Electrification « The Anonymous Widower

Electrifying Wales

I would not be surprised to learn that Wales wants to decarbonise their railways.

At present, Wales only has the following electrified railways either in operation or under construction.

The South Wales Main Line between the Severn Tunnel and Cardiff.
The South Wales Metro based on local railways around Cardiff and Newport is being created and will be run by electric trains.

There is no more electrification planned in the future.

Hitachi’s Specification For Battery Electric Trains

Recently, Hitachi have released this infographic for their Regional Battery Train.

This gives all the information about the train and a definitive range of 90 km or 56 miles.

The Welsh Rail Network

If you look at the network of services that are run by Transport for Wales Rail Services, they connect a series of hub stations.

Major hubs include the following stations.

Cardiff Central – Electrified
Chester
Hereford
Shrewsbury
Swansea

Smaller hubs and termini include the following stations.

Aberystwyth
Birmingham International – Electrified
Birmingham New Street – Electrified
Blaenau Ffestiniog
Carmarthen
Crewe – Electrified
Fishguard Harbour
Hereford
Holyhead
Llandudno Junction
Manchester Airport – Electrified
Manchester Piccadilly – Electrified
Machynlleth
Milford Haven
Newport – Electrified
Pembroke Dock

Running Welsh Routes With Electric Trains

These routes make up the Welsh rail network.

Chester And Crewe

Consider.

The route between Chester and Crewe is without electrification.
Crewe and Chester are 21 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Crewe with full batteries, that it will be possible to run between Chester and Crewe stations.

Chester And Holyhead via Llandudno Junction

Consider.

All services between Llandudno Junction and England call at Chester.
All services running to and from Holyhead call at Llandudno Junction.
The route between Chester and Holyhead is without electrification.
Chester and Llandudno Junction are 54 miles apart.
Llandudno Junction and Holyhead are 40 miles apart.

I believe that if a battery-electric train with a range of 56 miles can leave Chester, Llandudno Junction and Holyhead with full batteries, that it will be possible to run between Chester and Holyhead stations.

Chester And Liverpool Lime Street

Consider.

The route between Runcorn and Liverpool Lime Street is electrified.
The route between Chester and Runcorn is without electrification.
Chester and Runcorn are 14 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Runcorn with full batteries, that it will be possible to run between Chester and Liverpool Lime Street stations.

Chester And Manchester Airport

Consider.

The route between Warrington Bank Quay and Manchester Airport is electrified.
The route between Chester and Warrington Bank Quay is without electrification.
Chester and Warrington Bank Quay are 18 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Warrington Bank Quay with full batteries, that it will be possible to run between Chester and Manchester Airport stations.

Chester And Shrewsbury

Consider.

The route between Chester and Shrewsbury is without electrification.
Chester and Shrewsbury are 42 miles apart.

I believe that if a battery-electric train with a range of 56 miles, can leave Shrewsbury and Chester with full batteries, that it will be possible to run between Chester and Shrewsbury stations.

Llandudno And Blaenau Ffestiniog

Consider.

The route between Llandudno and Blaenau Ffestiniog is without electrification.
Llandudno and Blaenau Ffestiniog are 31 miles apart.

I believe that if a battery-electric train with a range of 56 miles, can leave Llandudno and Blaenau Ffestiniog with full batteries, that it will be possible to run between Llandudno and Blaenau Ffestiniog stations.

Machynlleth And Aberystwyth

Consider.

The route between Machynlleth and Aberystwyth is without electrification.
Machynlleth and Aberystwyth are 21 miles apart.

I believe that if a battery-electric train with a range of 56 miles, can leave Machynlleth and Aberystwyth with full batteries, that it will be possible to run between Machynlleth and Aberystwyth stations.

Machynlleth And Pwllheli

Consider.

The route between Machynlleth and Pwllheli is without electrification.
Machynlleth and Pwllheli are 58 miles apart.

I believe that if a battery-electric train with a range of upwards of 58 miles, can leave Machynlleth and Pwllheli with full batteries, that it will be possible to run between Machynlleth and Pwllheli stations.

Machynlleth And Shrewsbury

Consider.

The route between Machynlleth and Shrewsbury is without electrification.
Machynlleth and Shrewsbury are 61 miles apart.

I believe that if a battery-electric train with a range of upwards of 61 miles, can leave Machynlleth and Shrewsbury with full batteries, that it will be possible to run between Machynlleth and Shrewsbury stations.

Shrewsbury and Birmingham International

Consider.

The route between Birmingham International and Wolverhampton is electrified.
The route between Shrewsbury and Wolverhampton is without electrification.
Shrewsbury and Wolverhampton are 30 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury and Wolverhampton with full batteries, that it will be possible to run between Shrewsbury and Birmingham International stations.

Shrewsbury And Cardiff Central via Hereford

Consider.

All services between Cardiff Central and Shrewsbury call at Hereford.
The route between Cardiff Central and Newport is electrified.
The route between Newport and Shrewsbury is without electrification.
Shrewsbury and Hereford are 51 miles apart.
Hereford and Newport are 44 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury, Hereford and Newport with full batteries, that it will be possible to run between Shrewsbury and Cardiff Central stations.

Shrewsbury And Crewe

The route between Shrewsbury and Crewe is without electrification.
Shrewsbury and Crewe are 33 miles apart.

I believe that if a battery-electric train with a range of upwards of 61 miles, can leave Shrewsbury and Crewe with full batteries, that it will be possible to run between Shrewsbury and Crewe stations.

Shrewsbury and Swansea

Consider.

The Heart of Wales Line between Shrewsbury and Swansea is without electrification.
Shrewsbury and Swansea are 122 miles apart.
Trains cross at Llandrindod and wait for up to eleven minutes, so there could be time for a charge.
Shrewsbury and Llandrindod are 52 miles apart.
Swansea and Llandrindod are 70 miles apart.

It appears that another charging station between Swansea and Llandrindod is needed

I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury, Swansea and the other charging station, with full batteries, that it will be possible to run between Shrewsbury and Swansea stations.

Swansea And Cardiff Central

Consider.

The route between Swansea and Cardiff Central is without electrification.
Swansea and Cardiff Central are 46 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea and Cardiff Central with full batteries, that it will be possible to run between Swansea and Cardiff Central stations.

Swansea And Carmarthen

Consider.

The route between Swansea and Carmarthen is without electrification.
Swansea and Carmarthen are 31 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea and Carmarthen with full batteries, that it will be possible to run between Swansea and Carmarthen stations.

Swansea And Fishguard Harbour

Consider.

The route between Swansea and Fishguard Harbour is without electrification.
Swansea and Fishguard Harbour are 73 miles apart.
Tramins could top up the batteries during the reverse at Carmathen.
Swansea and Carmarthen are 31 miles apart.
Carmarthen and Fishguard Harbour are 42 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Fishguard Harbour with full batteries, that it will be possible to run between Swansea and Fishguard Harbour stations.

Swansea And Milford Haven

Consider.

The route between Swansea and Milford Haven is without electrification.
Swansea and Milford Haven are 72 miles apart.
Tramins could top up the batteries during the reverse at Carmathen.
Swansea and Carmarthen are 31 miles apart.
Carmarthen and Milford Haven are 41 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Milford Haven with full batteries, that it will be possible to run between Swansea and Milford Haven stations.

Swansea And Pembroke Dock

Consider.

The route between Swansea and Pembroke Dock is without electrification.
Swansea and Pembroke Dock are 73 miles apart.
Tramins could top up the batteries during the reverse at Carmathen.
Swansea and Carmarthen are 31 miles apart.
Carmarthen and Pembroke Dock are 42 miles apart.

I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Pembroke Dock with full batteries, that it will be possible to run between Swansea and Pembroke Dock stations.

Other Routes

I have not covered these routes.

Borderlands Line
Cardiff Valley Lines, that will be part of the South Wales Metro
Routes on the electrified South Wales Main Line, that are to the East of Cardiff.

The first will run between Chester and the electrified Merseyrail system and the others will be electrified, except for short stretches.

Stations Where Trains Would Be Charged

These stations will need charging facilities.

Aberystwyth

Aberystwyth station only has a single terminal platform.

I’ve not been to the station, but looking at pictures on the Internet, I suspect that fitting a charging facility into the station, wouldn’t be the most difficult of engineering problems.

Birmingham International

Birmingham International station is fully-electrified and ready for battery-electric trains.

Blaenau Fflestiniog

Blaenau Ffestiniog station has a single terminal platform.

My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.

Cardiff

Cardiff station is fully-electrified and ready for battery-electric trains.

Chester

Chester station has two through platforms and one bay platform, that are used by Trains for Wales.

The through platforms are bi-directional.
The bay platform is used by services from Liverpool Lime Street and Manchester Airport and Piccadilly.
The station is a terminus for Merseyrail’s electric trains, which use 750 VDC third-rail electrification.
Some through services stop for up to seven minutes in the station.

This Google Map shows the station.

There is plenty of space.

The simplest way to charge trains at Chester would be to electrify the two through platforms 3 and 4 and the bay platform 1.

I would use 750 VDC third-rail, rather than 25 KVAC overhead electrification.

I’m an engineer, who deals in scientifically-correct solutions, not politically-correct ones, devised by jobsworths.
Maintenance staff at the station will be familiar with the technology.
Station staff and passengers will know about the dangers of third-rail electrification.
Trains connect and disconnect automatically to third-rail electrification.
Trains don’t have to stop to connect and disconnect, so passing trains can be topped-up.
Hitachi with the Class 395 train and Alstom with the Class 373 train, have shown even trains capable of 140 mph can be fitted with third-rail shoes to work safely at slower speeds on lines electrified using third-rail.
Modern control systems can control the electricity to the third-rail, so it is only switched on, when the train completes the circuit.

I have a vague recollection, that there is an avoiding line at Chester station, so trains can go straight through. Perhaps that should be electrified too.

Carmarthen

Carmarthen station is a two platform station, with a rather unusual layout, that I wrote about in Changing Trains At Carmarthen Station.

I took these pictures when I passed through in 2016.

Note the unusual step-free crossing of the tracks.

This Google Map shows the layout at the station.

I believe it is another station, where third-rail electrification could be the solution.

Most trains seem to reverse at the station, which gives time for a full charge.
Others terminate here.

but would they still allow passengers to cross the line as they do now, whilst trains are being charged?

Crewe

Crewe station is fully-electrified.

Trains for Wales seem to use Platform 6 for through trains and the bay Platform 9 for terminating trains.
Both platforms appear to be electrified.
Terminating trains appear to wait at least 9-11 minutes before leaving.

It does appear that Crewe station is ready for battery-electric trains.

Fishguard Harbour

Fishguard Harbour station only has a single terminal platform.

My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.

Hereford

Hereford station has four through platforms.

This Google Map shows the station.

There is plenty of space.

As with Chester, I would electrify this station with 750 VDC third-rail equipment.

But the electrification wouldn’t be just for train services in Wales.

West Midlands Trains, run an hourly service to Birmingham New Street and there is only a forty-one mile gap in the electrification between Hereford and Bromsgrove.
Great Western Railway’s service to London, has a massive ninety-six mile run to the electrification at Didcot Junction, which could be bridged by installing charging facilities at Worcestershire Parkway and/or Honeybourne stations.

Both services have generous turnround times at Hereford, so would be able to leave fully-charged.

Distances from Hereford station are as follows.

Abergavenny – 24 miles
Bromsgrove – 41 miles
Great Malvern – 21 miles
Honeybourne – 48 miles
Ludlow – 13 miles
Newport – 44 miles
Shrewsbury – 51 miles
Worcester Parkway – 33 miles

Hereford station could be a serious battery-electric train hub.

Holyhead

Holyhead station has three terminals platforms.

My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.

Liverpool Lime Street

Liverpool Lime Street station is fully-electrified and ready for battery-electric trains.

Llandrindod

Llandrindod station has two through platforms.

I took these pictures at the station as I passed through in 2016.

The Heart of Wales Line is certainly a route, that would benefit from larger trains. Zero-carbon battery-electric trains would surely fit well in the area.

This Google Map shows the station.

It would appear that, it is another station, that could be fitted with third-rail electrification to charge the trains.

Distances from Llandrindod station are as follows.

Shrewsbury – 52 miles
Llandovery – 27 miles
Llanelli – 59 miles
Swansea – 70 miles

It would appear that a second station with charging facilities or bigger batteries are needed.

Llandudno Junction

Llandudno Junction station has four platforms.

This Google Map shows the station.

There is plenty of space.

As at Chester, the simple solution would be to electrify the platforms used by trains, that will need charging.

Butb there may also be a wider plan.

Llandudno Junction station is at the Western end of a string of five closely-spaced stations with Prestatyn station in the East.

Llandudno Junction and Prestatyn are eight miles apart.
Trains take twenty-three minutes to pass through this section.
Some trains do a detour to Llandudno station before continuing.
For part of the route, the railway lies between the dual-carriageway A55 road and the sea.

So why not electrify this section of railway between Llandudno Junction and Prestatyn stations?

Either 750 VDC this-rail or 25 KVAC overhead electrification could be used.
Prestatyn and Chester are 46 miles apart.
Llandudno Junction and Holyhead are 40 miles apart.

If third-rail electrification were to be used, it might be advantageous to electrify to Llandudno station.

It would be less intrusive.
It would be quieter in an urban area.
It would give the trains to Blaenau Ffestiniog trains a good charge.

But above all third-rail electrification might cost a bit less and cause less disruption to install.

Machynlleth

Machynlleth station is where the Aberystwyth and Pwllheli services split and join.

This Google Map shows the station.

Consider.

There is a train depot by the station.
Will there be a good power supply at the station to charge the trains?
Machnylleth and Pwllhelli are 58 miles apart.
Machynlleth and Shrewsbury are 61 miles apart.

I think that Machynlleth might be pushing things too far, without extra stations with charging facilities.

One solution might be to develop the Riding Sunbeams concept and electrify the route between Newtown and Dovey Junction via Machynlleth, using third-rail technology powered-by solar or wind power.

Another solution would be batteries with a larger capacity.

Manchester Airport

Manchester Airport station is fully-electrified and ready for battery-electric trains.

Manchester Piccadilly

Manchester Piccadilly station is fully-electrified and ready for battery-electric trains.

Milford Haven

Milford Haven station only has a single terminal platform.

My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.

Pembroke Dock

Pembroke Dock station only has a single terminal platform.

My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.

Pwllheli

Pwhelli station is a only has a single terminal platform.

This Google Map shows the location of the station.

The stsation is at the North West corner of the bay.

My first reaction, when I saw this was that I have to go.

So I took a closer look at the station instead.

I suspect that fitting a charging facility into the station, wouldn’t be the most difficult of engineering problems. Although, there might be a problem getting a good enough connection to the National Grid.

Shewsbury

Shrewsbury station is a five-platform station.

This Google Map shows the station’s unusual location over the River Severn.

It must be one of few stations in the world, where trains enter the station from three different directions.

From Crewe and Chester to the North.
From Hereford and Wales to the South.
From Birmingham and Wolverhampton in the East.

Adding electrification to all or selected platforms should allow trains to recharge and be on their way.

Under current timetables, dwell times in Shrewsbury are up to eight minutes.
I would suspect the train times could be adjusted, so that trains left the station with full batteries.

With battery-electric services to Aberystwyth, Birmingham International, Birmingham New Street, Cardiff Central, Chester, Crewe, Hereford, Holyhead, London Euston, Manchester, Pwllheli and Swansea, it will be a very important station.

Swansea

Swansea station has four terminal platforms.

A charging facility could be added to an appropriate number of platforms.

Or perhaps, the last few miles of track into the station should be electrified, so trains could charge on the way in, charge in the station and charge on the way out.

Third Rail Electrification

I have suggested in this post, that 750 VDC third-rail electrification could be used in several places.

I will repeat what I said earlier, when discussing Chester station.

I’m an engineer, who deals in scientifically-correct solutions, not politically-correct ones, devised by jobsworths.
Maintenance staff at the station will be familiar with the technology.
Station staff and passengers will know about the dangers of third-rail electrification.
Trains connect and disconnect automatically to third-rail electrification.
Trains don’t have to stop to connect and disconnect, so passing trains can be topped-up.
Hitachi with the Class 395 train and Alstom with the Class 373 train, have shown even trains capable of 140 mph can be fitted with third-rail shoes to work safely at slower speeds on lines electrified using third-rail.
Modern control systems can control the electricity to the third-rail, so it is only switched on, when the train completes the circuit.

Third-rail electrification should be seriously considered.

A Standardised Terminal Solution

In this post, I mentioned that the following stations could be powered by a scandalised solution, as they are all one platform, terminal stations.

Aberystwyth
Blaenau Ffestiniog
Fishguard Harbour
Holyhead
Milford Haven
Pembroke Dock
Pwllheli

The system might also be applicable at Carmarthen and Swansea.

My view is that Vivarail’s Fast Track charging based on third-rail technology would be ideal. I discussed this technology in Vivarail Unveils Fast Charging System For Class 230 Battery Trains.

Conclusion

With a bit of ingenuity, all train services run by Transport for Wales, can be run with battery-electric trains.

July 9, 2020 Posted by AnonW | Transport | Battery/Electric Trains, Birmingham International Station, Cardiff Central Station, Carmarthen Station, Charging Battery Trains, Chester Station, Discontinuous Electrification, Electrification, Hitachi, Liverpool Lime Street Station, Machynlleth Station, Manchester Airport, Manchester Piccadilly Station, Milford Haven Station, Pembroke Dock Station, Pwllheli Station, Riding Sunbeams, Shrewsbury Station, Swansea Station, Transport for Wales, Vivarail, Wales | 5 Comments

Beeching Reversal – South Yorkshire Joint Railway

The South Yorkshire Joint Railway is one of the projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

This railway seems to have been forgotten, as even Wikipedia only has a rather thin entry for the South Yorkshire Joint Railway.

The best description of the railway, that I’ve found is from this article in the Doncaster Free Press, which is entitled South Yorkshire Railway Line, Which Last Carried Passengers 100 Years Ago Could Be Reopened.

This is said.

The line remains intact, and recently maintained, runs from Worksop through to Doncaster, via North and South Anston, Laughton Common/Dinnington and Maltby.

I jave got my helicopter out and navigating with the help of Wikipedia, I have traced the route of the South Yorkshire Joint Railway (SYJR) between Worksop and Doncaster.

Shireoaks Station

This Google Map shows the Southern end of the SYJR on the Sheffield and Gainsborough Central Line between Shireoaks and Kiveton Park stations.

Note.

Shireoaks station is in the East.
Kiveton Park station is in the West.
The SYJR starts at the triangular junction in the middle of the map.
Lindrick Golf Club, where GB & NI, won the Ryder Cup in 1957 is shown by a green arrow to the North of Shireoaks station.
The original passenger service on the SYJR, which closed in the 1920s, appears to have terminated at Shireoaks station.

The line immediately turns West and then appears to run between the villages of North and South Anston.

Anston Station

This Google Map shows the location of Anston station.

Note that the SYJR goes between the two villages and runs along the North side of the wood, that is to the North of Worksop Road.

Dinnington & Laughton Station

This Google Map shows the lacation of the former Dinnington & Laughton station.

Note that the SYJR goes to the west side of both villages, so it would have been quite a walk to the train.

Maltby Station

This Google Map shows the location of the former Maltby station.

Note.

The SYJR goes around the South side of the village.
The remains of the massive Maltby Main Colliery, which closed several years ago.

I wonder if they fill the shafts of old mines like this. if they don’t and just cap them, they could be used by Gravitricity to store energy. In Explaining Gravitricity, I do a rough calculation of the energy storage with a practical thousand tonne weight. Maltby Main’s two shafts were 984 and 991 metres deep. They would store 2.68 and 2.70 MWh respectively.

It should be noted that Gravitricity are serious about 5.000 tonnes weights.

Tickhill & Wadworth Station

This Google Map shows the location of the former Tickhill & Wadworth station.

Note.

Tickhill is in the South and Wadworth is in the North.
Both villages are to the West of the A1 (M)
The SYJR runs in a North-Easterly direction between the villages.

The station appears to have been, where the minor road and the railway cross.

Doncaster iPort

The SYJR then passes through Doncaster iPort.

Note.

The iPort seems to be doing a lot of work for Amazon.
The motorway junction is Junction 3 on the M18.
The SYJR runs North-South on the Western side of the centre block of warehouses.

This is Wikipedia’s introductory description of the iPort.

Doncaster iPort or Doncaster Inland Port is an intermodal rail terminal; a Strategic Rail Freight Interchange, under construction in Rossington, Doncaster at junction 3 of the M18 motorway in England. It is to be connected to the rail network via the line of the former South Yorkshire Joint Railway, and from an extension of the former Rossington Colliery branch from the East Coast Main Line.

The development includes a 171-hectare (420-acre) intermodal rail terminal to be built on green belt land, of which over 50 hectares (120 acres) was to be developed into warehousing, making it the largest rail terminal in Yorkshire; the development also included over 150 hectares (370 acres) of countryside, the majority of which was to remain in agricultural use, with other parts used for landscaping, and habitat creation as part of environment mitigation measures.

It ;looks like the SYJR will be integrated with the warehouses, so goods can be handled by rail.

Onward To Doncaster

After the iPort, the trains can take a variety of routes, some of which go through Doncaster station.

I have some thoughts on the South Yorkshire Joint Railway (SYJR).

Should The Line Be Electrified?

This is always a tricky one, but as there could be a string of freight trains running between Doncaster iPort and Felixstowe, something should be done to cut the carbon emissions and pollution of large diesel locomotives.

Obviously, one way to sort out Felixstowe’s problem, would be to fill in the gaps of East Anglian electrification and to electrify the Great Northern and Great Eastern Joint Line between Peterborough and Doncaster via Lincoln. But I suspect Lincolnshire might object to up to fifteen freight trains per hour rushing through. Even, if they were electric!

I am coming round to the believe that Steamology Motion may have a technology, that could haul a freight train for a couple of hours.

These proposed locomotives, which are fuelled by hydrogen and oxygen, will have an electric transmission and could benefit from sections of electrification, which could power the locomotives directly.

So sections of electrification along the route, might enable the freight trains to go between Felixstowe and Doncaster iPort without using diesel.

It should be said, that Steamology Motion is the only technology, that I’ve seen, that has a chance of converting a 3-4 MW diesel locomotive to zero carbon emissions.

Many think it is so far-fetched, that they’ll never make it work!

Electrification of the line would also enable the service between Doncaster and Worksop to be run by Class 399 tram-trains, which are pencilled in to be used to the nearby Doncaster Sheffield Airport.

What Rolling Stock Should Be Used?

As I said in the previous section, I feel that Class 399 tram-trains would be ideal, if the line were to be electrified.

Also, if the line between Shireoaks and Kiveton Park stations were to be electrified to Sheffield, this would connect the South Yorkshire Joint Line to Sheffield’s Supertram network.

Surely, one compatible tram-train type across South Yorkshire, would speed up development of a quality public transport system.

Conclusion

This seems to be a worthwhile scheme, but I would like to see more thought on electrification of the important routes from Felixstowe and a unified and very extensive tram-train network around Sheffield.

July 5, 2020 Posted by AnonW | Energy Storage, Transport | Beeching Reversal, Class 399 Tram-Train, Doncaster iPort, Doncaster Sheffield Airport, Electrification, Global Warming/Zero-Carbon, Gravitricity, Sheffield Supertram, South Yorkshire Joint Railway, Steamology Motion, Tram-Train | 3 Comments

Reinstatement Of The Ivanhoe Line

This is one of the successful bids in the First Round of the Restoring Your Railway Fund.

The Ivanhoe Line, is a half-completed project left over from the days of British Rail.

The main objective appears to be to extend the current line between Lincoln and Leicester via Nottingham, East Midlands Parkway and Loughborough stations to Burton-upon-Trent along the freight-only Leicester-Burton-upon-Trent Line.
Some new stations will be added.

In January 2020, I wrote Silent Hydrogen Trains On The Cards For New Line Linking Burton And Leicester, after reading an article on Derbyshire Live.

I finished that article by listing the possibilities.

There are a lot of possibilities to extend the Ivanhoe Line to Burton and even beyond using the South Staffordshire Line.

Battery or hydrogen trains can be used.

Stations can be added as required.

The route will connect to East Midlands Airport.

A solution for Knighton Junction an surely be devised.

Amazon are reported to be interested in the project, as they have a big depot at Coalville.

It now looks like it’s all going to be turned into a plan for reality.

I do have some questions.

What Will Be The Solution To The Knighton Junction Problem?

Sadly, when the route was closed to passengers in 1964, British Rail simplified Knighton Junction at the Leicester end of the line. Wikipedia says this.

At the Leicester end of the line, Knighton North Junction has been dismantled and the former course of the line to the junction has been sold and turned into an industrial estate. The line’s remaining connection with the Midland Main Line is Knighton South Junction, which faces southwards, away from Leicester station. Trains between Leicester and the line therefore have to reverse direction at the junction.

This Google Map shows, what’s left of the junction.

Note.

Leicester is to the North
Burton is to the North-West.
Melton Mowbray and London are to the South.

It looks to me, that someone at British Rail made it absolutely certain, that the rail line could not be reopened to provide a passenger service between Leicester and Burton.

For a train to go between Leicester and Burton, it would either need to reverse as Wikipedia indicated, or the curve would have to be very tight.

It looks like the preferred solution, will be to build a new station to the South of Knighton Junction.

The station would only need a single platform.
It could be easily fitted in alongside the Midland Main Line.

Trains will reverse to get around the tight corner.

Will There Be A Station At Leicester City Stadium

This Google Map shows the stadium.

Note the rail line passing to the South of the station.

It would appear that building a new station would not be the most difficult of projects.

But after the experience of Coventry City, who were relegated twice after Coventry Arena station opened, would Leicester City want a station?

Could The Ivanhoe Line Be Connected To High Speed Two At Ashby-de-la-Zouch?

I heard an MP on the radio, who was very much against High Speed Two and that led me to write Could High Speed Two Have A Station At Ashby-de-la-Zouch?.

I think this is a serious possibility in the future.

Could East Midlands Railway Use The Route To Run A London And Burton-on-Trent Service?

Consider.

East Midlands Railway‘s Class 810 trains could be fitted with a battery, that would give the trains a battery range of between 55 and 65 miles.
The trains would have a charge time of perhaps 10 minutes.
The distance between Knighton Junction and Burton-on-Trent is around 35 miles.
The distance between Knighton Junction and the Northern limit of the electrification at Market Harborough station is fifteen miles.
The distance between Market Harborough and Burton-on-Trent stations is 50 miles.

I think it would be possible for a battery-electric Class 810 train to run between London and Burton-on-Trent.

The batteries would need to be charged at Burton-on-Trent.
Perhaps, the easiest way to provide charging facilities would be to electrify the last ten miles between Ashby-de-la-Zouch and Burton-on-Trent stations
The service could call at all or selected stations between Knighton Junction and Burton-on-Trent.

I think this could be a very useful service, even if it only ran a couple of times every day.

Could Battery-Electric Trains Run The Whole Ivanhoe Line Between Lincoln And Burton-on-Trent?

The problem is not the trains, but the lack of electrification between Market Harborough and Clay Cross North Junction.

Leicester station is an important station on the MML.

But it would be a difficult station to electrify because of a bridge with limited clearance.

In Discontinuous Electrification Through Leicester Station, I discussed how the following.

Discontinuous electrification through Leicester station.
Electrification between Leicester and Derby stations.
Electrifying the High Speed Two route between Clay Cross Junction and Sheffield.

Would allow Hitachi Class 810 trains, equipped with batteries to run between London and Sheffield on electric power alone.

Consider.

As I have said East Midland Railway’s new Class 810 trains could be fitted with batteries with a range of 55 to 65 miles.
The gap between Leicester station and the end of the electrification at Market Harborough is sixteen miles.
Knighton Junction is less than two miles South of Leicester station.
Burton-on-Trent is around forty miles from Leicester station.
All passenger trains passing through Leicester station, stop in the station to set down and pick up passengers.

It would thus appear that the following would be possible.

A Northbound battery-electric train from St. Pancras to Leicester or further North could reach Leicester on battery power from Market Harborough.
A Northbound battery-electric train from Burton-on-Trent to Leicester or further North could reach Leicester on battery power from Burton-on-Trent.
A Southbound train from Leicester or further North to St. Pancras could reach Market Harborough on battery power from Leicester.
A Southbound train from Leicester or further North to Burton-on-Trent could reach Burton-on-Trent on battery power from Leicester.

Trains leaving Leicester would need to be fully charged.

So how would this be arranged?

I think the simplest method would be to electrify the section of the Midland Main Line between Leicester and Derby stations.

The route is probably not the most difficult to electrify.
East Midlands Parkway has good electrical connections, as it is next to Ratcliffe-on-Soar power station.
Nottingham is just nine miles from East Midlands Parkway.
Derby is thirty miles from East Midlands Parkway.
Clay Cross North Junction, where the joint electrified section with High Speed Two commences is twenty-one miles from Derby.
Lincoln is forty-two miles from East Midlands Parkway.
Battery-electric trains could use this electrification for both traction power and to charge their batteries.
As the trains would use battery power between Derby and Clay Cross North Junction, the sensitive issue of electrifying through the World Heritage Site of the Derwent Valley Mills, will have been avoided.

All East Midlands Railway’s InterCity services would be totally carbon-free.

It should also be noted, that as Lincoln is only forty-two miles from East Midlands Parkway, provided there was the ability to recharge the trains at Lincoln, the whole Ivinghoe route between Lincoln and Burton-on-Trent could be run by a suitable battery-electric train.

Could Hydrogen Trains Run The Whole Ivanhoe Line Between Lincoln And Burton-on-Trent?

If the route can be run by a battery-electric train, I can see no reason, why a hydrogen-powered train couldn’t do a good job on the route.

I suspect that the Alstom Breeze and any future trains, that are designed for hydrogen power, will also be able to use electrification, where it exists.

So, if any more electrification was erected on the Midland Main Line, the hydrogen trains would take advantage.

The hydrogen trains would need to be refuelled, but because of their long range, this would probably only be a twice a day operation at most.

There is probably space for a refuelling point, at either end of the route.

Conclusion

This is a good scheme, that should have been completed decades ago.

May 25, 2020 Posted by AnonW | Transport | Burton Station, East Midlands Railway, Electrification, Hydrogen-Powered Trains, Ivanhoe Line, Lincoln, Midland Main Line, Restoring Your Railway Fund | 5 Comments

Rail Solar Project Seen As Stepping Stone For Renewables

The title of this post is the same as that of this article on Engineering & Technology.

This is the introductory paragraph.

A British solar power company is working on technology that could enable railways all over the world to be powered by renewable energy, with South Wales seen as a likely testbed for the equipment.

Riding Sunbeams is developing its technology to see if it can be part of the electrification of the South Wales Metro.

Some relevant points from the article.

Their test installation at Aldershot, which is rated at 37 kW, is quite small.
The Aldershot system is already delivering power to trains.
The Welsh Government are aiming for the South Wales Metro to be powered by renewable energy, of which 50 % is generated in Wales.
There could be export possibilities for the technology.

Note that the article gives an interesting insight into the various equipment needed to power railway electrification.

May 6, 2020 Posted by AnonW | Transport | Electrification, Riding Sunbeams, South Wales Metro | Leave a comment

Highview Power And Railway Electrification

In Encore Joins Highview To Co-Develop Liquid Air Energy Storage System In Vermont, I gave brief notes about a proposed Highview Power CRYOBattery in Vermont.

The system will supply 50 MW for eight hours.
The total capacity will be 400 MWh.

Other articles have suggested, that the system could be built on the site of a demolished coal-fired power station, which still has a good connection to the electricity grid.

In other words, I believe that a CRYOBattery can be considered to be a small 50 MW power station.

It could be charged by local excess renewable energy during the day.
It could be charged by excess renewal energy from the electricity grid during the night, when there can be large amounts of wind energy, that needs a home.
Intelligent control systems, would balance the output of the CRYOBattery to the needs of the electricity grid.

It would be used in very much the same way as gas-turbine power-stations are used in electricity grids all over the world.

The Braybrooke Feeder Station

The National Grid is providing a feeder station at Braybrooke to support the Midland Main Line electrification.

This page on the Harbough Rail Users site is entitled Electrification Substation Plan for Braybrooke.

It gives this description of the sub-station.

Electrification of part of the Midland Main Line has moved a tentative step closer with the plans being prepared by National Grid for a feeder substation at Braybrooke, just outside Market Harborough. The location is where a high-voltage National Grid power-line crosses over the railway and the plan is for a substation and associated equipment plus an access road from the A6. The substation is due to be completed by October 2020 and is intended to feed the power supply for the Corby line pending electrification of the main line through Market Harborough.

This Google Map shows the rough area, where it will be located.

Note.

The A6 crossing the Midland Main Line.
The solar farm in the South-facing field, which has a 3MW capacity, according to the Eckland Lodge Business Park web site.
Various planning documents say the transformers on the substation will be 400/25 kV units.
This means that the power-line in the area must be a 400 kV.

Unfortunately, I can’t pick out the line of 400 kV pylons marching across the countryside. But they are rather large.

The pictures show a group of 400 kV pylons near Barking.

The Midland Main Line at Braybrooke certainly seems to be getting a solid supply of electricity.
It was originally planned, that the electrification would go all the way, but it was cut back to Kettering and Corby a couple of years ago.
But to power, the electrification to Corby, it is being extended all the way to Braybrooke, so that the electrification can act as a giant extension lead for the Corby Branch Line.

The page on the Harborough Rail Users Site says this.

The Braybrooke substation is still planned, however, and the DfT has advised that the bi-mode trains will be able to switch power mode at speed. They would therefore be able to continue running electrically north from Kettering as far as Braybrooke before ‘pan down’

It would appear, that the end of the electrification will be at Braybrooke, but the sub-station seems to have enough power to extend the electrification further North if that is ever planned.

I also think, that is rather an efficient and affordable solution, with very little modification required to the existing electricity network.

But not all electricity feeds to railway electrification have a convenient 400 kV line at a handy site for installing all the needed transformers and other electrical gubbins.

How Much Power Will Needed To Be Supplied At Braybrooke?

This can probably be dismissed as the roughest or rough calculations, but the answer shows the order of magnitude of the power involved.

Consider.

Braybrooke must be sized for full electrification of the Midland Main Line.
Braybrooke will have to power trains North of Bedford.
If there is full electrification of the Midland Main Line, it will probably have to power trains as far North as East Midlands Parkway station, where there is a massive power station.
Trains between Bedford and Market Harborough take thirty minutes.
Trains between Bedford and Corby take around thirty minutes.
Four trains per hour (tph) run between Bedford and Market Harborough in both directions.
The system must be sized to handle two tph between Bedford and Corby in both directions.
The power output of each Class 360 train, that will be used on the Corby route is 1,550 kW, so a twelve-car set will need 4.65 MW.
I can’t find the power output of a Class 810 train, but an InterCity 125 with similar performance has 3.4 MW.
A Class 88 bi-mode locomotive has a power output of 4 MW when using the electrification.

I estimate that Braybrooke could have to support at least a dozen trains at busy times, each of which could need 4 MW.

Until someone gives me the correct figure, I reckon that Braybrooke has a capacity to supply 50 MW for trains on the Midland Main Line.

A Highview Power system as proposed for Vermont, would have enough power, but would need a lot more storage or perhaps local wind or solar farms, to give it a regular charging.

Riding Sunbeams

Riding Sunbeams are a company, who use solar power to provide the electricity for railway electrification.

I’ll let their video explain what they do.

It’s a company with an idea, that ticks a lot of boxes, but would it be able to provide enough power for a busy electrified main line? And what happens on a series of rainy or just plain dull days?

Highview Power

Could a Highview Power energy storage system be used?

To store electricity from local or grid electrical sources.
To power the local electrification.

If required, it could be topped up by affordable overnight electricity, that is generated by wind power.

The Highview Power system could also be sized to support the local electricity grid and local solar and wind farms.

Conclusion

I think that Riding Sunbeams and Highview Power should be talking to each other.

May 2, 2020 Posted by AnonW | Energy, Energy Storage, Transport | Compressed Air Energy Storage, Electrification, Highview Power, Market Harborough Station, Midland Main Line, Riding Sunbeams, Solar Power, Wind Power | 2 Comments

Steventon Listed Railway Bridge Saved From Demolition

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

On the face of it it looks like victory for the Nimbys, who have saved a rather ordinary and possibly decrepit bridge from demolition.

But I believe there is more to this story than meets the eye.

The Bridge

The bridge at the centre of the argument may be Grade 2 Listed, but there are lots of similar bridges on UK railways in better condition with similar heritage, that don’t have a listing.

Type “steventon bridge electrification” into a search engine and you’ll find lots of images of the bridge.

One picture shows, the bridge with the railway flooded, which puts an interesting slant on the debate. What are the foundations like?
Notice, that the bridge seemed to suffer a rather botched repair at the hands of British Rail’s finest engineers.
Having read a lot about this story, I suspect that the locals’ main reason for objecting, is that they don’t want the disruption, whilst it is rebuilt.
Incidentally, I suspect Great Western Railway don’t want the bridge rebuilt either, as closure will be a long disruption to all services.

I have been involved in the refurbishment of several buildings of around the same age or even older than the bridge. This is the sort of construction, that will have to be replaced at some time. If it’s not replaced, some of the novel techniques that are now available to Network Rail will have to be applied.

Network Rail

The article says this about Network Rail’s solution to the problem.

But following what the company described as ‘extensive and breakthrough testing’ using computer simulations it found a speed reduction to 110mph through the village meant wires could pass underneath the existing bridge.

I do think, that 110 mph is rather convenient. if you look at the maximum operating speeds of trains and locomotives that will pass through.

Class 801 train with digital signalling -140 mph
Class 801 with conventional signalling – 125 mph
Class 800/802 train on diesel power – 100 mph
Class 80x train on battery power – 100 mph
Class 387 train – 110 mph
Class 90 locomotive – 110 mph
Class 91 locomotive – 125 mph
Class 93 locomotive – 110 mph
High Speed Train – 125 mph

Very few trains will have to slow down.

Any train that used onboard power, like a High Speed Train or a Class 80x with batteries, could theoretically go through at the maximum speed, track, signalling and train taken together would allow.

Hitachi

In Issue 898 of Rail Magazine, there is an article, which is entitled Sparking A Revolution, which describes Hitachi’s work and plans on battery-powered trains. This is an extract.

Battery power can be used as part of electrification schemes, allowing trains to bridge the gaps in overhead wires where the costs of altering the infrastructure are high – in tunnels or bridges, for example. This would also have the immediate benefit of reducing noise and emissions in stations or built-up areas.

Elsewhere in the article, it is said that Hitachi trains will be able to do 100 mph on battery power for up to 60 miles.

But would they be able to do 125 mph on battery power for perhaps five miles? I can’t see why not!

The Google Map shows the track through Steventon.

Note.

The bridge in question is at the East.
There are also a couple of level crossings in this stretch of track, where the height of wires is also regulated.

Perhaps, the pantograph should be dropped before going through section and raised afterwards, with power in the section taken from a battery.

Avoiding obstacles like this, may be an economic alternative, but it does require that all electric trains using the section are able to use battery power.

I have a feeling, I’ve read somewhere that a Class 88 locomotive can do a similar trick using the onboard diesel engine.

As a Control Engineer, who trained in the 1960s, I would expect that all pantographs can now be raised or lowered with all the precision and repeatability of an Olympic gold-medal gymnast!

I do wonder, if the Great Western Electrification Project had been designed around discontinuous electrification and battery-electric trains, the project would have gone better.

For instance, the Severn Tunnel is 7,000 metres long and trains take under four minutes to pass through. The Wikipedia entry for the tunnel has a section on Electrification, which details the complicated design and the trouble that there has been with corrosion.

Given that battery-electric trains have other advantages, design by hindsight, says that a tunnel without electrification and battery trains may have been a better solution.

Conclusion

Network Rail and Hitachi will get the speed of trains through Steventon up to 125 or even 140 mph, possibly by using battery power.

But whatever happens, I’m certain that the bridge will have to be rebuilt! It has the air of a derelict house, that will suck up all your money.

April 26, 2020 Posted by AnonW | Transport | Battery/Electric Trains, Discontinuous Electrification, Electrification, Great Western Main Line, Hitachi, Network Rail, Steventon Bridge | Leave a comment

Electrification Between Exeter And Plymouth

Eventually, there will be electric passenger trains between Exeter and Plymouth! Great Western Railway’s objective must be for passengers to board their Hitachi AT-300 train at Paddington and be powered all the way to Penzance by electricity, without using a drop of diesel. The added ingredient will be battery power.

In Sparking A Revolution, I gave Hitachi’s specification for a proposed battery-electric train.

Range – 55-65 miles
Performance – 90-100 mph
Recharge – 10 minutes when static
Routes – Suburban near electrified lines
Battery Life – 8-10 years

As the distance between Exeter and Plymouth is 52 miles, the Hitachi specification could have been designed around this route, which as these pictures show is in places, very close to the sea, where the line runs along the South Devon Railway Sea Wall.

Global warming will probably mean, we’ll see a repeat of the major sea wall breach that happened at Dawlish in 2014.

I would suspect that the Network Rail’s solution to the problems of efficient low or zero-carbon traction between Exeter and Plymouth includes the following.

A very robust railway.
Extreme protection from almost everything the sea and the weather can produce.
Could we see some concrete tunnels, like the Swiss and others use in mountainous areas to protect from snow? Rail Magazine says yes! At Horse Cove.
No electrification as water and electricity are not a good mix, except in an electrolyser to produce hydrogen, oxygen and/or chlorine.
Battery or hydrogen-powered passenger trains or freight locomotives.
Digital in-cab signalling. Traditional signalling is even more expensive equipment to be swept away.

From media reports, this looks like the way Network Rail are thinking.

Charging The Trains

Battery-electric trains will need to be charged. There are three convenient stations; Exeter St. Davids, Newton Abbott and Plymouth.

All have multiple platforms.
The stations could be given the ability to charge battery-electric trains, either using 25 KVAC overhead electrification or a specialist charging system, like the one designed by Vivarail, that I wrote about in Vivarail Unveils Fast Charging System For Class 230 Battery Trains.
Newton Abbot station would also charge any trains running on the eight mile branch to Paignton station.

As far as passenger services are concerned, it could be a very efficient zero-carbon railway.

Electrification At Exeter St. Davids

Exeter St. Davids is an important hub for services between Devon and Cornwall and the rest of Great Britain.

GWR services run to London Paddington via Newbury.
GWR services run to London Paddington via Bristol
GWR services run to Plymouth and Penzance via Newton Abbott.
GWR local services run to Barnstaple, Exmouth and Paignton.
CrossCountry services run to the Midlands, North and Scotland via Bristol.
South Western Railway services run to London Waterloo via Basingstoke.

In future, there could be services running to Plymouth on the reopened route via Okehampton and Tavistock.

All these services could be run by battery-electric trains for sixty miles from Exeter, if they could be fully-charged at the station.

Note.

Trains to London Paddington and Bristol could easily reach Taunton, which is thirty miles away.
Trains to London Waterloo could reach Yeovil Junction, which is fifty miles away.
Trains to the West could reach Plymouth, which is fifty-two miles away.
Barnstaple is forty miles away, so would probably need some help to get back.
Exmouth is eleven miles away, so a return journey is probably possible.
Paignton is twenty-eight miles away, so a return journey is probably possible, with a top-up at Newton Abbot if required.

Exeter is going to be very busy charging trains.

It should be noted, that trains to and from London Paddington and Bristol, all share the same route as far as Cogload Junction, where the London Paddington and Bristol routes divide.

Cogload Junction is thirty-six miles from Exeter.
Cogload Junction and Newbury, where the electrification to London Paddington starts are eighty-five miles apart.
Cogload Junction and Bristol Temple Meads, where the electrification to London Paddington starts are forty miles apart.

I wonder if it would be sensible to electrify between Exeter St. David station and Cogload Junction.

From my virtual helicopter, the line doesn’t look to be in the most difficult category to electrify.
There is only one tunnel and a few old bridges and a couple of level crossings.
Some of the route is alongside the M5.
Trains would arrive in Exeter with full batteries and could do a quick stop before continuing their journeys.
Trains would arrive at Cogload Junction and could reach Bristol Temple Meads without stopping for a recharge.
Bristol services that are extended to Taunton and Exeter could be run by battery-electric trains.

I also feel, that with upwards of twenty-five miles of extra electrification between Cogload Junction and Newbury, that battery-electric trains could run between London Paddington and Exeter via the Reading-Taunton Line.

Electrification At Plymouth

As with Exeter St. Davis, Plymouth is an important hub for services between Devon and Cornwall and the rest of Great Britain.

Most services run to Penzance in the West and Exeter in the East.
There is a local service to Gunnislake, which is fifteen miles away.

Lots of charging capacity, will enable battery-electric trains to reach their destinations, except for Penzance

Trains Between Plymouth And Penzance

Hitachi must have despaired, when it was pointed out that the distance between Penzance and Plymouth is eighty miles! This is fifteen miles longer than the range of their proposed battery-electric train.

The simplest solution would be to build a battery-electric train with an eighty mile range, that could travel between Plymouth and Penzance on a single charge. With charging at Penzance it could return to Plymouth.

The longer range, would also mean that, with perhaps ten extra miles of electrification, that battery-electric trains could bridge the electrification gap between Cogload Junction and Newbury.

Other solutions range from selective electrification, all the way up to full electrification of the Cornish Main Line.

It should be noted that there are the following branches on the Cornish Main Line.

The Looe Valley Line at Liskeard station – 8.75 miles – Uses a separate platform at Lskeard
The Fowey Branch At Lostwithiel station – 4.75 miles – Possible reopening
The Atlantic Coast Line at Par station – 20.75 miles – Uses a separate platform at Par
The Maritime Line at Truro station – 11.75 miles – Uses a separate platform at Truro
The St. Ives Bay Line at St. Erth station – 4.25 miles- Uses a separate platform at St. Erth

If these branches are going to be served by battery-electric trains, arrangements will have to be made for their charging. This could either be on the main line, at the remote terminal or at both.

Would it be easier to run the branches using battery-electric trains, if the Cornish Main Line was fully electrified?

The Cornish Main Line also carries a number of heavy freight trains, most of which seem to be going to or from Burngullow, so I suspect they are in connection with the movement of china clay.

Currently, these heavy freight trains appear to be hauled by diesel locomotives, but if the Cornish Main Line were to be fully electrified, could they be run by electric locomotives?

Electrification Of A Reopened Northern Route

In the May 2020 Edition of Modern Railways, there is an article, which is entitled Beeching Reversal Fund Bids.

This is the introductory paragraph.

Bids have been submitted to Government for a share of the £500 million ‘Restoring your railway’ fund launched by the Department for Transport in January. The fund is to be used to support proposals to reinstate axed local services, to accelerate schemes already being considered for restoration and also to promote new and restored stations.

One of the bids is for the Tavistock-Okrhampton Reopening scheme (TORs), which would reopen the former Exeter to Plymouth railway of the LSWR, as a new route between Exeter and Taunton in the East and Plymouth in the West.

The original railway was double-track.
Most of the infrastructure is intact.
The route would totally avoid Dawlish.

This is also said in the Modern Railways article.

It proposes journey times could be as little as six minutes longer than via the existing route between Exeter and Plymouth and that there could be opportunities for freight trains to avoid the steep gradients over the Devon banks between Newton Abbott and Plymouth. Provision of electrification for TORs as part of a wider programme for main lines in the region is also advocated.

Could an electrified route via Tavistock and Okehampton be connected to an electrified Cornish Main Line, to create an electrified route across Devon and Cornwall?

Connecting At The Royal Albert Bridge

This Google Map shows the Royal Albert Bridge and the Tamar Bridge over the River Tamar.

Note.

The Royal Albert Bridge to the South of the modern Tamar Bridge.
The Great Western Main Line running East to Plymouth and West to Penzance.
The Tamar Valley Line running up the Eastern bank of the River Tamar and under the Eastern approaches to both bridges.
Going North on the Tamar Valley Line leads to the TORs and going South leads to Plymouth station.

I can see a difficult design problem at the Eastern end of the Royal Albert Bridge, as a very complicated junction will be needed to allow all trains go the way they need.

Trains wanting to call at Plymouth station and use TORs will need to reverse in the station.

Connecting At The East Of Exeter

This Google Map shows The Tarka Line and the Bristol-Exeter Line join at Cowley Bridge Junction.

Note.

The Tarka Line to Barnstaple and TORs leaves the map in the North West corner.
The Bristol-Exeter Line to Taunton, Bristol and London Paddington leaves the map in the North East corner.
Cowley Bridge Junction is in the South West corner of the map.
Cntinuing South West leads to Exeter St. David’s station.

It looks to me, that Cowley Bridge Junction will need to be made into a full triangular junction, so that trains can go directly between the Bristol-Exeter Line and the Tarka Line.

Trains wanting to call at Exeter St. David’s station and use TORs will need to reverse in the station.

The Reversal Problem

If you wanted to run a passenger service between Taunton and Penzance using TORs with stops at Exeter, Okehampton, Tavistock, Plymouth and Truro, the train would need to reverse twice at Exeter and Plymouth.

These days with modern fast bi-mode multiple units, it’s not a problem, but in the days of Beeching, when the Tavistock and Okehampton route was originally closed in 1968, there probably wasn’t a suitable train other than a slow two-car diesel multiple unit.

I think, that fast expresses to and from Penzance will still take the current route.

Battery-electric trains can handle the route at 100 mph.
No reversals will be needed.
There is a call at Newton Abbott for connections to Torquay and Paignton.
Passengers wanting Okehampton, Tavistock and other stations on the TORs route can change at Exeter or Plymouth.

The Modern Railways article says this about services on the TORs route.

The case suggests that services could operate as an extension of the SWR Waterloo to Exeter service, or potentially as an extension of CrossCountry services beyond Exeter. During periods when the coastal route is blocked, additional services could use the TORs route, potentially running non-stop.

Note.

As the extension of the SWR service would run the other way through Exeter St. David’s station, there would be no need to reverse.
But I suspect the CrossCountry service would need the reverse.
I feel for efficiency, that diverted freight services would need the efficient junctions at each end of TORs.

It probably would have helped if the Great Western and the London and South Western Railways had had a better crystal ball.

Fast Electric Freight Services To And From Devon And Cornwall

If the following lines are electrified.

Cogload Junction and Exeter
TORs
Cornish Main Line

I feel that electric freight services will be able to run between Taunton and Penzance.

All it would need to complete the electrified route would be to electrify the following.

Cogload Junction and Bristol
Cogload Junction and Newbury

What would a high-speed freight route do for the economy of the two South Western counties?

April 25, 2020 Posted by AnonW | Transport | Battery/Electric Trains, Beeching, China Clay, Class AT-300 Train, Cornish Main Line, Cornwall, Dawlish, Devon, Electrification, Exeter, Hitachi, Penzance, Plymouth | 2 Comments

Will A Rail Link Be Built Between Pitsea And Ingatestone?

In Issue 903 of Rail Magazine, there is a long article, which is entitled Felixstowe: Is 47 Trains A Day Achievable?.

The article details a large number of improvements that could be carried out to attain this frequency.

This is an interesting paragraph.

If anything. long-term plans could entail the building of a new rail link between Pitsea and Ingatestone, so that London Gateway traffic can run via Ipswich instead of Stratford.

So could a rail link between Pitsea and Ingatestone stations be built and how would it be used?

The Route

If you look at a map, that shows Pitsea and Chelmsford, you’ll notice that the dual-carriageway A130 links the two places.

At the Chelmsford end it joins the A12 at junction 17.
At the Pitsea end it joins the A13 to the East of the town.
Sections of the road appear to have three-lane carriageways.
Much of the road has been improved in recent years.

I feel a lot of the route of the rail link could follow the A130, with the rail link running down the Western side of the road.

Use Of The Shenfield-Southend Line

The Shenfield-Southend Line could be used for part of the route.

It already connects to the Great Eastern Main Line (GEML) at Shenfield, though a flying junction.
There is no connection between the Shenfield-Southend Line and the GEML to Chelmsford and Ipswich.
The Shenfield-Southend Line crosses the A130 in an area of farmland.

Between Shenfield and the A130 are two important stations Billericay and Wickford.

The Connection At Shenfield

This Google Map shows the junction between the GEML and the Shenfield-Southend Line.

Note.

Shenfield station is in the South-West corner of the map.
The GEML goes straight in a North-Easterly direction to Ingatestone and Chelmsford.
Ingatestone and Shenfield stations are about 3.5 miles apart.
The Shenfield-Southend Line goes off to the East and connects to the GEML with a flying junction.

There would appear to be space to convert the flying junction into a full triangular junction by building chords, that allow access between the Shenfield-Southend Line and the GEML to Chelmsford.

Turning South At The A130

This Google Map shows where the Shenfield-Southend Line crosses the A130.

Note.

The two major roads; the A130 and the A127 are clearly labelled.
The Shenfield-Southend Line crosses the A130 from North-West to East.
Billericay and Shenfield are to the North-West.
Southend is to the East.

It looks like there is sufficient space to create a junction, which would allow trains to take a new rail line to and from the South, built alongside the A130.

The Connection At Pitsea Station

This Google Map shows the Southern section of the A130 that connects to the A13.

Note.

Pitsea station is at the Southern side of the map.
The A130 weaves its way North-South down the Eastern side of the map.
The rail link could follow the A130.

The Google Map shows Pitsea station, the A13 and its junction with the A130.

Note.

The A13 going across the Northern side of the map.
The A130 going down the Eastern side of the map.
Pitsea station in the middle of the Western side of the map.
The c2c railway between Pitsea and Southend Central stations going East from Pitsea station and passing to the South of St. Margaret’s Church.

It appears to me, that there would be enough space to build a full triangular junction between the rail link and the c2c railway.

A full triangular junction would enable trains to go between Chelmsford and all stations as far as Shoeburyness.

A Few Questions

These are a few questions.

Will Passenger Trains Use The Rail Link?

Consider.

It would make it possible to create a direct train service that connected all the major towns in Essex; Colchester, Chelmsford and Southend.
Chelmsford is the county town of Essex.
Southend Central station has two West-facing bay platforms.
Colchester station has a South-facing bay platform.

I think that the route must be built to perhaps allow an hourly CrossEssex service in both directions, at some date in the future.

Would There Be Any Stations On The Rail Link?

The route goes through Billericay and Wickford stations and also has a connection to the Crouch Valley Line.

How Long Is The Rail Link?

I estimate, it’s just under seventeen miles.

How Long Will Freight Trains Take Between Pitsea And Ingatestone?

The Felixstowe Branch is about twenty miles long and trains take a few minutes over the hour.

Will The Rail Link Be Single Or Double Track?

Despite the Covid-19 pandemic, there are still about a dozen trains going in and out of London Gateway on a typical day.

This would be a train every ninety minutes in both directions on the rail link if they were all using it.
London Gateway will expand.
A passenger service on the rail link in the future, is a possibility.
The Shenfield-Southend Line is double-track.

I feel that a single track railway would be short on capacity, so for preference, I’d build a double-track railway.

Will The Rail Link Be Electrified?

Consider.

All passenger trains run by Greater Anglia and c2c to and from Southend are electric.
Essex is a county where all rail lines are electrified, except for the spur that leads into London Gateway.
The GEML and the lines to Southend have recently updated electrification.
Freight trains can be hauled on the GEML by electric or bi-mode locomotives.
Te section between the GEML and the A130 is already electrified.

It would be logical that the rail link should be electrified.

Thoughts About Capacity

Although a rai link between Pitsea and Ingatestone may be feasible, it doesn’t mean that it will be built.

Will there be enough capacity across the Midlands or on the various routes to the North?
Greater Anglia have ambitions and the trains to run more services.
Would digital signalling on the GEML create extra capacity?

Extra Infrastructure

April 22, 2020 Posted by AnonW | Transport | c2c, Crouch Valley Line, Electrification, Felexstowe 47 Trains Per Day, Freight, Greater Anglia, Ingatestone Station, Pitsea And Ingatestone Rail Link, Pitsea Station | 2 Comments

Thoughts On Powering Electrification Islands

In The Concept Of Electrification Islands, I didn’t say anything about how electrification islands would be powered. Although, I did link to this post.

The Need For A Substantial Electrical Supply

Electrification can use a lot of electricity.

This was illustrated by the electrification of the Midland Main Line, where a high-capacity feed from the National Grid had to be provided at Market Harborough.

But then the Government cancelled electrification North of Kettering leaving a twelve mile gap to be filled. I wrote about the problem in MML Wires Could Reach Market Harborough. In the end the sensible decision was taken and the electrification will now reach to Market Harborough station.

So places like Cambridge, Darlington, Doncaster, Leeds Norwich and York. which are fully electrified and on a main route probably have enough electrical power to charge passing or terminating battery-electric trains on secondary routes.

In Thoughts On The Actual Battery Size In Class 756 Trains And Class 398 Tram-Trains, I quoted the reply to a Freedom of Information Request sent to Transport for Wales, which said.

A four-car Class 756 train will have a battery capacity of 600 kWh.

A Class 756 train is similar to a Greater Anglia Class 755 train, which in Battery Power Lined Up For ‘755s’, I estimated weighs about 135 tonnes when full of passengers.

Weights for the Hitachi trains are difficult to find with a figure of 41 tonnes per car given for a Class 801 train on Wikipedia. In Kinetic Energy Of A Five-Car Class 801 Train, I estimated a full weight of a five-car Class 801 train at 233.35 tonnes.

Based on the Stadler figure, I would estimate that every train passing an electrification island will need to pick up as much as somewhere between 600-1000 kWh.

An Electrification Island At Sleaford

In The Concept Of Electrification Islands, I proposed an electrification island at Sleaford station.

Sleaford is a market town of around 18,000 people.
I doubt the power in the town has much surplus capacity.
This station is served by four trains per hour (tph), one to each to Lincoln, Nottingham, Peterborough and Skegness.
So it looks like a feed of three to four MW will be needed to charge passing trains.

Can the electricity supply in a town like Sleaford provide that sort of power for perhaps eighteen hours a day?

The only ways to provide that sort of power is to build a new power station or provide energy storage capable of boosting the supply.

Could Highview Power Provide The Solution?

I have been following Highview Power and their CRYOBatteries for some time.

They have already built a 5 MW pilot plant in Manchester and are currently aiming to build a plant with 250 MWh of energy storage, that can supply up to 50 MW. The company and this plant is discussed in this article on The Chemical Engineer.

One of these CRYOBatteries, would surely be ideal to power an electrification island, like the one at Sleaford.

It could be scaled to the electricity needs of the town and the railway.
It would be charged using renewable or excess energy.
There is a lot of wind power in Lincolnshire and just off the coast, which needs energy storage.
Similar systems could also be installed at other electrification islands at Cleethorpes, Lincoln, Skegness and other places, where the grid needs strengthening.

I have used Highview Power in this example, but there are other systems, that would probably boost the electricity just as well.

April 14, 2020 Posted by AnonW | Energy Storage, Transport, World | Cleethorpes, Electrification, Electrification Island, Highview Power, Lincoln, Sleaford Station | Leave a comment

The Concept Of Electrification Islands

Consider how Imperial Airways and BOAC used to fly long routes to places like Sydney, Hong Kong and Cape Town before the days of long distance jet airliners. They used to fly from airport to airport, picking up fuel and supplies on the way.

If you want to know more about the details, read what is my favourite travel book, Beyond The Blue Horizon by Alexander Frater.

He followed the Imperial Airways route to Sydney, on what was reputed to be the most complicated ticket, that British Airways ever issued.

But can the concept of flying a short range airliner over a long distance refuelling as necessary, be applied to running a battery electric train by charging the batteries on a series of electrification islands?

In Ipswich And Peterborough In A Battery Train, I described how an Ipswich and Peterborough service could be run by a battery-equipped Class 755 train.

The Ipswich and Peterborough route is 82.5 miles long and it can be split as follows.

Ipswich and Haughley Junction – 13.8 miles – Electrified
Haughley Junction and Ely – 38.2 miles – Not Electrified
Ely and Peterborough – 30.5 miles – Not Electrified

Legs two and three, should be within the capability of a battery-equipped Class 755 train. No definite figure has been given, but in the July 2018 Edition of Modern Railways, this was said about the similar Class 756 trains, ordered for the South Wales Metro.

The units will be able to run for 40 miles between charging, thanks to their three large batteries.

Perhaps, what is needed is to create an electrification island at Ely, that can be used to charge the batteries.

An Electrification Island At Ely

This map from Wikipedia shows the complicated railways at Ely,

Note.

Ely station is fully electrified.
The line to Cambridge,Kings Cross, Liverpool Street and Stansted Airport is fully electrified. Greater Anglia’s Class 755 trains between Norwich and Stansted Airport, change between diesel and electrification at Ely.
The line to Kings Lynn is fully electrified.
The lines to Bury St. Edmunds, Norwich and Peterborough are not electrified.
Ely is a city of 20,000 inhabitants, so I suspect it must have a robust electricity supply.
Freight trains take about five minutes to pass between Ely West and Ely Dock Junctions.
Ely West and Ely Dock Junctions are 2.5 miles apart.
There appears to be an avoiding line South-East of Ely station, where I’ve seen trains from Felixstowe to Peterborough sometimes wait for a few minutes before proceeding.
There is also a lot of space at March station, where a passing loop with a charging station could be built.

I believe it would be possibly to do the following at Ely.

Electrify the West Curve and the South-East avoiding line.
Electrify the Bury St. Edmunds, Norwich and Peterborough lines for perhaps five miles.
If required, put a high capacity charging station on the avoiding line.

There would be plenty of electrification to charge the trains.

An alternative plan might be to electrify between March station and the new Soham station, which has been planned to open in 2021.

This would be around eighteen miles of electrification.
This would certainly be enough electrification to fully-charge passing freight and passenger trains.
Soham to Ely could be doubled.
The extra electrification would mean the two unelectrified sections of the Ipswich and Peterborough route; Haughley Junction-Soham and March-Peterborough would be well within range of a battery-electric train.
The proposed service between Cambridge and Wisbech would only have the twelve miles of the Bramley Line between March and Wisbech to run on battery power.

It might also be possible to put in an extra curve to make Ely Dock Junction, a full triangular junction. This would allow the new Soham station to have direct services to both Cambridge and Cambridge North stations, without a reverse at Ely station.

Other Possible Electrification Islands

I’ll break these down by regions and train operators.

East Anglia (Greater Anglia)

Greater Anglia only runs trains on diesel to the North of Cambridge and Ipswich, which are both fully electrified, as is Norwich.

I would consider Cambridge, Ely, Ipswich and Norwich to be electrification islands.

All have a good connection to the electrification power supply, as they handle main line electric trains.
All or most platforms at the stations are electrified to charge trains.
There are electrified sidings at Cambridge and Norwich and possibly at Ipswich.

Lowestoft and Yarmouth might be fitted with charging systems to make sure a fault doesn’t strand a train.

In Battery Power Lined Up For ‘755s’, I talked about a report in Rail Magazine, which said that the Class 755 trains will get a battery fitted at the first overhaul.

I wouldn’t be surprised, that in a couple of years, Greater Anglia announces the end of diesel power on some or all of their services.

East Coast Main Line (LNER and Others)

Hitachi AT-300 Trains On The East Coast Main Line

The East Coast Main Line (ECML), is increasingly becoming a railway where the vast majority of services are run by versions of Hitachi AT-300 trains.

Hull Trains are running Class 802 trains.
LNER are running Class 800 and Class 801 trains.
TransPennine Express are running Class 802 trains.
East Coast Trains will be running Class 803 trains.

Classes 800, 802 and 803 are bi-modes and can probably have some or all of their diesel engines replaced by batteries.

In Sparking A Revolution, I gave this specification for a Hitachi battery-electric train.

Range – 55-65 miles
Performance – 90-100 mph
Recharge – 10 minutes when static
Routes – Suburban near electrified lines
Battery Life – 8-10 years

I will use these figures from Hitachi in this post.

Electrification Islands On The East Coast Main Line

There are several large and smaller stations along the ECML, that can act as electrification islands to support either local services or long-distance services from London.

Cleethorpes

Consider

Cleethorpes station would need a decent electricity supply. Offshore wind?
Doncaster is 52 miles away.
Lincoln is 37 miles away.
Newark is 63 miles away.
Scunthorpe is 29 miles away.

If you can get battery-electric trains to Cleethorpes, you also serve Grimsby Town station, which is three miles closer to the ECML.

With electrification islands at Lincoln and Scunthorpe and Hitachi AT-300 trains with a battery range of at least sixty miles, electric trains could be run to Cleethorpes and Grimsby.

Would that improve the economy of the area?

Darlington

Darlington station is on the electrified ECML, so it must have a top class electricity supply.

Bishop Auckland is 12 miles away.
Middlesbrough is 15 miles away.
Nunthorpe is 20 miles away.
Saltburn is 27 miles away.
Whitby is 47 miles away.

Darlington could support battery-electric operation of the Tees Valley Line, if the route doesn’t go for hydrogen. Note that hydrogen would probably also handle services from Middlesbrough to Newcastle, Nunthorpe and Whitby with ease.

Note my views on the definitive hydrogen train, which will be a battery-electric-hydrogen hybrid train, able to use power from a variety of sources.

Doncaster

Doncaster station is on the electrified ECML, so it must have a top class electricity supply.

Cleethorpes is 52 miles away.
Hull is 40 miles away.
Scunthorpe is 25 miles away.
Sheffield is 19 miles away.

Doncaster could certainly support some battery-electric services.

Grantham

Grantham station is on the electrified ECML, so it must have a top class electricity supply.

Nottingham is 22 miles away.
Sleaford is 18 miles away.
Nottingham and Skegness services seem to take about four minutes to reverse in the station.

The Nottingham and Skegness service could take advantage of the driver changing ends to top up the battery.

Hull

Consider.

Hull is a city of nearly 300,000 people, so it must have a decent electricity supply.
Hull station is under forty miles from the electrification of the ECML.
Doncaster is 40 miles away.
Scarborough is 54 miles away.
York is 52 miles away, with about 20 miles electrified.

I would certainly suspect that with an electrification island at Hull, the Hitachi AT-300 trains of Hull Trains and LNER could certainly run fully electric services to the city, if they were fitted with batteries.

With an electrification island at Scarborough, could Hull Trains and LNER services be extended to Scarborough?

Leeds

Leeds station is already an electrification island, as it is fully electrified.

It also has electrified services to Bradford, Ilkley and Skipton.
Leeds and Huddersfield will be electrified in the next few years.

Harrogate is 18 miles away, so a return journey is within range of a Hitachi AT-300 train with a battery, that is charged on the ECML.

Lincoln

Consider.

Lincoln station would need a decent electricity supply.
Cleethorpes is 37 miles away.
Doncaster is 40 miles away.
Newark is 16 miles away, so a return journey is within range of a Hitachi AT-300 train with a battery, that is charged on the ECML.
Nottingham is 34 miles away and Leicester is 61 miles away.
Peterborough is 57 miles away.
Sleaford is 21 miles away.

With an electrification island at Lincoln, the following should be possible.

Electric services between Cleethorpes and Lincoln using battery-electric trains.
Electric services between Doncaster and Lincoln using battery-electric trains.
Electric services between Nottingham/Leicester and Lincoln using battery-electric trains. Electrify the Midland Main Line (MML) and this is easy.
Electric services between Peterborough and Lincoln using battery-electric trains. It may need an electrification island at Sleaford.
Electric services between London Kings Cross and Grimsby/Cleethorpes using Hitachi AT-300 trains with a battery, that is charged on the ECML and at Lincoln.

The London Kings Cross and Lincoln services could top up their batteries if required if they were run using Hitachi AT-300 trains with a battery

Surely, if Class 755 trains are good enough for Norfolk and Suffolk and both franchises are run by Abellio, then battery versions of these trains would be ideal for running services from Lincoln to Cleethorpes/Grimsby, Doncaster, Newark, Nottingham, Peterborough and Skegness.

Middlesbrough

If required an electrification island could be placed at Middlesbrough station.

Darlington is 15 miles away.
Newcastle is 47 miles away.
Saltburn is 13 miles away.
Whitby is 35 miles away.

This area might opt for hydrogen, but I believe battery-electric trains could also work the routes through Middlesbrough and Darlington. Note my views on the definitive hydrogen train, which will be a battery-electric-hydrogen hybrid train, able to use power from a variety of sources.

Newark

Consider.

Newark North Gate station is on the electrified ECML, so it must have a top class electricity supply.
Cleethorpes is 63 miles away.
Grimsby is 60 miles away.
Lincoln is 16 miles away.
Nottingham is 17 miles away.

With an electrification island at Cleethorpes/Grimsby, battery-electric services could be extended to either town. They would need to use the electrification island at Lincoln station to top-up the battery.

Newcastle

Newcastle station is on the electrified ECML, so it must have a top class electricity supply.

Carlisle is 61 miles away.
Middlesbrough is 47 miles away.
Nunthorpe is 52 miles away.

Newcastle could surely support local services using battery-electric trains. They could be dual-voltage, so they can use Tyne and Wear Metro electrification.

Peterborough

Peterborough station is on the electrified ECML, so it must have a top class electricity supply.

Ely is 31 miles away.
Leicester is 52 miles away, with Birmingham another 40 miles further.
Lincoln is 57 miles away.
Sleaford is 35 miles away.

It might even be possible for Hitachi AT-300 trains with a battery to be able to run between Stansted Airport and Birmingham for CrossCountry.

Stansted and Ely – 38 miles – Electrified
Ely and Peterborough – 30.5 miles – Not Electrified
Through Peterborough – 6 miles – Electrified (ECML)
Peterborough and Leicester – 52 miles – Not Electrified
Leicester and Nuneaton – 19 miles – Not Electrified
Through Nuneaton – 3 miles – Electrified (WCML)
Nuneaton and Birmingham – 21 miles – Not Electrified

Note.

Trains would charge when running under electrification and also during station stops in Cambridge, Ely, Peterborough Leicester and Nuneaton.
Trains would automatically raise and lower their pantographs as required.
There may be scope to add sections of extra electrification.
For example, electrification of the MML could add as much as eight miles of electrification, through Leicester.

As much as forty percent of the route between Birmingham and Stansted could be electrified.

Sandy/St. Neots

It is planned that the East West Railway (EWR) and the ECML will cross at an interchange station somewhere in this area.

Consider.

Both stations are on the electrified ECML, so must have a top class electricity supply.

Bedford is 10 miles away.
The electrification South of Cambridge is about 20 miles away.

It would surely be possible to create an electrification island, where the two major routes cross at Sandy/St. Neots.

Scarborough

Consider.

Scarborough station would need a decent electricity supply.
Hull is 54 miles away.
York is 42 miles away.

With charging facilities at Scarborough battery-electric trains could be run to the seaside resort.

I also think it would be possible to run a direct service between London Kings Cross and Scarborough using Hitachi AT-300 trains with batteries, either via York or Hull.
TransPennine’s Hitachi trains could also read Scarborough from York, if fitted with batteries.

Would battery-electric trains between Hull, Scarborough and York attract more users of the services?

Sleaford

If required an electrified island could be placed at Sleaford station.

Sleaford would need a decent electricity supply.
The station is where the Nottingham and Skegness and Peterborough and Lincoln routes cross.
Grantham on the ECML is 18 miles away.
Lincoln is 21 miles away.
Nottingham is 40 miles away.
Peterborough is 35 miles away.
Skegness is 40 miles away.

Services through Sleaford would be run as follows.

As Lincoln and Peterborough are likely to both have the ability to charge trains, the Peterborough and Lincoln route can probably be run using a battery-electric train, that also charges during the stop at Sleaford.

To run the Nottingham and Skegness route, there will need to be a charging facility or an electrification island at Skegness, as forty miles is to far from an out and back from Sleaford on battery power. The section between Sleaford and Nottingham is easier, as there is a reverse at the fully-electrified Grantham station, where the trains could top-up their batteries.

York

York station is already an electrification island, as it is fully electrified.

Harrogate is 20 miles away, with Leeds another 18 miles further.
Hull is 52 miles away, with about 20 miles electrified.
Scarborough is 42 miles away.

It would appear that battery-electric trains could work the routes between Doncaster, Harrogate, Hull, Leeds, Scarborough and York.

Midland Main Line (East Midlands Railway)

Hitachi AT-300 Trains On The Midland Main Line

The Midland Main Line (MML) is a mixture of electrified and non-electrified sections. East Midlands Railway have chosen Hitachi Class 810 trains to cope with the mixed infrastructure.

There will be thirty-three five car trains.
They will have four diesel engines instead of three in the Class 800 trains.
They will have a redesigned nose.

Are East Midlands Railway ordering a dual-purpose design?

In the January 2020 Edition of Modern Railways, this is said about the bi-mode Hitachi Class AT-300 trains for Avanti West Coast.

Hitachi told Modern Railways it was unable to confirm the rating of the diesel engines on the bi-modes, but said these would be replaceable by batteries in future if specified.

Consider.

Both fleets of trains are for delivery in 2022.
Ease of manufacture would surely mean, that Hitachi would want the two fleets to be substantially the same.
A train with four engines could be needed to cruise at 125 mph on diesel.
Four engine slots would mean that, if you were replacing some engines with batteries, you’d have more flexibility.

Hitachi seem to be playing an inscrutable game.

This section entitled Powertrain in the Wikipedia entry for the Class 800 train, says this about the powertrain for Class 800/801/802 trains.

Despite being underfloor, the generator units (GU) have diesel engines of V12 formation. The Class 801 has one GU for a five to nine-car set. These provide emergency power for limited traction and auxiliaries if the power supply from the overhead line fails. The Class 800 and Class 802 bi-mode has three GU per five-car set and five GU per nine-car set. A five-car set has a GU situated under vehicles 2/3/4 and a nine-car set has a GU situated under vehicles 2/3/5/7/8.

Hitachi must have found a way to arrange four GUs under a Class 810 train.

They could be using slightly smaller engines. Smaller engines could be fitted to curb overheating.
The engines might be in pairs under vehicles 2 and 4, possibly sharing utilities like fuel tanks and cooling systems.

But as the vehicles are two metres shorter, it wouldn’t be a shoe-in.

When the trains are to be upgraded to battery electric trains, an appropriate number of GUs would be replaced by batteries.

I wouldn’t be surprised to find out that both Avanti West Coast and East Midlands Railway will have trains that can be converted from five-car bi-mode trains into battery-electric trains, with a range of between 55 and 65 miles.

As a control engineer, I believe that a battery could be made to be plug compatible with a GU.
An extra battery could be placed under vehicle 3, in the spare engine position.

I reckon that Hitachi’s quote of a sixty-five mile range would at 3 kWh per vehicle-mile need about one MWh of batteries.

That is 200 kWh per vehicle, so I feel it should be possible.

Electrification Of The Midland Main Line

Current plans for electrified sections of the MML are as follows.

London St. Pancras and Corby – 79.5 miles – Opening December 2020
London St. Pancras and Market Harborough – 83 miles – Opening December 2020
Clay Cross North Junction and Sheffield – 15.5 miles – To be built in conjunction with High Speed Two

The gap between Market Harborough and Clay Cross North Junction is about 66 miles.

Electrification Islands On The Midland Main Line

As with the ECML, there are several large and smaller stations along the MML, that can act as electrification islands to support either local services or long-distance services from London.

I will deal with the electrification islands, starting in London.

Bedford

In Looking At The East West Railway Between Bedford And Cambridge, I came to the conclusion, that the East West Railway (EWR) and the MML, would share electrified tracks through Bedford station.

There are also rumours of electrification of the East West Railway, which I wrote about in EWR Targets Short-Term Fleet Ahead Of Possible Electrification, after an article in Rail Magazine with the same title.
But even so Bedford and Cambridge are only thirty miles apart, which is well within the capability of a battery-electric train.
Continuing to the West on the EWR, it is under twenty miles to the electrification at Bletchley on the West Coast Main Line (WCML).

It looks to be that battery-electric trains running on the EWR would be able to charge their batteries as they pass through Bedford.

It does appear to me, that the EWR chose a route through Bedford that would make this feasible.
It would also be relatively easy to electrify the EWR to the East and/or West of Bedford to increase the time using electrification, to fully charge the trains.
As Cambridge and Bletchley are around fifty miles apart, this journey between two fully-electrified stations, would be possible for a battery-electric train, especially, if it were able to take a sip of electricity in the possible stops at Bedford and Sandy or St. Neots.

If in the end, it is decided to electrify the EWR, Bedford would surely be a location, with enough power to feed the electrification.

Leicester

Leicester station is an important station on the MML.

But it would be a difficult station to electrify because of a bridge with limited clearance.

In Discontinuous Electrification Through Leicester Station, I discussed how the following.

Discontinuous electrification through Leicester station.
Electrification between Leicester and Derby stations.
Electrifying the High Speed Two route between Clay Cross Junction and Sheffield.

Would allow Hitachi Class 810 trains, equipped with batteries to run between London and Sheffield on electric power alone.

East Midlands Parkway

East Midlands Parkway station is nineteen miles North of Leicester station.

This Google Map shows its unique position.

Ratcliffe-on-Soar power station is the eighteenth highest emitter of CO2 in Europe and will surely be closed soon.

But then, a power station, will have a good connection to the National Grid, ensuring there could be plenty of power for electrification, even after the current power station is long gone, as it will surely be replaced by another power station or energy storage.

East Midlands Parkway station is also well-connected.

Clay Cross North Junction is 31 miles away.
Derby is 10 miles away.
Leicester is 18 miles away.
Nottingham is 8 miles away.
Sheffield is 47 miles away.

It should be possible to reach all these places on battery-power from East Midlands Parkway.

Electrification Between Leicester And East Midlands Parkway

The more I look at this stretch of the MML, the more I feel that this eighteen mile stretch should be electrified to create what could become a linear electrification island.

Consider.

It is a 125 mph multi-track railway across fairly flat countryside.
Connecting electrification to the grid is often a problem, but Ratcliffe-on-Soar power station is adjacent to East Midlands Parkway station.
The section is only eighteen miles long, but this is surely long enough to fully-charge a battery train speeding to and from the capital.
There are only four intermediate stations; Syston, Sileby, Barrow-on-Soar and Loughborough.
The engineering for gauge clearance and electrification, looks to be no more difficult, than it will be between Kettering and Market Harborough.
Between Leicester and Market Harborough stations is only sixteen miles.
Between East Midlands Parkway and Nottingham is only eight miles, so it would be possible for Nottingham services to run without a charge at Nottingham station.
Between East Midlands Parkway and Derby is only ten miles, so it would be possible for Derby services to run without a charge at Derby station.
Between East Midlands Parkway and the shared electrified section with High Speed Two at Clay Cross North Junction is thirty-one miles, so it would be possible for Sheffield services to be run without using diesel, once the shared electrification is complete between Clay Cross North Junction and Sheffield.
Battery-electric trains between East Midlands Parkway and Clay Cross North Junction could also use the Erewash Valley Line through Ikeston, Langley Mill and Alfreton.
There would be no need to electrify through the World Heritage Site of the Derwent Valley Mills that lies between Derby and Clay Cross North Junction, as trains will be speeding through on battery power. Electrifying through this section, might be too much for some people.
If the trains can’t switch between battery and overhead electrification power, the changeover can be in Leicester and East Midlands Parkway stations. However, I believe that Hitachi’s AT-300 trains can do the changeover at line speed.

The electrification could also be used by other services.

Between Corby and Syston North Junction is only thirty-six miles, so it would be possible to run electric services between London St. Pancras and Derby, Nottingham and Sheffield via Corby, if the main route were to be blocked by engineering work.
Between Peterborough and Syston East Junction is forty-seven miles, so it should be possible to run CrossCountry’s Stansted Airport and Birmingham service using battery-electric trains. If the train could leave Leicester with a full battery, both Birmingham New Street and Peterborough should be within range.
East Midlands Railway’s Lincoln and Leicester service run for a distance of sixty-one miles via East Midlands Parkway, Nottingham and Newark stations. Electrification between Leicester and East Midlands Parkway, would mean there was just forty-two miles to do on battery power. An electrification island at Lincoln would charge the train for return.

Battery-electric trains with a range of between 55 and 65 miles would really open up the East Midlands to electric services if between Leicester and East Midlands Parkway were to be electrified.

London And Sheffield In A Battery-Electric Class 810 Train

This is speculation on my part, but I think this could be how trains run London to Sheffield before 2030.

London to Market Harborough – 83 miles – Using electrification
Switch to battery power at line speed.
Market Harborough to Leicester – 16 miles – Using battery power
Switch to electrification in Leicester station
Leicester to East Midlands Parkway – 19 miles – Using electrification
Switch to battery power at line speed.
East Midlands Parkway to Clay Cross North Junction – 31 miles – Using battery power
Switch to electrification at line speed.
Clay Cross North Junction to Sheffield – 15.5 miles – Using electrification

Note.

118 miles would be run using electrification and 47 miles using battery power.
Battery power has been used to avoid the tricky electrification at Leicester station and along the Derwent Valley.

I don’t believe any of the engineering will be any more difficult, than what has been achieved on the MML in the last year or so.

Nottingham

Consider

Nottingham station would probably have access to a reliable electricity supply, as Nottingham is a large city of over 300,000 people.
Nottingham station has a comprehensive network of local services.
Nottingham station has an excellent connection to Nottingham Express Transit.
Birmingham New Street is 57 miles away, via Derby and Burton.
Burton-on-Trent is 27 miles away.
Derby is 16 miles away.
Grantham is 23 miles away.
Lincoln is 34 miles away.
Matlock is 33 miles away.
Newark is 17 miles away.
Sheffield is 40 miles away.
Worksop is 32 miles away.
Most of these local services are run by East Midlands Railway, with some services run by Northern and CrossCountry.
Some services run back-to-back through Nottingham.

I feel very strongly that if charging is provided in Nottingham, when trains turnback or pass through the station, that many of the local services can be run by battery-electric trains.

Previously, I have shown, that if between Leicester and East Midlands Parkway is electrified, then services between London and Nottingham, can be run by battery-electric trains.

There is also a fall-back position at Nottingham, as the local services could be run by hydrogen-powered trains.

Sheffield

Sheffield station would at first glance appear to be very similar to Nottingham.

Sheffield station would probably have access to a reliable electricity supply, as Sheffield is a large urban area of 700,000 people.
Sheffield station has a comprehensive network of local services.
Sheffield station has an excellent connection to the Sheffield Supertram.

But it looks like Sheffield station will see the benefits of electrification the Northern section of the MML from Clay Cross North Junction.

The 15.5 miles of electrification will be shared with the Sheffield spur of High Speed Two.
Currently, trains take sixteen minutes between Sheffield and Clay Cross North Junction.
Electrification and an improved high-speed track will allow faster running, better acceleration and a small saving of time.
A Sheffield train will be charged going to and from Sheffield, so will leave Clay Cross North Junction for Derby and the South with full batteries.
There must also be opportunities for local trains running between Sheffield and Class Cross Junction North to use the electrification and be run by battery-electric trains.

Current destinations include.

Derby is 36 miles away.
Doncaster is 19 miles away.
Huddersfield is 36 miles away.
Leeds is 45 miles away.
Lincoln is 49 miles away.
Manchester Piccadilly is 42 miles away.
Nottingham is 40.5 miles away.

Note.

Doncaster, Leeds and Manchester Piccadilly stations are fully electrified.
Work on electrifying Huddersfield and Leeds will start in a year or so, so Huddersfield will be electrified.
I am firly sure that Lincoln and Nottingham will have enough electrification to recharge and turn trains.
Some routes are partially electrified.

As with Nottingham, I am fairly sure, that local services at Sheffield could be run by battery-electric trains. And the same fall-back of hydrogen-powered trains, would also apply.

Sheffield And Manchester Piccadilly In A Battery-Electric Train

Consider.

Once Sheffield and Clay Cross North Junction is electrified in conjunction with High Speed Two, at least five miles of the Hope Valley Line at the Sheffield end will be electrified.
It may be prudent to electrify through Totley Tunnel to increase the electrification at Sheffield to ten miles.
The route via Stockport is 43 miles long of which nine miles at the Manchester End is electrified.
The route via Marple is 42 miles long of which two miles at the Manchester End is electrified.

There would appear to be no problems with running the TransPennine Express service between Manchester Airport and Cleethorpes using battery-electric trains, as from Hazel Grove to Manchester Airport is fully electrified and in the East, they can charge the batteries at Sheffield, Doncaster and a future electrification island at Cleethorpes.

The Northern service between Manchester Piccadilly and Sheffield could be run using battery-electric trains with some more electrification at the Manchester End or an extended turnback in Manchester Piccadilly.

Transport for Manchester has plans to run improve services at their end of the Hope Valley Line, with tram-trains possible to Glossop and Hadfield.

It would probably be worthwhile to look at the Hope Valley Line to make sure, it has enough future capacity. I would suspect the following could be likely.

More electrification.
More stations.
Battery-electric trains or tram-trains from Manchester to Glossop, Hadfield, New Mills Central, Rose Hill Marple and Sheffield.

I would suspect one solution would be to use more of Merseyrail’s new dual-voltage Class 777 trains, which have a battery capability.

Sheffield And Nottingham In A Battery-Electric Train

Consider.

Once Sheffield and Clay Cross North Junction is electrified in conjunction with High Speed Two, 15.5 miles of the route will be electrified.
The total length of the route is 40.5 miles.
There are intermediate stops at Dronfield, Chesterfield, Alfreton, Langley Mill and Ilkeston.
Currently, journeys seem to take around 53 minutes.

I think it would be likely that the battery would need to be topped up at Nottingham, but I think a passenger-friendly timetable can be developed.

West Coast Main Line (Avanti West Coast)

Hitachi AT-300 Trains On The West Coast Main Line

The West Coast Main Line (WCML) is a mainly electrified and with some non-electrified extended routes. Avanti West Coast have chosen Hitachi AT-300 trains to cope with infrastructure.

There will be ten seven-car electric trains.
There will be thirteen five-car bi-mode trains.

As these trains will be delivered after East Midlands Railway’s Class 810 trains and East Coast Trains’ Class 803 trains, the following questions must be asked.

Will the trains have the redesigned nose of the Class 810 trains?
Will the bi-mode trains have four diesel engines (Class 810 trains) or three ( Class 800 trains)?
Will the electric trains ordered by First Group companies; Avanti West Coast and East Coast Trains be similar, except for the length?

I would expect Hitachi will want the trains to be as similar as possible for ease of manufacture.

Electrification Islands On The West Coast Main Line

As with the ECML and the MML, there are a couple of large and smaller stations along the WCML, that can act as electrification islands to support either local services or long-distance services from London.

I will deal with the electrification islands, starting in London.

Watford Junction

Watford Junction station is already an electrification island, as it is fully electrified.

St. Albans Abbey is 6.5 miles away.
It would be possible to develop a battery-electric service to Aylesbury via Rickmansworth and Amersham, with is a distance of under 25 miles, if this was desired. I wrote about this service in Hertfordshire County Council’s Aspiration For A Watford Junction And Aylesbury Service.

Services around Watford Junction have possibilities to be expanded and improved using battery-electric trains.

Milton Keynes

Milton Keynes Central station is already an electrification island, as it is fully electrified.

East West Railway services will call at Bletchley and not Milton Keynes.
There may be a connection between East West Rail and High Speed Two at Calvert station, which is 15 miles away.
Milton Keynes will get a service from Aylesbury, which is 22 miles away.

There may be possibilities to link Watford Junction and Milton Keynes via Aylesbury using battery-electric trains to give both places a connection to High Speed Two at a new Calvert station.

April 8, 2020 Posted by AnonW | Transport | Bedford Station, BOAC, British Airways, East Coast Main Line, East Coast Trains, East West Railway, Electrification, Electrification Island, High Speed Two, Imperial Airways, Leicester Station, Midland Main Line | 2 Comments

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