes one hour forty minutes by the fastest trains. But after HS2 opens, it would take 30 minutes from Nottingham to Toton HS and the 52 minutes by HS2 to London.

So even if the classic service to St. Pancras gets faster and more frequent, will passengers opt for the quicker HS2 from Toton HS2?

If say Toton HS2 to London was four tph and run on almost a Turn-Up-And-Go basis, and the connections to Derby and Nottingham were upwards of six tph, the classic trains will have to work hard to maintain market share.

Derby to London wouldn’t show the same improvement as Nottingham to London, but the service could be more frequent and probably well under ninety ,minutes.

The big winners would be the passengers from the Far West of Derby to the Far East of Nottingham.

Using The Erewash Valley Line

Network Rail is improving the Erewash Valley Line. Under Future  is a section in the Wikipedia entry for the line.

This is said.

Network Rail as part of a £250 million investment in the regions railways has proposed improvements to the junctions at each end, resignalling throughout, and a new East Midlands Control Centre.

As well as renewing the signalling, three junctions at Trowell, Ironville and Codnor Park will be redesigned and rebuilt. Since the existing Midland Main Line from Derby through the Derwent Valley has a number of tunnels and cuttings which are listed buildings and it is a World Heritage Area, it seems that the Erewash line is ripe for expansion.

It would seem that Network Rail are creating a 125 mph-plus line between East Midlands Parkway and Chesterfield stations. Is this part of a pragmatic philosophy to improve services from London to Chesterfield and Sheffield.

  • Derby to Chesterfield along the Derwent Valley will not be electrified because of heritage and engineering reasons.
  • Derby to Sheffield via Chesterfield will be served by bi-mode or other independently-powered trains.
  • The Erewash Valley Line will be electrified and could even be cleared to allow 140 mph running.
  • London to Sheffield trains would go via East Midlands Parkway, Long Eaton, Toton HS2 and Chesterfield.

Even if HS2 isn’t built, Chesterfield and Sheffield would get a vastly improved service to London.

When HS2 is built to Toton HS2,  HS2 can take advantage of the Erewash Valley Line to create faster services to the North.

Extending HS2 To Sheffield

If HS2 can get to Toton HS2 in 52 minutes, surely this could mean a London-Sheffield time of well under two hours once the Erewash Valley Line is electrified, even if passengers had to change trains.

But I think we know enough about the dynamics of High Speed Trains, that can run at 225 mph on High Speed Lines to get them to run at 125 or even 140 mph on high standard main lines, like the Midland Main Line.

After HS2 opens to Toton HS2, Chesterfield and Sheffield would get a better service from London in three ways.

  • Direct from London on the Midland Main Line.
  • By HS2 with a change at Toton HS2 to a classic service.
  • By HS2 direct.

All services would use the electrified Erewash Valley Line to get to Chesterfield.

It should be noted that from 2020, London-Norwich will be on a frequency of 3 tph. Surely, the much larger Sheffield needs 4 tph to and from London.

Using The Robin Hood Line

The Robin Hood Line goes between Nottingham in the South to Mansfield Woodhouse and Worksop in the North.

  • It is an underdeveloped line with diesel multiple units running to a frequency of 2 tph.
  • The Southern end of the line connects to the tracks through Toton HS2, so it wouldn’t be difficult to use the new station as an additional terminus for the Robin Hood Line.
  • At the Northern end, there is scope to develop new branches.

I can envisage Nottingham developing the Robin Hood Line into a suburban network feeding passengers to both the City Centre and Toton HS2.

Extending HS2 to North Nottinghamshire And Lincoln

In  After The Robin Hood Line Will Nottingham See The Maid Marian Line?, I wrote about an article in the Nottingham Post is entitled Hopes HS2 could see ‘Maid Marian Line’ opened to passengers.

There is a freight only line, that if reopened to passenger traffic would allow trains to connect from Toton HS2, through Ilkeston and Langley Mill to North Nottinghamshire and all the way across Lincolnshire to Lincoln, thus giving a large area direct access to HS2.

Lincoln to London would be under two hours with a change at Toton HS2.

Will All Sorts Of Towns And Cities Get The Benefit Of Direct HS2 Trains?

I have mentioned a lot of stations at various town and cities in this post.

To take Langley Mill station as an example, currently this gets at least one fast train a day to and from St. Pancras.

When the new HS2 trains are running between London, Chesterfield and Sheffield via Toton HS2, will they do the same thing?

If they do, then stations like Ilkeston, Langley Mill and Alfreton could get a direct HS2 service to and from Birmingham and London.

One of the things to note, is that the new trains will be much faster at stopping and getting on their way again, than the current generation of trains, so adding stops between Toton HS and Sheffield. won’t delay the service like it does today.

As I said earlier, I believe there could be a similar connecting service from Toton HS2 to Lincoln, calling at Kirkby-in-Ashfield, Mansfield, Gainsborough, Lincoln and Cleethorpes.

The train to Lincoln would probably be a short five can train and it would couple and uncouple with a similar train at Toton for the express journey South.

Other destinations from Toton HS, might include Doncaster, Doncaster Airport and Hull.

It’s one thing for a short train to trundle round Nottinghamshire and Lincolnshire at 100 mph, but when on HS2, you probably need two trains coupled together to maximise the use of a limited number of train paths.

Connections could also be created using slower trains! But they wouldn’t be so sexy!

A New City At Toton

The Sunday Times has an article this week, which was entitled Next Arrival On The HS2 Line: A Brand New City.

It is an interesting proposition.

  • There’s certainly space between Derby and Nottingham.
  • Birmingham will be 19 minutes away by HS2.
  • London will be within the hour.
  • The M1 will pass right through the city.

But above all we need more housing.

Conclusion

The HS2 station at East Midlands Hub or Toton HS2, is a lot more than a HS2 station for Nottingham and Derby.

I would do the following.

  • Electrify to Sheffield on the Erewash Valley Line and between Derby and Nottingham.
  • Extend the Nottingham Express Transit to Derby via Toton HS2 using tram-train technology.
  • Run a 4 tph express local service between Derby and Nottingham via Toton HS2.
  • Make sure that HS2  reaches Toton HS2 as soon as possible.
  • Build the new city at Toton.

Surely because the Nottingham-Derby area has a lot to gain from HS2, it would probably be very beneficial for HS2’s revenue.

 

 

 

February 13, 2017 Posted by | Transport | , , , , , | 1 Comment