Plans For £100m Coventry To Nottingham Rail Link Announced
The title of this post, is the same as that of this article on the BBC.
This is the first two paragraphs.
A £100m scheme to reconnect three Midlands cities by rail could be running by 2025, subject to funding, according to a regional transport group.
Midlands Connect said it had completed a strategic business case for a direct link between Coventry, Leicester and Nottingham.
The article also says this about the route.
The group said there was a “strong case” for the project and it had narrowed it down to two – one which called at the Warwickshire town of Nuneaton and one which ran direct between the three cities.
In A Potential Leicester To Coventry Rail Link, which I wrote in February 2019, I talked about this link and came to the conclusion it was feasible.
But things have moved on in those two years and these are my updated thoughts.
Via Nuneaton Or Direct
This Google Map shows the rail layout to the South of Nuneaton station.
Note.
- The multi-track electrified railway running North-West and South-East is the Trent Valley section of the West Coast Main Line.
- Branching off to the South-West is the Coventry and Nuneaton Line.
- Branching off to the South-East is the line to Leicester.
Nuneaton station is off the map to the North on the West Coast Main Line.
Unfortunately, services to Coventry and Leamington Spa call in Platform 1 on the Western side of the station and services between Leicester and Birmingham call in platforms 6 and 7 on the Eastern side.
This probably rules out a clever solution, where perhaps an island platform, has Birmingham and Leicester services on one side and Coventry and Leicester services on the other.
This Google Map shows Nuneaton station.
Note.
- Platform 6 and 7 form the island platform on the North-East side of the station.
- Birmingham trains call in Platform 6.
- Leicester trains call in Platform 7.
The track layout for Platforms 6 and 7 appears comprehensive with crossovers allowing both platforms to be used for services to both cities.
This Google Map shows the crowded track layout to the South of the station.
The only possibility would appear to be a single track dive-under that connected Platform 6 and/or 7 to the Coventry and Nuneaton Line on the other side of the West Coast Main Line.
I feel that costs would rule it out.
I suspect that a direct solution cutting out Nuneaton might be possible.
This Google Map shows the three routes diverging to the South of Nuneaton station.
It might be possible to connect the Coventry and Leicester Lines, but the curve might be too tight.
The alternative could be to build a dive-under that would connect Platform 1 to the Leicester Line.
- It would appear that it could be the easiest and most affordable option.
- Trains would reverse in Nuneaton station.
It is certainly a tricky problem, but I do believe there is a simple cost-effective solution in there somewhere.
Nuneaton Parkway Station
This page on Coventry Live gives some information about the proposed Nuneaton Parkway station.
There is also a proposed station, to be called Nuneaton Parkway, situated off the A5 between Hinckley and Nuneaton.
This Google Map shows the area where the A5 crosses the Birmingham-Peterborough Line, that runs between Hinckley and Nuneaton..
This must surely be one of the best sites to build a new Parkway station in the UK.
- The triangular site is a waste transfer station operated by Veolia Environmental Services UK.
- It has a direct connection to the A5, which could be easily improved, with perhaps a roundabout.
- Doing a crude estimate from the Google Map, I calculate that the site is about sixteen hectares, which is surely a good size for a Parkway station.
- There’s even quite a lot of new housing within walking and cycling distance.
It would also appear that the station could be built on this site without major disruption to either road or rail traffic.
The Stations And Timing
This document on the Midlands Connect web site, gives their aims for the service.
- Coventry and Leicester – 38 minutes from 54 minutes with one change.
- Coventry and Loughborough – 50 minutes from 88 minutes with otwo changes.
- Coventry and East Midlands Parkway – 56 minutes from 104 minutes with otwo changes.
- Coventry and Nottingham – 70 minutes from 108 minutes with otwo changes.
The service would have a frequency of two trains per hour (tph).
If the train did the same station stops as the current services between Coventry and Leicester, it could stop at all or a selection of the following intermediate stations.
- South Wigston
- Narborough
- Hinckley
- Nuneaton
- Bermuda Park
- Bedworth
- Coventry Arena
The total time would appear to be around fifty minutes, with 28 minutes for Leicester to Nuneaton and 22 minutes from Nuneaton to Coventry. Although the BBC article says that Coventry and Leicester would drop from the current 54 minutes to 38 minutes.
Currently services between Leicester and Birmingham New Street stations are run by CrossCountry.
- One tph – Birmingham New Street and Cambridge or Stansted Airport
- One tph – Birmingham New Street and Leicester
Note that not all intermediate stations receive a two tph service.
Would a two tph service between Leicester and Coventry enable all the stations on the route to have a two tph service?
The Current Leicester And Nottingham Service
Currently the following services run between Leicester and Nottingham.
- 1 tph – EMR InterCity – Direct
- 1 tph – EMR InterCity – Via Loughborough, East Midlands Parkway and Beeston
- 1 tph – EMR Regional – Via Syston, Sileby, Barrow-upon-Soar, Loughborough, East Midlands Parkway, Attenborough and Beeston
Note.
- Timings vary between 23 and 49 minutes.
- Four tph between Leicester and Nottingham would be a Turn-Up-and-Go service that would attract passengers.
- The BBC article is indicating a Coventry and Nottingham time of 70 minutes, which would indicate a Leicester and Nottingham time of 32 minutes, which would appear to be in-line with the EMR Intercity service that stops at Loughborough, East Midlands Parkway and Beeston.
It looks to me that a fourth semi-fast service between Leicester and Nottingham would not be a bad idea.
But Midlands Connect are proposing two extra tph between Coventry and Nottingham.
A Coventry And Nottingham Service
Consider.
- An two tph service would fit in well and give a Turn-Up-and-Go service between Leicester and Nottingham.
- The Coventry and Nottingham time of 70 minutes indicates that the train would need to be to EMR InterCity standard.
- If there is an allowance of twenty minutes at either end of the route, this would indicate a round trip of three hours.
This standard of service would need an operational fleet of six five-car Class 810 trains or similar for a frequency of two tph.
I very much feel that there should be electrification of the Midland Main Line between Leicester and either East Midlands Parkway or Derby.
This would mean that the Coventry and Nottingham route would break down as follows.
- Coventry and Nuneaton – 19,2 miles – No electrification
- Nuneaton and Leicester – 18.8 miles – No electrification
- Leicester and East Midlands Parkway – 19.1 miles – Possible electrification
- East Midlands Parkway and Nottingham – 8.4 miles – No electrification
Note that electrification is already available at Coventry and Nuneaton.
The Coventry and Nottingham route would appear to be possible with battery-electric trains, after the route between Leicester and East Midlands Parkway is electrified.
An Improved Birmingham And Cambridge Service
If Nottingham and Coventry needs a fast two tph service stopping at the major towns and cities in between, surely Birmingham and Cambridge need a similar service.
- It could call at Nuneaton, Leicester, Melton Mowbray, Oakham, Stamford, Peterborough, Ely and Cambridge North.
- Some services could be extended to Stansted Airport.
- It would have a frequency of two tph.
The Birmingham and Cambridge route would break down as follows.
- Birmingham and Nuneaton – 21 miles – No electrification
- Nuneaton and Leicester – 18.8 miles – No electrification
- Leicester and Peterborough – 40 miles – No electrification
- Peterborough and Ely – 30.5 miles – No electrification
- Ely and Cambridge – 14.7 miles – Electrified.
Note that electrification is already available at Birmingham, Nuneaton and Peterborough.
The Birmingham and Cambridge route would appear to be possible with battery-electric trains, if Leicester station were to be electrified.
Midland Connect’s Proposed Leeds and Bedford Service
I wrote about this service in Classic-Compatible High Speed Two Trains At East Midlands Hub Station.
It would run between Leeds and Bedford stations.
It would use the Midland Main Line between Bedford and East Midlands Hub stations.
It would use High Speed Two between East Midlands Hub and Leeds stations.
It would stop at Wellingborough, Kettering, Market Harborough, Leicester, Loughborough and East Midlands Hub stations.
- The service frequency could be hourly, but two trains per hour (tph) would be better.
- Leicester and Leeds would take 46 minutes.
Obviously, it wouldn’t run until the Eastern Leg of High Speed Two opens, but it could open up the possibility of Coventry and Leeds in under ninety minutes.
Driving takes over two hours via the M1.
Conclusion
This looks to be a very feasible and fast service.
It also illustrates how extending the electrification on the Midland Main Line can enable battery-electric trains to provide connecting services.
Enough electrification at Leicester and a few miles North of the station to fully charge passing trains would probably be all that is needed.
DfT To Have Final Say On Huddersfield Rebuild Of Rail Station And Bridges
The title of this post, is the same as that of this article on Rail Technology Magazine.
This is the first paragraph.
As part of the £1.4bn Transpennine Route Upgrade. Transport Secretary Grant Shapps is to rule on planned changes to Huddersfield’s 19th century rail station and not the Kirklees council, in what is to be a huge revamp of the line between Manchester and York.
According to the article eight bridges are to be replaced or seriously modified.
As Huddersfield station (shown) is Grade I listed and three other Grade II listed buildings and structures are involved, I can see this project ending up with a substantial bill for lawyers.
But then, to have a world-class railway across the Pennines, a few eggs will need to be broken.
Electric Trains Across The Pennine
This page on the Network Rail web site describes the Huddersfield To Westtown (Dewsbury) Upgrade.
When the upgrade and the related York To Church Fenton Improvement Scheme is completed, the TransPennine route between Huddersfield and York will be fully-electrified.
As Manchester To Stalybridge will also have been electrified, this will mean that the only section without electrification will be the eighteen miles across the Pennines between Stalybridge and Huddersfield.
Will this final eighteen miles ne electrified?
Eighteen miles with electrification at both ends will be a short jump for a Hitachi Intercity Tri-Mode Battery Train, the specification of which is shown in this Hitachi infographic.
The Class 802 trains of TransPennine Express are able to be converted into these trains.
The trains could work these routes.
- Liverpool Lime Street and Scarborough
- Manchester Airport and Redcar
- Liverpool Lime Street and Edinburgh via Newcastle
- Manchester Airport and Newcastle
- Manchester Piccadilly and Hull
- Manchester Airport and Cleethorpes
Note.
- I suspect some more Class 802 trains with batteries will be needed.
- The trains would either use battery or diesel power to reach Hull, Redcar and Scarborough or there could be a few miles of electrification to stretch battery range.
- Will the Class 68 diesel locomotives be replaced with Class 93 tri-mode locomotives to haul the Mark 5A coaches to Scarborough.
- Manchester Airport and Cleethorpes could be a problem and will probably need some electrification around Sheffield and Grimsby.
This would just mean TransPennine’s two short routes to be decarbonised.
- Manchester Piccadilly and Huddersfield
- Huddersfield and Leeds
As except for the eighteen mile gap between Stalybridge and Huddersfield, these two routes are fully-electrified, I suspect that a battery-electric version of a 110 mph electric train like a Class 387 or Class 350 train could run these routes.
Conclusion
It looks like if these sections of the TransPennine Express network are upgraded and electrified.
- York and Church Fenton
- Huddersfield and Westtown
- Manchester and Staylebridge
Together with a few extra miles of electrification at strategic points, that TransPennine Express will be able to decarbonise.
Dartmoor Rail Service Reopens This Year In Reversal Of Beeching Cuts
The title of this post is the same as that of this article on The Times.
This is the introductory paragraph.
A largely redundant Victorian railway line will be reopened this year as part of plans to resurrect routes closed in the infamous Beeching cuts.
This line was always likely to be one of the first to reopen, as there is a terminal station at Okehampton, with a bus interchange and other facilities, that has been hosting a service from Exeter on summer Sundays for some years.
The BBC have a reporter there this morning and the station looks in better condition, than some I could name.
This paragraph from The Times describes works to be done.
Network Rail said engineers would start a range of works including improvements to drainage, fencing by the trackside, rebuilding embankments and upgrading Okehampton station. Some 11 miles of track will also be replaced. It is envisaged that test trains will run later this year before it fully reopens to passengers.
Some of the BBC footage, showed a great pile of new track by the station, so it looks like Network Rail are starting to relay the track.
It is hoped to run a one train per two hour service by the end of the year, which could go hourly next year.
In Okehampton Railway Return ‘Clear Reality’ After £40m Commitment In Budget, I said more about this reopening project and I speculated that both Okehampton and Barnstaple services will terminate at Exmouth Junction, as the Barnstaple services do now.
Barnstaple has roughly an hourly service from Exeter and to run two hourly services between Exeter and Coleford Junction, where the two routes divide, may need extra work to be done, so that trains can pass each other at convenient points.
This extra work probably explains, why the service won’t be hourly until next year.
I do wonder, if this reopening also enables other improvement and possibilities.
Meldon Quarry
Meldon Quarry used to be an important source of track ballast for British Rail and it is situated a few miles past Okehampton.
This Google Map shows Meldon Quarry and Okehampton.
Note.
- Meldon Quarry is in the South-West corner of the map marked by a red marker.
- To its West is Meldon Viaduct, which is part of the old railway line between Okehampton and Plymouth, which is now a walking and cycling route.
- The town of Okehampton is in the North-East of the map.
- Okehampton station is in the South-East of the town close to the A 30.
I wouldn’t be surprised to find, that Network Rail are upgrading the line to Okehampton, so that if they need to obtain quality track ballast from Meldon Quarry, it would not require upgrades to the track East of Okehampton.
Okehampton Camp
Note Okehampton Camp to the South of Okehampton.
Many Army bases like this one need heavy vehicles to be transported to and from the base.
Have Network Rail future-proofed the design of the route to Okehampton, so that heavy vehicles can be transported to the area?
A Railhead For North Devon And North Cornwall
There are two main roads between Exeter and Cornwall.
- The A30 goes to the North of Dartmoor and via Launceston
- The A38 goes to the South of Dartmoor and then via Plymouth
In the past, I’ve always driven to and from Cornwall via the Northern route and I describe one journey in Dancing with Hippopotami.
This Google Map shows the A30, as it passes Okehampton.
Note that although the station and the A30 are physically close, there would be a few minutes to drive between the two.
But I do feel there is scope to create an appropriate transport interchange between.
- Trains to and from Exeter.
- Buses and coaches to North Cornwall and North Devon.
- Cars on the A30.
It could effectively become a parkway station.
An Alternative Route In Case Of Trouble Or Engineering Works At Dawlish
Bodmin Parkway and Okehampton stations are about 43 miles apart and I suspect a coach could do the journey in around fifty minutes.
Would this be a sensible alternative route in times of disruption?
- It is dual-carriageway all the way.
- Okehampton station can certainly handle a five-car Class 802 train and could probably be improved to handle a nine- or even ten-car train.
- Trains from London could get to Okehampton with a reverse at Exeter St. Davids.
I don’t know the area well, but it must be a possibility.
Could Okehampton Have A London Service?
As I said in the previous section, it looks like Okehampton station can handle five-, nine- and possibly ten-car Class 802 trains and there are many pictures of Great Western Railway’s InterCity 125s or HSTs at Okehampton station in years gone by.
I think it would be feasible to run a small number of services between Okehampton and London.
- The service would have to reverse at Exeter St. Davids station.
- As one service every two hours runs between London Paddington and Exeter St. Davids stations, a service to Okehampton could be run as an extension to the current Exeter service.
- It could also stop at Crediton station.
There must also be the possibility of running a pair of five car trains from Paddington, that split at Exeter St. Davids, with one service going to Okehampton and the second one to Paignton.
- Exeter St. Davids and Paignton are 26.3 miles apart and a fast train takes 34 minutes
- Exeter St. Davids and Okehampton are probably a slightly shorter distance.
I suspect that a sensible timetable could be devised.
The specification of the Hitachi InterCity Tri-Mode Train is given in this Hitachi infographic.
Note.
- It is intended to run these trains to Exeter, Plymouth and Penzance.
- The range of the train on batteries is not given.
These trains could use a mixture of diesel and battery power to travel to and from Okehampton and Paignton.
But I also believe that as Hitachi develop this train and batteries have an increased capacity, that it will be possible for the trin to do a round trip from Exeter to Okehampton or Paignton without using diesel, provided the train can leave Exeter with a full battery.
According to Hitachi’s infographic, the train will take 10-15 minutes to fully charge at a station like Exeter. But that would add up to fifteen minutes to the timetable.
I feel if the roughly thirty-five miles of track between Exeter St Davids station and Cogload Junction, which is to the North of Taunton, were to be electrified, then this would mean.
- Trains would be fully charged for their excursions round Devon.
- Trains would be fully charged for onward travel to Plymouth and Penzance.
- Trains going to London would leave Taunton with full batteries to help them on their way on the ninety mile stretch without electrification to Newbury.
- Trains going between Exeter and Bristol could take advantage of the electrification.
Eventually, this section of electrification might even help to enable trains to run between London and Exeter without using diesel.
As the railway runs alongside the M5 Motorway, this might ease planning for the electrification.
The gap in the electrification between Cogload Junction and Newbury could be difficult to bridge without using diesel.
- Cogload Junction and Newbury are 85 miles apart.
- I’ve never seen so many bridges over a railway.
- I actually counted twenty-one bridges on the twenty miles between Westbury and Pewsey stations.
- I suspect some will object, if some of the bridges are replaced with modern ones.
- There would be a lot of disruption and expense, if a large proportion of these bridges were to be replaced.
- Currently, Great Western Railway run expresses to Exeter, Plymouth and Penzance via Taunton and Newbury.
I think, there needs to be some very radical thinking and low cunning to solve the problem.
- Battery technology and the best efforts of engineers from Hitachi and Hyperdrive Innovation may stretch the battery range sufficiently.
- It might be possible to extend the electrification at the Newbury end to perhaps Bedwyn, as there are only a few bridges. This would shorten the distance by up to thirteen miles.
- It may also be possible to extend the electrification at the Taunton end.
- I would expect some bridges could be dealt with using discontinuous electrification techniques.
But I believe that full electrification between Newbury and Cogload junction might be an extremely challenging project.
There must also be the possibility of using lightweight overhead line structures, where challenges are made about inappropriate overhead gantries.
There is also a video.
Note.
- Electrification doesn’t have to be ugly and out-of-character with the surroundings.
- The main overhead structure of this gantry is laminated wood.
These gantries would surely be very suitable for the following.
- Electrifying secondary routes and especially scenic ones.
- Electrifying single lines and sidings.
- Electrifying a bay platform, so that battery electric trains could be charged.
Innovative design could be one of the keys to more electrification.
Cardiff Bridge Avoids £40m Demolition Thanks To Electric Resistant Paint
When I first saw this headline on this press release on the Network Rail web site, I felt it sounded too good to be true.
This is the introductory paragraph.
In a world first, electric resistant paint combined with voltage-controlled clearance (VCC) has helped make a Victorian railway bridge usable by new electric trains, avoiding weeks of passenger disruption and train delays in the process.
I think this is the bridge.
Note.
- The South Wales Main Line runs East-West, with Cardiff Central station to the West.
- The track between Cardiff Queen Street and Cardiff Bay stations runs North-South, with Cardiff Queen Street station to the North.
- The two rail lines cross over a canal.
- The site is surrounded by new high-rise buildings.
- The clearance been the bridge and the main line underneath appeared to be too tight for electrification to be fitted.
But by using the combination of technologies, as stated in the introductory paragraph, Network Rail were able to squeeze the wires through, which didn’t need the bridge to be demolished and rebuilt on a tricky site.
I can see that railways and other places, where high-voltage cables are close to metal structures, will be able to find lots of uses for Southampton University’s “Magic Paint”
Riding Sunbeams To Finance Railway Connected 3.75MW Community Solar Farm With £2.5m Grant
The title of this post, is the same as that of this article on Solar Power Portal.
This is the introductory paragraph.
The 3.75MW Cuckmere Community Solar Farm is to directly power the Eastbourne-London mainline railway in a world-first project.
This is certainly good news for Riding Sunbeams, who have been promoting the concept of powering railway electrification using solar power.
This Google Map shows the location.
Note.
- The 3.5 MW Berwick Solar Farm is to the North of Arlington reservoir.
- Berwick station and the mainline between London and Eastbourne is in the South East corner of the map.
- There is also Wilbees Solar Park to the South East of the reservoir.
If you look on Real Time Trains, there is usually around five or six trains per hour in both directions. As each train needs about a MW of power, the Berwick Solar Farm probably has a useful market for its power.
The Cuckmere Community Solar Company has developed the farm and has some interesting information on their web site.
Conclusion
I can’t really make up my mind about Riding Sunbeams.
Their heart is definitely in the right place, but there hasn’t been much take-up of the idea, as of now!
In this project, they would appear to have been more of an enabling company, who connected a solar farm to Network Rail’s infrastructure to the benefit of both parties.
As an electrical and control engineer, I can’t help feeling that there should be substantial energy storage in there somewhere.
Northern Powerhouse Rail – Connecting Sheffield To HS2 And On To Leeds
In this article on Transport for the North, which is entitled Northern Powerhouse Rail Progress As Recommendations Made To Government, one of the recommendations proposed for Northern Powerhouse Rail is connecting Sheffield to High Speed Two and on to Leeds.
Northern Powerhouse Rail’s Objective For The Sheffield and Leeds Route
Wikipedia, other sources and my calculations say this about the trains between Leeds and Sheffield.
- The distance between the two stations is 39 miles
- The current service takes around 40 minutes and has a frequency of one train per hour (tph)
- This gives an average speed of 58.5 mph for the fastest journey.
- The proposed service with Northern Powerhouse Rail will take 28 minutes and have a frequency of four tph.
- This gives an average speed of 84 mph for the journey.
This last figure of 84 mph, indicates to me that a fast route will be needed.
But given experience of 100 mph lines in other parts of the UK, 100 mph trains and infrastructure could make this demanding objective of twenty-eight minutes between Sheffield and Leeds a reality
Connecting Sheffield To High Speed Two
Sheffield is to be accessed from a branch off the Main High Speed Two route to Leeds.
This map clipped from High Speed Two’s interactive map, shows the route of the Sheffield Branch, from where it branches North West from the main Eastern Leg of High Speed Two.
Note.
- Orange indicates new High Speed Two track.
- Blue indicates track that High Speed Two will share with other services.
- The orange route goes North to Leeds, along the M1
- The blue route goes North to Chesterfield and Sheffield, after skirting to the East of Clay Cross.
- The orange route goes South to East Midlands Hub station.
This second map, shows where the Erewash Valley Line joins the Sheffield Branch near the village of Stonebroom.
Note.
- Red is an embankment.
- Yellow is a cutting.
- The Sheffield Branch goes North-West to Clay Cross, Chesterfield and Sheffield
- The Sheffield Branch goes South-East to East Midlands Hub station.
- The Sheffield Branch goes through Doe Hill Country Park.
- The Sheffield Branch runs alongside the existing Erewash Valley Line, which goes South to Langley Mill, Ilkeston and the Derby-Nottingham area.
The Sheffield Branch and the Erewash Valley Line appear to share a route, which continues round Clay Cross and is shown in this third map.
Note
- Doe Hill Country Park is in the South-East corner of the map.
- The dark line running North-South is the A61.
- Running to the West of the A61 is the Midland Main Line, which currently joins the Erewash Valley Line at Clay Cross North junction.
High Speed Two and the Midland Main Line will share a route and/or tracks from Clay Cross North junction to Sheffield.
This fourth map, shows where the combined route joins the Hope Valley Line to Manchester to the South West of Sheffield.
Note.
- Sheffield is to the North East.
- Chesterfield is to the South East,
- Totley junction is a large triangular junction, that connects to the Hope Valley Line.
These are some timings for various sections of the route.
- Clay Cross North Junction and Chesterfield (current) – 4 minutes
- Clay Cross North Junction and Sheffield (current) – 17 minutes
- Chesterfield and Sheffield (current) – 13 minutes
- Chesterfield and Sheffield (High Speed Two) – 13 minutes
- East Midlands Hub and Chesterfield (High Speed Two) – 16 minutes
- East Midlands Hub and Sheffield (High Speed Two) – 27 minutes
As Class Cross North Junction and Sheffield are 15.5 miles, this means the section is run at an average speed of 53 mph.
Can I draw any conclusions from the maps and timings?
- There would appear to be similar current and High Speed Two timings between Chesterfield and Sheffield.
- The various junctions appear to be built for speed.
The Midland Main Line will be electrified from Clay Cross North Junction to Sheffield, so that High Speed Two trains can use the route.
What will be the characteristics of the tracks between Clay Cross North Junction and Sheffield?
- Will it be just two tracks as it mainly is now or will it be a multi-track railway to separate the freight trains from the high speed trains?
- Will it have a high enough maximum speed, so that East Midland Railway’s new Class 810 trains can go at their maximum speed of 140 mph?
- Will it be capable of handling a frequency of 18 tph, which is the maximum frequency of High Speed Two?
Surely, it will be built to a full High Speed Two standard to future-proof the line.
Before finishing this section, I will answer a few questions.
Would It Be Possible For Class 810 Trains Fitted With Batteries To Run Between London St. Pancras And Sheffield?
East Midlands Railway’s new Class 810 trains could be fitted with batteries to become Regional Battery Trains with the specification, given in this Hitachi infographic.
Note.
- This would give the trains a range of 90 kilometres or 56 miles on batteries, if a number of diesel engines were exchanged for batteries.
- The trains would only be a few mph slower on batteries, than the current Hitachi trains on diesel.
- The Class 810 trains have four diesel engines. Is this to enable 125 mph running on diesel?
By perhaps replacing two diesel engines with batteries and using the remaining two diesel engines as range extenders or some other combination, I feel that Hitachi might be able to obtain a longer self-powered range for the train.
Consider.
- Between Sheffield and Clay Cross North Junction will be fully-electrified and at 15.5 miles, it will be long enough to fully-charge the batteries on the train.
- Between London St. Pancras and Market Harborough will be fully-electrified and at 83 miles, it will be long enough to fully-charge the batteries on the train.
- The section between Market Harborough and Clay Cross North Junction is not electrified and is 66 miles.
I feel that Hitachi and their partner; Hyperdrive Innovation can design a battery electric Class 810 train, that can travel between London St. Pancras and Sheffield, without using a drop of diesel.
A great advantage of this approach, is that, as more electrification is added to the Midland Main Line, as it surely will be, the trains will be able to use the wires to reduce journey times.
I believe there are two sections on the Midland Main Line. where traditional electrification is less likely.
- The bridge at the Southern end of Leicester station is low and would need to be rebuilt causing immense disruption to both road and rail in the city.
- Between Derby and Alfreton is the World Heritage Site of the Derwent Valley Mills. Will electrification be fought by the heritage lobby?
Both sections may eventually be electrified at some far off date in the future.
Why Is There A Spur Of Electrification At Totley Junction?
This map clipped from High Speed Two’s interactive map, shows the Southern Leg of Totley Junction, where the Hope Valley Line joins the Midland Main Line.
Note that a short length of electrification is shown, between the Midland Main Line and a tunnel on the Southern leg.
This Google Map shows the same area.
Note, that the line disappears into a tunnel.
- In Northern Powerhouse Rail -Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield, I indicated, that running battery electric trains between Manchester and Sheffield would be a possibility and could be a way of meeting Northern Powerhouse Rail’s objectives for the route.
- A short length of electrification might help battery electric trains turn out to go South.
- I don’t think any passenger trains ever go that way now, but I have seen articles and heard complaints from passengers, that want a better service between Derby and/or Nottingham and Manchester.
- It might also help with the decarbonisation of freight trains to and from the quarries.
I also suspect, that if building High Speed Two in Manchester temporarily reduced the capacity of Manchester Piccadilly station, trains could use the Hope Valley Line to get to the city, as they have done previously, with Project Rio.
Accessing The Infrastructure Depot At Staveley
This map clipped from High Speed Two’s interactive map, shows the location of the infrastructure depot at Staveley.
Note.
- Chesterfield is shown by the large blue dot.
- High Speed Two’s Sheffield Branch runs North from Chesterfield station.
- High Speed Two’s Eastern Leg runs down the Eastern side of the map.
- Two spurs from East and West go towards each other and would meet to the North of the town of Staveley.
The infrastructure depot will be located where they meet.
The route from the Sheffield Branch uses the Barrow Hill Line, which might be reopened as another passenger route between Chesterfield and Sheffield.
I wrote about this idea in Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield.
If the line is being upgraded and electrified as far as Barrow Hill for the Infrastructure Depot, would it be worthwhile to create a new electrified route into Sheffield?
I also wrote in Could East Midlands Railway’s Liverpool And Norwich Service Avoid A Reverse At Sheffield By Using the Barrow Hill Line?, that the Barrow Hill Line might be an alternative route for the Liverpool and Norwich service.
When the railway routes in the area of the Infrastructure Depot are developed, I wouldn’t be surprised to see some routes changed.
Between Sheffield And Meadowhall Stations
One of the original designs for High Speed Two had it calling at Meadowhall station.
This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two running across Sheffield.
Note.
- Sheffield station is the big Blue dot in the South-West corner of the map.
- The M1 runs across the North-East corner of the map.
- The railway between Sheffield and Meadowhall stations already exists.
- Sheffield and Meadowhall stations are 3.5 miles apart and trains take seven minutes.
Is there any reason, why High Speed Two trains shouldn’t serve both Sheffield and Meadowhall stations, by just taking the existing line across the city?
Taking The Wakefield Line Towards Leeds
In extending to Meadowhall, High Speed Two’s route seems to be taking the current Wakefield Line.
This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two passing through Sheffield and Rotherham and then going towards Leeds.
Note.
- Orange indicates new High Speed Two track.
- Blue indicates track that High Speed Two shares with other lines.
- The Wakefield Line is shown in blue and has stations at Meadowhall, Swinton, Bolton-upon-Dearne, Goldthorpe and Thurscoe.
- The main High Speed Two leg to Leeds is shown in orange.
It looks to me, that High Speed Two are aiming to provide a route, so that trains going to Sheffield can extend the journey to Leeds.
As Leeds will have three tph to and from London, why is this service being extended to Leeds?
I will explore a few reasons why in the next few sub-sections.
It’s Convenient For Running Trains
Consider.
- High Speed Two are saying London and Sheffield will be one hour and twenty-seven minutes.
- Northern Powerhouse Rail have an objective of Leeds and Sheffield in twenty-eight minutes.
- One hour and fifty-five minutes could be a convenient time for a London and Leeds service, as it could be a four hour round trip.
But High Speed Two are saying London and Leeds will be one hour and twenty-one minutes.
It looks to me, that it is a convenient way to serve Meadowhall, Rotherham, Bolton-upon-Dearne, Goldthorpe and Thurscoe stations
High Speed Two Through Rotherham
This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two passing through Rotherham to the North of the Parkgate Shopping Park.
Note.
- High Speed Two is the bright blue line running North-East from the Western edge of the map.
- The grey blocks are the stores in the Shopping Park.
- The Rotherham Parkgate tram-train stop is marked.
This Google Map shows a similar area.
To the East of the Parkgate Shopping Park, is a large brownfield site, as this Google Map shows.
Could Rotherham have a station on the line North of this site?
- The rail line running SW-NE across this map is drawn in blue on High Speed Two’s interactive map.
- Rotherham Masborough station used to be in this area.
If High Speed Two is supposed to be a railway for all the people, or at least as many as possible, surely there should be a station in the town.
High Speed Two Through Bolton-upon-Dearne
In July 2019, I wrote a post called Sheffield Region Transport Plan 2019 – A New Station At Barnsley Dearne Valley.
So have High Speed Two taken on this feature of the Sheffield Region Transport Plan 2019, to add another station to their list of destinations?
Approach To Leeds
This map clipped from High Speed Two’s interactive map, clearly shows route High Speed Two will take to approach Leeds from the South East.
Note.
- Leeds station is the blue dot in the North West corner of the map.
- High Speed Two is shown in orange and continues North to York, where it joins the East Coast Main Line.
- Wakefield is in the middle at the bottom of the map and is on the Wakefield Line and the current route for LNER’s expresses from London.
It looks to me, that Leeds and Sheffield will eventually end up with two faster routes between the two cities.
- An upgraded Wakefield Line
- A route based on the Southern section of the Wakefield Line and the Eastern leg of High Speed Two route to Leeds.
If High Speed Two’s trains are to be able to get across Sheffield and call at Sheffield, Meadowhall, Rotherham and Barnsley Dearne Valley stations, then these conditions must be met.
- The trains must be High Speed Two’s Classic-Compatible trains or a train to a similar specification.
- Some platform lengthening might be needed to allow the two hundred metre long trains to call.
- The Wakefield Line must be electrified between Sheffield and just North of Goldthorpe station, where it will be able to join the link to the Eastern leg of High Speed Two.
It would probably be sensible to electrify the Wakefield Line all the way to Fitzwilliam station, from where the line is electrified all the way to Leeds.
This would enable the following.
- Electric trains to run between Sheffield and Leeds via Wakefield Westgate station.
- Would Northern Powerhouse Rail’s objective of a twenty-eight minute journey be achieved?
- East Midlands Railway could run their Class 810 trains between London St. Pancras and Leeds under electric power.
- High Speed Two could serve Leeds before the Northern infrastructure of the Eastern leg of High Speed Two is complete.
- High Speed Two could offer services to Wakefield, Barnsley and Rotherham via Sheffield.
I can see reasons for early upgrading of the Wakefield Line.
Conclusion
It appears that High Speed Two are planning an electrified route through Sheffield between Clay Cross North Junction on the Midland Main Line and Goldthorpe station on the Wakefield Line.
Once complete it would enable the following.
- Rotherham and Barnsley to have direct electric services to and from the capital.
- When East Midlands Railway introduce their new Class 810 trains, the electrification North of Clay Cross North Junction would mean faster services and less running on diesel power.
- I believe these Class 810 trains could run between London and Sheffield, if their four diesel engines are replaced with batteries, which would power the trains between Clay Cross North Junction and Market Harborough.
- The electrification at Sheffield would allow battery electric trains to work between Manchester and Sheffield as I outlined in Northern Powerhouse Rail -Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield.
I think it is a good plan.
Project Management Recommendations
It is my view that the following projects should be started as soon as possible.
- Electrification between Clay Cross North Junction and Sheffield station.
- Electrification of the Wakefield Line between Sheffield and Fitzwilliam stations.
- Provision of new stations at Rotherham and Barnsley Dearne Valley on the Wakefield Line.
These projects could deliver worthwhile improvements in services in a couple of years, rather than the tens of years for High Speed Two.
Northern Powerhouse Rail – Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield
In this article on Transport for the North, which is entitled Northern Powerhouse Rail Progress As Recommendations Made To Government, one of the recommendations proposed for Northern Powerhouse Rail is significant upgrades and journey time improvements to the Hope Valley Line between Manchester and Sheffield.
I shall look at a few of the possibilities for the route.
Northern Powerhouse Rail’s Objective For The Route
Wikipedia, other sources and my calculations say this about the trains between Manchester and Sheffield.
- The distance between the two stations is 42.6 miles
- The current service takes 49 to 57 minutes and has a frequency of two trains per hour (tph)
- This gives an average speed of 52.2 mph for the fastest journey.
- The proposed service with Northern Powerhouse Rail will take 40 minutes and have a frequency of four tph.
- This gives an average speed of 63.9 mph for the journey.
This last figure of 63.9 mph, indicates to me that a 100 mph train will be able to meet Northern Powerhouse Rail’s objective.
Current Trains On The Hope Valley Line
In July this year, I went along the Hope Valley Line between Manchester Piccadilly and Dore and Totley stations, which I wrote about in Along The Hope Valley Line – 13th July 2020.
My train was a pair of refurbished Class 150 trains.
These trains can handled the current timetable but they have an operating speed of only 75 mph.
Looking at Real Time Trains for last week, it now appears that Northern are using new three-car Class 195 trains.
These are much better.
- They are 100 mph trains with much better acceleration.
- The train was still running the timetable for the slower trains.
With thirteen stops, I suspect that these new trains could be under fifty minutes between Manchester and Sheffield.
Will The Hope Valley Line Be Electrified?
Consider.
- Currently, the Hope Valley Line is electrified between Manchester Piccadilly and Hazel Grove stations.
- In the future, the line is likely to be electrified between Sheffield and Dore & Totley stations, in conjunction with rebuilding the Midland Main Line, to the North of Clay Cross North junction for High Speed Two.
- After the electrification at the Eastern end, just over thirty miles will be without electrification.
- The Hope Valley Line has an operating speed of 90 mph.
This Hitachi infographic shows the specification of the Hitachi Regional Battery train.
As these are a 100 mph train with a range of 90 km or 56 miles on battery power, these trains could work Manchester and Sheffield in the required time of forty minutes. provided they could be charged at the Sheffield end of the route.
TransPennine’s Class 802 trains can be fitted with batteries to become Regional Battery Trains, so it would appear that TransPennine’s services on this route could go zero-carbon.
In addition Northern, who are the other passenger operator on the route are working with CAF on battery electric trains, as I wrote about in Northern’s Battery Plans,
I don’t believe there are pressing reasons to electrify the Hope Valley Line to allow passenger trains to meet Northern Powerhouse Rail’s objective.
Will Operating Speed On The Hope Valley Line Be Increased?
Under Plans in the Wikipedia entry for the Hope Valley Line, this is said.
Network Rail, in partnership with South Yorkshire ITA, will redouble the track between Dore Station Junction and Dore West Junction, at an estimated cost of £15 million. This costing is based on four additional vehicles in traffic to deliver the option, however, this will depend on vehicle allocation through the DfT rolling stock plan. This work will be programmed, subject to funding, in conjunction with signalling renewals in the Dore/Totley Tunnel area.
Other proposals include a 3,600 feet (1,100 m) loop in the Bamford area, in order to fit in an all-day (07:00–19:00) hourly Manchester–Sheffield via New Mills Central stopping service, by extending an existing Manchester–New Mills Central service. Planning permission for this was granted in February 2018, but delays mean that this will now not be completed until 2023.
These changes to allow three fast trains, a stopping train and freight trains each hour were also supported in a Transport for the North investment report in 2019, together with “further interventions” for the Northern Powerhouse Rail programme.
It would also probably be a good idea, to increase the operating speed of the line to 100 mph where possible.
Effect On Passenger Services
100 mph trains on a track with an operating speed of 100 mph, could show some impressive timings.
On the Great Eastern Main Line, which is a very busy 100 mph double-track railway, 100 mph trains, achieve a 77 mph average for 90 minutes over the 115 miles, between London Liverpool Street and Norwich with a single stop.
A one-stop Manchester and Sheffield service at this speed would take just 33.2 minutes.
The stopping trains would be more of a challenge to get under forty minutes, but at least if they were battery electric trains, they’d have the better acceleration and deceleration of the electric trains.
- Fifty minutes would be a realistic time.
- Ten minutes turnround time at each end, would be ideal for charging the batteries and give an efficient two hour round trip.
Efficient timetabling could create a very comprehensive service for the Hope Valley Line.
Freight Trains On The Hope Valley Line
Under Freight in the Wikipedia entry for the Hope Valley Line, this is said.
Over a million tons of cement a year is taken away by rail from Earle’s Sidings at Hope.
That is a very large number of freight trains, all of which are currently hauled by diesel locomotives.
- Looking at Real Time Trains, there are nearly always two freight trains in every hour of the day.
- If you look at the routes, they go to a myriad number of destinations.
- Following the routes between Dore Junction and the quarries to the South of the Hope Valley Line, there are several tunnels.
- There are numerous quarries in a cluster, all served by their own rail lines.
Electrifying the delivery of the cement and limestone from the quarries would be a large and very expensive operation.
This Google Map shows Earle’s Sidings at Hope.
Perhaps a half-way house solution would be to use diesel to haul trains between the quarries and Earle’s sidings, where the locomotive is changed for an electric one?
- But that would then mean that all routes from between the Peak District quarries and their destinations would need to be fully-electrified.
- It should be noted that that the problem of zero-carbon trains, also exists at port and rail freight interchanges, where safe operation with 25 KVAC overhead wires everywhere can be a nightmare.
- Rail freight companies are unlikely to change their old diesel locomotives for new expensive electric locomotives, until all possible routes are fully electrified.
- It is also a big problem, all over the world.
Perhaps, what is needed is a self-powered zero-carbon locomotive with sufficient power to haul the heaviest trains?
I believe such a locomotive is possible and in The Mathematics Of A Hydrogen-Powered Freight Locomotive, I explored the feasibility of such a locomotive, which was based on a Stadler Class 68 locomotive.
The zero-carbon locomotive, that is eventually developed, may be very different to my proposal, but the commercial opportunities for such a locomotive are so large, that I’m sure the world’s best locomotive designers are working on developing powerful locomotives for all applications.
Conclusion
Northern Powerhouse Rail’s ambition for Manchester and Sheffield via the Hope Valley Line is simply stated as four tph in forty minutes. But this may be something like.
- Three fast tph in forty minutes.
- One stopping tph in perhaps fifty minutes.
- One freight tph in each direction to and from the quarries that lie to the South of the line.
I didn’t realise how close that the line is to that objective, once the following is done.
- Introduce 100 mph passenger trains on the route.
- Improve the track as has been planned for some years.
Note that all the passenger trains, that now run the route; Class 185, 195 and 802 trains, are all 100 mph trains, although they are diesel-powered.
With a length of just under 43 miles, the route is also ideal for battery electric trains to work the passenger services, be the trains be from Hitachi, CAF or another manufacturer, after High Speed Two electrifies the Midland Main Line to the North of Clay Cross North Junction, in preparation for high speed services between London and Sheffield.
I would recommend, that one of High Speed Two’s first Northern projects, should be to upgrade the Midland Main Line between Clay Cross North junction and Sheffield station to the standard that will be required for High Speed Two.
I would also recommend, that the Government sponsor the development of a hydrogen electric locomotive with this specification.
- Ability to use 25 KVAC overhead or 750 VDC electrification
- 110 mph operating speed on electrification.
- Ability to use hydrogen.
- 100 mph operating speed on hydrogen.
- 200 mile range on hydrogen.
A locomotive with this specification would go a long way to decarbonise rail freight in the UK and would have a big worldwide market.
Project Management Recommendations
This project divides neatly into three.
- Perform the upgrades at Dore Junction and add the loop in the Bamford area, as detailed in Wikipedia, which will increase the capacity of the Hope Valley Line.
- Electrify the Midland Main Line between Clay Cross North junction and Sheffield, as will be needed for High Speed Two. This electrification will allow battery electric trains to run between Manchester and Sheffield and between Sheffield and London.
- Procurement of the trains. CAF and Hitachi are currently finalising suitable designs for this type of operation.
It would also be helpful, if the freight trains could be hauled by zero-carbon hydrogen electric locomotives, to create a much-improved zero-carbon route between Manchester and Sheffield.
Northern Powerhouse Rail Progress As Recommendations Made To Government
The title of this post, is the same as that of this article on Transport for the North.
This is the introductory paragraph.
Northern leaders have agreed an initial preferred way forward for a new railway network that will transform the region’s economy.
And these are the rail improvements proposed.
- A new line to be constructed from Liverpool to Manchester via the centre of Warrington, Read more…
- A new line to be constructed from Manchester to Leeds via the centre of Bradford. Read more…
- Significant upgrades and journey time improvements to the Hope Valley route between Manchester and Sheffield. Read more…
- Connecting Sheffield to HS2 and on to Leeds. Read more…
- Significant upgrades and electrification of the rail lines from Leeds and Sheffield to Hull. Read more…
- Significant upgrades of the East Coast Mainline from Leeds to Newcastle (via York and Darlington) and restoration of the Leamside Line. Read more…
The Read more links point to my initial thoughts.
No more detail is given, but the list is followed by this paragraph.
The move comes ahead of the much-anticipated publication of a new report that will set out long-term investment plans for rail upgrades in the North. The Government’s Integrated Rail Plan – due to be published by the end of this year – is expected to recommend how investment in rail projects like Northern Powerhouse Rail, HS2 Phase 2b, and the TransPennine Route Upgrade (a separate project) will be delivered.
I am waiting for the Government’s Integrated Rail Plan with interest.
East Coast Main Line Electrification Research Agreement
The title of this post, is the same as that of this article on Railway Gazette.
These are the first two paragraphs.
An outline £10m co-investment agreement has been signed by the University of Leeds and the Rail Electrification Alliance which is undertaking the East Coast Main Line power supply upgrade programme.
The agreement provides for two years of research into the best and most efficient way of managing electrical power flow on the route, with the university’s scientists and engineers having access to data collected from lineside static frequency converters.
Sounds good to me. I have analysed countless projects and systems, in the early stages and in many cases, the budget and project time have been reduced or a better method of operation has been developed.
EMR Set To Retain Liverpool – Nottingham Service
The title of this post is the same as that of this article on Railway Gazette.
This is the introductory paragraph.
The Department for Transport has confirmed to East Midlands Railway that, for the time being at least, it is no longer planning to transfer the Liverpool Lime Street – Nottingham service to TransPennine Express from the December 2021 timetable change.
My experience of the service is limited these days, but occasionally, I do use the Liverpool and Sheffield section of the service to get across the Pennines on trips North.
In January 2020, I had a horrendous trip on an overcrowded train composed of several one-car Class 153 trains, which I wrote about in Mule Trains Between Liverpool And Norwich.
This is not the way to run a long distance service, which takes over five and a half hours.
The plan to improve the service involves splitting it into two from the December 2021 timetable change.
- Liverpool and Nottingham
- Derby and Norwich
It was thought that the Liverpool and Nottingham section would be going to TransPennine Express (TPE).
These points summarise the Railway Gazette article.
- TPE were training drivers and that has now stopped.
- EMR have told staff, they will be keeping both services.
- The service will still be split.
- EMR will not have enough trains to run the split service.
This paragraph sums up what could happen to run the service.
One option favoured by industry insiders would see EMR take on 15 Class 185 Desiro trainsets which are due to be released by TPE during 2021 as its fleet renewal programme concludes. These trains are maintained by Siemens at its conveniently located Ardwick depot in Manchester.
I see this splitting, as being a pragmatic solution to the problems of running a long service, with a very varied loading at various parts of the route.
- As one company runs both sections, the changeover can be arranged to be very passenger-friendly.
- EMR manage the possible change stations at Derby and Nottingham.
- Passengers can be given proper care in the changeover.
- Derby gets a direct connection to Peterborough, Cambridge and Norwich.
With my East Anglian hat on, I can see advantages in the split, as I regularly used to travel as far as Derby or Nottingham, when I lived in the East, but only once took the full service to Liverpool.
I have a few thoughts.
Capacity Between Liverpool And Nottingham
This section of the service is generally run by a pair of Class 158 trains, which have a capacity of around 140 each or 280 in total.
The Class 185 trains have three-cars and a capacity of 180 seats.
Currently, Liverpool and Nottingham takes just under two hours and forty minutes, which would make for a comfortable six-hour round trip. This would mean, that an hourly service between the two cities, will need a fleet of six trains.
Under Future in the Wikipedia entry for Class 185 trains, this is said.
Following the August 2020 decision not to transfer the Liverpool Lime Street to Nottingham route to TransPennine Express, East Midlands Railway could opt to take on the 15 trainsets due to be released from TPE to run this route.
Fifteen trains would be more than enough trains to run a pair on each hourly service and perhaps run some extra services.
Pairs of Class 185 trains between Liverpool and Nottingham would go a long way to solve capacity problems on this route.
Calling At Derby
The current service between Liverpool and Norwich doesn’t call at Derby, as it uses the Erewash Valley Line via Alfreton.
The proposed Eastern portion of the split service has been proposed to terminate at Derby, so passengers would change at Nottingham, if they wanted to travel to Sheffield, Manchester or Liverpool.
As East Midlands Railway, runs both services, they can optimise the service to serve and attract the most passengers.
Preparation For High Speed Two At East Midlands Hub Station
Eventually, the two halves of the Liverpool and Norwich service must surely call at the future East Midlands Hub station for High Speed Two, so future routes must fit in with the plans for High Speed Two.
But there’ll be plenty of time to get that right.
Interchange At Nottingham
I’m sure a quick and easy interchange can be performed at Nottingham.
In the simplest interchange, the two services could share a platform and passengers could just walk between the two trains on the level.
The following sequence could be used at Nottingham.
- The train from Derby to Norwich would arrive in the platform and stop at the Eastern end of the platform.
- The train from Liverpool to Nottingham would arrive in the platform and stop close behind it.
- Passengers on the train from Liverpool, who wanted to take the Norwich train, would simply walk a along the platform and board the train.
- The Norwich train would leave when ready.
- The train from Liverpool would stay where it had stopped and be prepared for the return trip to Liverpool.
- , The next train from Norwich to Derby would pull in behind the Liverpool train.
- Passengers on the train from Norwich, who wanted to take the Liverpool train, would simply walk a along the platform and board the train.
- The Liverpool train would leave when ready.
- Finally, the Norwich to Derby train would leave for Derby.
Only one platform would be needed at Nottingham station, that would need to be long enough to handle the two trains.
Between Norwich And Derby
This is the only section of the Liverpool and Norwich route with any electrification.
- Currently about thirty miles between Grantham and Peterborough are electrified.
- The lines around Ely and Norwich are also electrified.
I think that Ely and Peterborough will be electrified earlier than other lines.
- It would be part of an electrified freight route between Felixstowe and the East Coast Main Line.
- It would enable electric passenger trains between Cambridge and the North.
- It would mean the Ipswich and Peterborough services could be run by battery electric trains.
- It could be a useful electrified diversion route to London, during engineering works.
,This extra electrification, would also mean that Norwich and Derby would probably be within range of battery electric trains.
Stadler have stated that Greater Anglia’s Class 755 trains can be converted from bi-mode into battery electric trains.
So as Greater Anglia and East Midlands Railway are both Abellio companies, could we see battery electric operation on the around 150 miles between Norwich and Derby?
Conclusion
Splitting the Liverpool and Norwich service opens up a lot of possibilities to improve the service.
The Anonymous Widower 