The Anonymous Widower

Are Scotrail Going To Replace The Inter7City Trains With Hydrogen-Powered Trains?

This article in The Times is entitled The Caley Is Ready To Roll With New Venture Building Trains.

I feel that this is one of the most significant paragraphs in the article.

ScotRail has indicated that it wants to replace nearly two thirds of its fleet with new, low-carbon rolling stock between 2027 and 2035, comprising about 675 carriages in total, with an initial core order of 64 four and five-car units. A spokesman confirmed: “We are working on a business case that will go to the Scottish government for the procurement of a new suburban train fleet.”

The current Scotrail fleet includes.

  • 25 Inter7City trains which comprise 52 Class 43 power cars and 120 Mark 3 carriages – Diesel – 120 cars – 1975
  • 5 Class 153 trains  – Diesel – 5 cars – 1987
  • 42 Class 156 trains – Diesel – 84 cars – 1987
  • 40 Class 158 trains – Diesel – 80 cars – 1987
  • 30 Class 170 trains – Diesel – 90 cars – 1998
  • 21 Class 318 trains – Electric – 63 cars – 1985
  • 34 Class 320 trains – Electric – 66 cars – 1990
  • 40 Class 334 trains – Electric – 120 cars – 1999
  • 38 Class 380 trains – Electric – 140 cars – 2009
  • 70 Class 385 trains – Electric – 234 cars – 2015

Note the last three fields are the traction type, total number of cars and the build year of the first train.

I will split these trains into four groups.

  • Inter7City – Diesel – 25 trains – 120 cars
  • BR Diesel – Diesel – 117 trains – 259 cars
  • BR Electric – Electric – 55 trains – 129 cars
  • Modern Electric – Electric – 148 trains – 494 cars

Note.

  1. This is a grand total of 345 trains and 1002 cars.
  2. Ignoring the modern electric trains and the total is 197 trains and 508 cars.
  3. The total for diesel trains is 142 trains and 359 cars.
  4. As Great Western Railway have withdrawn their similar GWR Castles, there must be reasons for Scotrail to do the same.

I will now look at replacement strategies, based on this statement from Scotrail.

ScotRail has indicated that it wants to replace nearly two thirds of its fleet with new, low-carbon rolling stock between 2027 and 2035, comprising about 675 carriages in total, with an initial core order of 64 four and five-car units.

I would expect 675 carriages would be about 232 trains, if the current average train length of just under three cars is carried over.

The Effect Of 675 New Carriages

Assuming that no modern electric trains were replaced, this would create a fleet size of at least 1169 carriages.

This would be a sixteen percent increase in carriages, which would be welcome news for some rail users.

The Initial Core Order Of 64 Four And Five-Car Units

All we know of this order, is the number of trains and that they will be new and low-carbon, according to indications from Scotrail.

Low-carbon would mean one of these traction options.

  • Electric trains with full electrification.
  • Battery-electric trains with partial-electrification.
  • Hydrogen-powered trains.

Note.

  1. The heritage Taliban would object violently to full electrification of some historic routes.
  2. UNESCO would probably remove the World Heritable Site status to the Forth Bridge if it were to be electrified.
  3. Scotland is developing a hydrogen infrastructure.
  4. Hydrogen-powered trains have long ranges in the order of a thousand kilometres.
  5. Hydrogen-powered trains are essentially electric trains with a hydrogen fuel-cell to provide electricity as needed.
  6. Hydrogen-powered trains would need very little new infrastructure, except for a network of refuelling points across Scotland.
  7. Well-designed battery-electric and hydrogen-electric trains, should be very quiet and comfortable for passengers.

As an engineer, I would choose hydrogen-power for the initial core order.

Where would the initial core order be deployed?

Twenty-five would be used to replace the carbon-emitting elderly Inter7City trains.

These routes could probably handle the other forty.

  • Aberdeen and Inverness
  • Edinburgh/Glasgow and Aberdeen.
  • Edinburgh/Glasgow and Inverness.
  • Glasgow and South Western Line
  • West Highland Line.

Note.

  1. A lot of diesel trains would be retired.
  2. Trains could be designed, for tourists with proper cycle spaces.
  3. The West Highland Line would get the five-car trains it needs.

This would be a good start.

Conclusion

It looks to me, that the Inter7City trains will be going and will be replaced by new trains.

But will Scotland take the great leap forward and power the new trains by Scottish hydrogen?

 

 

May 14, 2024 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , | 6 Comments

Rail Minister Marks Completion Of £150m Hope Valley Railway Upgrade

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

These first two paragraphs summarise the work.

More reliable journeys are promised on the Hope Valley line between Manchester and Sheffield after a £150 million upgrade was completed in early April.

Over the last three years, the existing platform at Dore & Totley station on the south side of Sheffield has been extended to cope with six-coach trains. Meanwhile the second platform has been rebuilt and commissioned (after it was removed in the 1980s), two mechanical signal boxes have been abolished and a new one-kilometre freight loop laid in the Peak District. At Hathersage, a pedestrian crossing has also been removed and replaced with a footbridge.

These are my thoughts.

Dore And Totley Station

The Rail Magazine article says this about the improvements at Dore and Totley station.

Replacing two tracks through Dore & Totley removes a single-track bottleneck that often saw Sheffield to Manchester express services held up by slower stopping services and cement trains destined for Earles Sidings. A nine-day shutdown of the route in March was needed to finish the work.

The new platform sits between the Midland Main Line and the Hope Valley line, so can only be reached via the new footbridge or lifts. As well as the usual ‘blister paving’ slabs marking the edge of the platform, other tactile paving has been laid to help people with visual impairments find their way around the station.

This OpenRailwayMap shows the new layout of tracks at Dore and Totley station.

Note.

  1. The four tracks at the North of the map go to Sheffield station.
  2. The Eastern pair of tracks are the Midland Main Line and they go to the South-East corner of the map for Chesterfield and the South.
  3. The Western pair of tracks are the Hope Valley Line and they go to the South-West corner of the map for Manchester.
  4. The blue lettering in the middle of the map indicates Dore and Totley station.
  5. There is a single track curve between the Midland Main Line and the Hope Valley Line, which is mainly used by freight trains.

This secondOpenRailwayMap shows Dore and Totley station in greater detail.

The big improvement is that the Hope Valley Line is now double instead of single track, which must eliminate a lot of delays.

These pictures show the station in July 2020.

The pictures clearly show the single track and platform at Dore and Totley station.

Dore South Curve

Dore South Curve links the Southbound Midland Main Line with the Westbound Hope Valley Line.

This OpenRailwayMap shows the curve.

There is a crossover in the South-West corner of the map, so with careful signalling, trains can use the Dore South Curve in both directions.

Bamford Loop

This is a freight loop between Bamford and Hathersage stations.

This OpenRailwayMap shows the loop.

Note.

  1. The Hope Valley Line goes diagonally across the map.
  2. Manchester is to the North-West.
  3. Sheffield is to the South-East.
  4. Bamford station is in the North-West corner of the map.
  5. Hathersage station is just off the South-East corner of the map.
  6. The loop is on the Northern side of the Hope Valley Line.

The loop will most likely be used by trains going to Sheffield or Chesterfield.

Hathersage Footbridge

This Google Map shows Hathersage station.

Note.

  1. Dore Lane and the B 6001 appear to pass under the railway.
  2. There appears to be what could be foundations just to the West of the platforms at Hathersage station.
  3. From pictures found by Google the bridge appears to be a simple steel structure.

I shall have to go and take pictures.

Fast Trains Between Manchester And Nottingham

In the Wikipedia entry for the Hope Valley Line, this is said.

Nottinghamshire County Council and the Department for Transport have investigated the possibility of adding another service that does not call at Sheffield in order to improve the journey time between Nottingham and Manchester. Stopping (and changing direction) in Sheffield, the fastest journey is 110 minutes (in 2019), but the council has estimated bypassing Sheffield would cut the time to 85 minutes. Suggested improvements on a 2+1⁄2-mile (4 km) stretch near Stockport may reduce journey times by 2–3 minutes.

Consider.

  • According to Google, the driving time between the two cities is 128 minutes and the motorway route is via the M1 and M62.
  • If nearly half-an-hour could be saved between Manchester and Nottingham could be a big saving in journey time.
  • Manchester Piccadilly is likely to be rebuilt for High Speed Two and a fast route via Nottingham could be a viable alternative.
  • Both Manchester and Nottingham have good local tram and train networks.
  • As the electrification of the Midland Main Line progresses, the route will be increasingly suitable for 100 mph battery-electric trains.

A Manchester and Nottingham express service looks to be an easy service to implement after the Hope Valley Line has been improved.

Hourly Stopping Trains Between Manchester And Sheffield

The Wikipedia entry for the Hope Valley Line gives these details for the stopping service between Manchester Piccadilly and Sheffield.

  • Trains are hourly.
  • Trains call at Reddish North, Brinnington, Bredbury, Romiley, Marple, New Mills Central, Chinley, Edale, Hope, Bamford, Hathersage, Grindleford and Dore & Totley.
  • But some services do not call at some or all of Edale, Bamford, Hathersage, Grindleford and Dore & Totley giving some 2-hour gaps between services at these stations.

Let’s hope that some of the extra capacity is used to provide a regular service at all stations on the Hope Valley Line.

As in a few years, it will have electrification at both ends, this route could be very suitable for battery-electric trains.

Completion Date

It appears that the first day, when passengers will be able to use the new upgraded tracks and stations will be Thursday, the 2nd of May.

Conclusion

The improvements, certainly seem to allow extra and improved services through on the Hope Valley Line.

I also feel that in a few years, services will be run by battery-electric trains.

 

April 27, 2024 Posted by | Transport/Travel | , , , , , , , , , , , | 2 Comments

Riding Into the Future: Germany’s Pioneering Hydrogen-Powered Tram Project

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

This is the sub-heading.

Explore Germany’s groundbreaking project to develop a fuel cell-powered tram, leading the charge in sustainable urban mobility and reimagining the future of public transportation.

These are the first two paragraphs.

In the quiet, industrious corners of Germany, a revolution is unfolding on the tracks of public transportation. A consortium led by Hörmann Vehicle Engineering, alongside partners Heiterblick, Flexiva Automation & Robotik, and Technische Universität Chemnitz, has embarked on a groundbreaking journey to conceptualize, design, and test what could be the world’s next leap in eco-friendly mass transit: a hydrogen-powered tram. The project, aptly named the Hydrogen Tram for Next Generation, merges the realms of innovation, sustainability, and practicality, aiming to redefine urban mobility in ways we’ve only begun to imagine.

The project’s heart beats with a simple yet ambitious goal: to create a fuel cell-powered tram that doesn’t just exist as a prototype but thrives as a model for future public transportation. This initiative isn’t just about building a tram; it’s about reimagining the entire ecosystem surrounding urban mobility. From devising a robust refueling strategy to simulating operations and testing the fuel cell system, the collaborators are leaving no stone unturned. The project, with a generous €8 million budget, is buoyed by support from the federal government’s national hydrogen and fuel cell technology innovation program. This isn’t merely an experiment; it’s a statement of intent by Germany to lead the charge in sustainable transit solutions.

I have a few thoughts.

Chemnitz

These pictures show Chemnitz and its trams.

Note.

  1. Chemnitz used to be called Karl Marx Stadt.
  2. Chemnitz has some hybrid trams and tram-trains.
  3. I described how the Chemnitz trams work in Chemnitz Trams And The Chemnitz Model.

Chemnitz could be a very suitable place to try out the technology.

Hence, the involvement of Chemnitz University in the project doesn’t surprise me.

Tram-Trains

This article on Railway Gazette International, which is entitled Hydrogen Tram Development Project Underway, is also about the same project.

This is the first paragraph.

The Hydrogen Tram for Next Generation project has been launched to develop a fuel cell-powered vehicle which would enable services to be extended into new areas and tram-train routes created without the need for electrification.

It looks like this was added in the translation.

Tram Trains In South London

In The Third-Rail Tram-Train, I postulated using third-rail tram trains to extend the London Tramlink.

Since then Merseyrail have tried to extend, their third-rail electrified network and been told they couldn’t.

 

I have written these posts about using tram-trains to extend the London Tramlink.

So would a hydrogen-powered tram-train be useful technology to extend the London Tramlink?

It just could be!

Zero-Carbon Between Manchester and Sheffield

This OpenRailwayMap shows the electrification across the Pennines.

Note.

  1. Red lines are electrified with 25 KVAC overhead.
  2. Mauve lines are tram lines electrified with 750 VDC overhead.
  3. The mauve lines in the West are the Manchester Metrolink.
  4. The mauve lines in the East are the Sheffield Supertram
  5. Black lines are not electrified.
  6. Red and black lines are currently being electrified.
  7. The blue arrow at the bottom of the map indicates Buxton.
  8. To the North of Buxton, the line linking Manchester and Sheffield is the Hope Valley Line.
  9. Running North-East from Manchester is the main TransPennine route between Leeds and Manchester via Dewsbury and Huddersfield.

This OpenRailwayMap shows the TransPennine route between Morley and Mossley stations.

Note.

  1. Colours are as before.
  2. Morley station is in the North-East corner of the map.
  3. Huddersfield station is indicated by the blue arrow in the middle of the map.
  4. Mossley station is in the South-West corner of the map.

In a few years time, there will be 25 KVAC overhead electrification all the way between Leeds and Manchester via Dewsbury and Huddersfield.

This OpenRailwayMap shows the routes around Manchester and Sheffield and the connecting routes between Barnsley, Huddersfield, Manchester and Sheffield.

Note.

  1. Colours are as before.
  2. The blue arrow at the bottom of the map indicates Buxton.
  3. The line to Stocksbridge runs North-West from Sheffield.
  4. To its East the Penistone Line runs to Huddersfield via Barnsley.
  5. Manchester has a series of lines to the East that need to be electrified.

How many of these lines could be integrated into the tram systems of Manchester and Sheffield, by the use of hydrogen-powered tram-trains?

Hydrogen-powered tram-trains could share lines with battery-electric trains.

Tram-trains could run from say Cathedral in Sheffield to Piccadilly Gardens in Manchester.

Using self-powered trains would cut the need for expensive infrastructure.

The possibilities are endless and carbon free.

Conclusion

Hydrogen-powered trams and tram-trains could be a valuable tool for decarbonising trams and trains.

 

 

 

February 27, 2024 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Bedford And Bletchley For £1.30 Return

I am not talking, rubbish, but that is the ticket price, I was charged to go between Bedford and Bletchley stations today.

Note.

  1. I bought the two tickets from the machine at Bedford station.
  2. I did get £0.70 pence off for my Senior Railcard.

These are some more pictures I took along the route.

Note.

  1. Platform 1a at Bedford station is electrified.
  2. The train was a Class 150 train, that had had a quality refurbishment.
  3. The stations were neat and tidy.
  4. The flyover and the extra platforms at Bletchley station seemed ready for the East West Railway.
  5. There were several level crossings.
  6. Platform 6 at Bletchley station is electrified.
  7. Trains took over fifteen minutes to turn at both ends of the journey.
  8. Bedford and Bletchley is 16.2 miles
  9. The train was moderately full both ways.

This press release from London Northwestern Railway is entitled London Northwestern Railway: Full Timetable To Resume On Marston Vale Line As £1 tickets Launched.

This is an extract.

The full hourly train service will resume on Monday 19 February. To celebrate its return and encourage passengers to return to the route, LNR is also announcing a major ticket offer today. For three months from Monday, a single journey between any two stations on the Marston Vale Line will cost just £1 (50p for children). The promotion represents a discount of up to 90% on the usual fare, depending on the journey.

Jonny Wiseman, LNR customer experience director, said: “The return of the full timetable to the Marston Vale Line is fantastic news and marks the end of a frustrating period for our customers.

“Our focus now is on encouraging passengers to make full use of their local train service, which is why we have reduced the cost of a trip on the line to £1 for the next three months.

When were tickets between Bedford and Bletchley, last this price?

Will Bedford And Bletchley Be Electrified?

It is not a question of will, as the route already is.

  • Platform 1a at Bedford is already electrified.
  • Platform 6 at Bletchley is already electrified.
  • The schedule gives battery-electric trains sufficient time to charge, whilst the driver changes ends at the two terminal stations.
  • Bedford and Bletchley is just 16.2 miles.
  • There is even electrified track from Platform 6 at Bletchley station to Bletchley depot, which is being extended.

All it needs is a small fleet of battery-electric trains, which have a 25 KVAC  overhead capability.

These pictures show a Class 321 Renatus.

Note.

  1. The trains were recently refurbished by Greater Anglia.
  2. In Eversholt Rail And Vivarail To Develop Class 321 BEMU, I talked about how Eversholt Rail planned to get Vivarail to convert the Class 321 Renatus trains into battery-electric multiple units.
  3. The Class 321 train is a 100 mph four-car train.
  4. Four-car trains would future proof the route for many years.
  5. Thirty trains were converted to the Renatus specification.

These trains converted to battery-electric multiple units could certainly handle Bletchley and Bedford services.

Could Four-Car Battery Electric Multiple Units Handle The Next Phase Of East West Rail?

It is likely, when the East West Rail opens that this could be the service.

  • Oxford and Milton Keynes – 2 tph – Calling at Oxford Parkway, Bicester Village, Winslow and Bletchley
  • Oxford and Bedford – 2 tph – Calling at Oxford Parkway, Bicester Village, Winslow, Bletchley, Woburn Sands, Ridgmont and Bedford St Johns
  • Bletchley and Bedford – 2 tph – Calling at Fenny Stratford, Bow Brickhill, Woburn Sands, Aspley Guise, Ridgmont, Lidlington, Millbrook, Stewartby, Kempston Hardwick and Bedford St Johns

Note.

  1. tph is trains per hour.
  2. I have assumed that the existing Bletchley and Bedford service is doubled in frequency.
  3. I estimate that Oxford and Milton Keynes Central is 41.6 miles.
  4. I estimate that Oxford and Bedford is 54.7 miles.

This would mean the following.

  • Oxford and Bletchley would have a frequency of 4 tph.
  • Bletchley and Bedford would have a frequency of 4 tph.
  • Oxford station would have to charge and turn 4 tph.
  • Bedford station would have to charge and turn 4 tph.
  • Bletchley station would have to charge and turn 2 tph.
  • Milton Keynes Central station would have to charge and turn 2 tph.

There would need to be some form of charging at Oxford.

But Oxford station has two North-facing bay platforms.

These platforms could be electrified or fitted with a Vivarail/GWR Fast Charger.

As it takes less than fifteen minutes to fully-charge a train, two platforms could charge eight tph.

February 20, 2024 Posted by | Transport/Travel | , , , , , , , , , , , | Leave a comment

Decarbonising The Mid-Cornwall Metro

Although the Mid-Cornwall Metro will probably run initially using what diesel multiple units, after a year or so, the route will be converted to zero-carbon operation.

Newquay To Falmouth Docks

This map shows the Mid-Cornwall Metro.

These are current timings.

  • By train can take almost three hours with changes at Par and Truro.
  • By car should take 45 minutes to drive the 24.4 miles according to Google.

Note.

  1. The train timings are for a typical British Rail-era Diesel Multiple Unit on the branches and something smarter between Truro and Par.
  2. A Day Return ticket would cost £8.90 without a Railcard.
  3. If there was a through train, that meant you didn’t have to change trains, I estimate that the time could be as low as one hour and 35 minutes.

I feel that most travellers, who had access to a car, would use that to travel between Newquay and Truro.

Newquay To Falmouth Docks By Electric Train

I have ridden in three battery-electric trains.

  • Class 379 train – Manningtree and Harwich in passenger service.
  • Class 230 train – Vivarail demonstration
  • Class 777 train- Liverpool Central and Headbolt Lane in passenger service.

Note.

  1. All were mouse-quiet.
  2. There was no detectable difference, when running on battery power in the trains.

It is my view that battery-electric trains are no second-class solution.

 

Consider.

  • Newquay and Par is 20.8 miles.
  • Falmouth Docks and Par is 30.8 miles.
  • Newquay and Falmouth Docks is 51.6 miles.
  • The maximum speed between Par and Newquay is around 30 mph
  • The maximum speed between Par and Falmouth Docks is around 50-70 mph
  • There are twelve intermediate stations.
  • There is a reverse at Par station.
  • Charging would be easy to install at Falmouth Docks, Newquay and Par.
  • In Par Station – 10th February 2024, I suggested that Par station could be fully-electrified, so that expresses could have a Splash-and-Dash on their way to London and Penzance. If all platforms at Par were electrified the Mid-Cornwall Metro trains could charge from the electrification, as they reversed.

There are two main ways that the Mid-Cornwall Metro might operate.

  • There would be chargers at Newquay and Falmouth Docks and trains would shuttle the 51.6 miles between the two stations.
  • There would only be charging at Par and trains would after charging at Par go alternatively to Newquay and Falmouth Docks.

The first might need smaller batteries and the second would only need one charger.

Newquay To Falmouth Docks By Hydrogen-Powered Train

There is only one hydrogen-powered train in service and that is the Alstom Coradia iLint, which is running in Germany.

I feel it is very much an interim design, as Alstom has taken a diesel-mechanical Lint train and swapped the diesel for a hydrogen-powered electricity generator and an electric motor.

But Alstom are putting together a hydrogen-powered train based on an Aventra.

 

Note.

  1. The train is three cars.
  2. I would envisage performance of the hydrogen train would be very similar to that of a similar battery-electric train.
  3. I wouldn’t be surprised that refuelling of the train would not be a problem, as with all the china clay working nearby, there may well be developments to use hydrogen in the industry to decarbonise the mining.

The Mid-Cornwall Metro and Alstom’s Hydrogen Aventra could be ideal for each other.

Conclusion

I believe, that although the Mid-Cornwall Metro will start operation with diesel multiple units, it will be running in a zero-carbon mode within a few years.

 

February 16, 2024 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , | 3 Comments

Par Station – 10th February 2024

Par station will see changes because of the Mid-Cornwall Metro.

I took these pictures as I passed through.

Note.

  1. The level crossing was busy with cars every time I crossed it.
  2. The semaphore signalling.
  3. The arriving GWR Castle in the last picture.

This Google Map shows Par station.

Note.

  1. There three platforms. Platform 1 is in the East, with Platforms 2 and 3 forming an island platform.
  2. There is a footbridge connect the platforms together.
  3. The Atlantic Coast Line leaves the map in the South West Corner.

As one of the modifications for the Mid-Cornwall Metro, the footbridge will be replaced with one that is step-free.

I have a few thoughts.

Will The Mid-Cornwall Metro Reverse At Par Station?

This OpenRailwayMap shows the track layout at Par station.

Note.

  1. The tracks shown in orange form the Cornish Main Line.
  2. The tracks shown in yellow that curve away to the West are the Atlantic Coast Line.
  3. The busy level crossing is shown in the South-West corner of the map.
  4. The Atlantic Coast Line connects to Platform 3 on the West side of the station.
  5. The track layout allows trains to access Platform 3 from both directions on the Cornish Main Line.

It does look like, Mid-Cornwall Metro trains will have to reverse every time, they call at Par station.

Could The Cornish Main Line Be Electrified At Par Station?

At some point in time, it will be desirable to run zero-carbon trains both on the Mid-Cornwall Metro and the Cornish Main Line.

  • Plymouth and Par is a distance of 34.7 miles.
  • Truro and Par is a distance of 19 miles.
  • Newquay and Par is a distance of 20.8 miles.
  • All of these distances would be in range of a typical battery-electric train.
  • In The Data Sheet For Hitachi Battery Electric Trains, I said that a Hitachi express train with a battery range of 43.5 miles.

To my untrained eye, it looks like Par station wouldn’t be the most difficult place to electrify.

I believe there are possibilities to put an island of electrification at Par to give the trains a quick Splash-and-Dash before continuing.

February 11, 2024 Posted by | Transport/Travel | , , , , , , | 2 Comments

Chiltern Railways New Trains For Aylesbury

This page on the Chiltern Railways web site, is entitled Chiltern Railways 2030 Vision.

This is an extract from the page.

It covers how investing in our fleet is:

  • The Right Route for people by driving forward improvements in punctuality, level of crowding, frequency and seating capacity.
  • The Right Route for connections by making it easier for people to travel by train to the places they need to go, and bring people and businesses closer together through a stronger network.
  • The Right Route for our environment by reducing carbon emissions and helping customers to use their cars less across our route.
  • The Right Route for innovation by helping create jobs and economic activity across our route and the national supply chain.
  • The Right Route for the future of our communities by helping reach communities reach their full potential as more people move to towns, villages and cities across the route.

We plan to work closely with the Department for Transport to agree the scope and funding for new trains between London and Aylesbury soon.

These trains run to Aylesbury and/or Aylesbury Vale Parkway stations.

  • London Marylebone and Aylesbury via High Wycombe – 43.5 miles (70 km.) – 17 stops
  • London Marylebone and Aylesbury via Amersham – 38.8 miles (62.4 km.) – 10 stops
  • London Marylebone and Aylesbury Vale Parkway via Amersham – 41.2 miles (66.3.) – 11 stops
  • Princes Risborough and Aylesbury – 7.2 miles (11.6 km.) – 2 stops

Note.

  1. The longest round trip is under 150 km.
  2. Trains terminating at Aylesbury Vale Parkway take around twenty minutes to go from Aylesbury to Aylesbury Vale Parkway and back to Aylesbury, which is more than enough time to charge a battery-electric train.
  3. It is mainly single-track between Aylesbury Vale Parkway and Aylesbury stations.
  4. Princes Risborough shuttles seem to wait be at Aylesbury station for about ten minutes, which is more than enough time to charge a battery-electric train, for the short route.
  5. Direct Marylebone services via Amersham 80 miles (appear to be at Aylesbury long enough to charge a battery-electric train.

It looks to me that if Aylesbury and Aylesbury Vale Parkway stations and the track between the two stations were to be electrified, that a battery-electric train with a range in excess of 87 miles (140 km.) can run all services to Aylesbury and Aylesbury Vale Parkway stations.

Is there a battery-electric train with a range of say 150 km?

This page on the Hitachi Rail website is called Battery Commuter Trains.

If you download the fact sheet, it says that their four-car battery-electric train has a range of 150 km.

I suspect that other manufacturers can also produce a four-car battery-electric train has a range of 150 km, that would suit Chiltern’s needs.

Electrification At Aylesbury

I estimate that only about four miles of single-track electrification will be needed at Aylesbury.

The cost of this can surely be bundled in with the cost of the new trains.

Conclusion

It looks to me, that with a few miles of electrification at Aylesbury, Hitachi can deliver trains, that will electrify services to both Aylesbury stations.

 

January 12, 2024 Posted by | Transport/Travel | , , , , , | 3 Comments

Derby Station – 15th December 2023

I took these pictures of Derby station, when I changed trains.

It’s the first time, that I’ve been in the station since it has been extended.

This Google Map shows the current station layout.

Note.

  1. There are now seven platforms.
  2. Platforms are numbered from the West.
  3. There is a bridge with lifts giving access to all platforms from both sides of the tracks.

Although, the station will be electrified, there is no sign of any pre-electrification works.

December 17, 2023 Posted by | Transport/Travel | , | Leave a comment

Huddersfield Station – 15th December 2023

I took these pictures at Huddersfield station today.

Note.

  1. The station is a Grade I Listed building.
  2. The station will be fully-electrified under the TransPennine Upgrade.
  3. St. George’s Square in front of the station is pedestrianised.
  4. There is a pub in each wing of the station.

This OpenRailwayMap shows the tracks between Huddersfield and the next station to the East; Deighton.

Note.

Huddersfield station is in the South-West corner of the map, where the tracks lead to Manchester.

Deighton station is in the North-East corner of the map, where the tracks lead to Leeds.

The tracks between the two stations will be electrified as part of the TransPennine Upgrade.

This second OpenRailwayMap shows the layout of platforms and tracks in Huddersfield station.

 

Currently, there are  the following platforms.

  • Platforms 1, 4 and 8 are through platforms.
  • Platform 2 is a bay platform at the Manchester end of the station is used by trains on the Penistone Line to Sheffield.
  • Platform 5 and 6 are two bay platforms at the Leeds end of the station, that are used by services to and from Bradford Interchange.

The Wikipedia entry for Huddersfield station says these changes will be made under the TransPennine Upgrade.

Work is underway on Network Rail’s Transpennine Route Upgrade project, which will see electrification of the Huddersfield Line, allowing many of the services through the station to switch to newer, faster electric rolling stock. As part of this project the signal box on platform 4 which was decommissioned previously will be removed, its control area already passed to the York Rail Operating Centre as a part of the Huddersfield Re-signalling project. To match the quadrupling of the line north of Huddersfield, the project will in effect split the existing island platform, extending the existing bay platforms 5 and 6 to form two new through platforms covered by a new roof, and add a new footbridge at the Leeds end. The process will also include relocating the 1880s island platform tea room, and rotating it through 180 degrees.

It looks like the functionality of the station for passengers, staff and operators will be upgraded to the level of style of the station.

Performing The Upgrade

I learned today, that during some parts of the upgrade work, Deighton station will be used as a temporary station for Huddersfield.

December 15, 2023 Posted by | Transport/Travel | , , , , | 1 Comment

Three New Battery-Only Revolution Very Light Rail Vehicles

This title of this post, is the same as that as this press release from Eversholt Rail Group.

These are the three bullet points.

  • Eversholt Rail funding three brand-new Revolution Very Light Rail vehicles for passenger trials and ongoing operation.
  • Manufactured in the UK by Transport Design International.
  • Battery-only propulsion, providing zero-emissions operation.

These three paragraphs fill out the story.

Innovative new lightweight passenger trains that will help decarbonise Britain’s railways are to be trialled after a new deal was announced this week.

The new Revolution Very Light Rail vehicles will run entirely on battery power and could be carrying passengers within three years. A new system of lineside fast charging will mean the whole operation has zero emissions.

Some of Britain’s major rail operators are already showing interest in the RVLR vehicles as they seek to fulfil promises to make rail ‘cleaner’.

This is also said about looking for routes, to trial the new vehicles.

Eversholt Rail and TDI are working with key stakeholders across the UK rail industry to agree routes and services where operators can run passenger-carrying trials using these new vehicles. These trials will generate actual passenger demand data to support business cases for long-term deployment of RVLR vehicles as well as providing further passenger and operator feedback on their design and capabilities.

I have some thoughts and questions.

What Is The Top Speed?

A lot of questions like this are answered by this article on Rail Engineer, which is entitled Very Light Rail – A Revolution.

These can be ascertained from this comprehensive article.

  • Top Speed – 65 mph
  • Seats – 56
  • Wheelchair space
  • PRM TSI accessibility compatible
  • Tare Weight – 24.8 tonnes
  • USB Charging

For comparison these figures relate to a PRM-compliant Class 153 diesel train.

  • Top Speed – 75 mph
  • Seats – 59
  • Tare Weight – 41.2 tonnes

This picture shows one of the Class 153 trains at Matlock Bath station.

There are still around thirty in service in the UK.

Can Two Revolution VLRs Run As A Two-Car Train?

From the pictures on the web, the trains have buffers and space for a coupler, so until someone says they must always run as single units, I’ll assume they can at least run as a pair.

Can A Revolution VLR Recharge Its Batteries Using Conventional 25 KVAC Overhead Electrification?

One route, that is a possibility for running using Revolution VLR must surely be the Greenford Branch, which connects to the electrified Great Western Main Line at West Ealing station.

In this and at several other places on the network, it could be easier to charge the trains using the existing overhead electrification or an extension of it.

Another possibility; the Marston Vale Line is also electrified at both Bedford and Bletchley.

In New Mobile Rail Charging Facility For Long Marston, I talked about how Siemens are developing a mobile charger, which initially will be deployed at Long Marston.

It could be very useful for efficient operation, if the batteries on a Revolution VLR could be charged in a number of places, which included conventional electrification.

If charging only happened, whilst trains were stationary, a lightweight pantograph and appropriate electrical gubbins might be sufficient.

Can A Revolution VLR Replace A Class 153 Train?

I suspect on some routes this will be possible, but on others, the speed or hill-climbing requirements might be too stiff for the lightweight train.

But, if I was designing a train like the Revolution VLR, I’d make sure it fitted as many markets as possible.

The picture was taken at Matlock Bath station on the Derwent Valley Line, which is a single track with a fifty mph limit and an uphill climb. I suspect that the Revolution VLR would be designed to handle the uphill part of the route, but would the train be able to handle the speed of the Midland Main Line to Derby.

The Revolution VLR would probably attract more passengers, so it might be necessary to double up the service by running a pair.

Can A Pair Of Revolution VLRs Replace A Class 150 Train?

I don’t see why not!

Could The West London Orbital Use Revolution VLRs?

This might be a proposed route that could use Revolution VLRs.

The two routes would be.

  • West Hampstead and Hounslow.
  • Hendon and Kew Bridge.

Both services would use the Dudding Hill Line and serve Neasden, Harlesden, Old Oak Common and Acton, with a frequency of four trains per hour (tph).

Although this service could be run using conventional multiple units, it might be more affordable to use Revolution VLRs charged on sections of line that are already electrified.

Could the Greenford Branch Use Revolution VLRs?

The Greenford Branch would be a classic application and trains could be charged by fitting a charger in the bay platform at West Ealing station.

In An Automated Shuttle Train On The Greenford Branch Line, I did a rough calculation to see if an automated shuttle could achieve four tph.

Four tph might be too ambitious, but automatic trains shuttling along a branch line might be an affordable way to provide zero-carbon trains with an adequate capacity.

  • The driver would drive the train using the sort of remote control used for drones.
  • The driver would sit in a convenient place on the train, with CCTV  to help them see everything.
  • When the train was ready to leave, the driver would push a button to tell the train to move to the next station.
  • On arrival at the next station, the doors will open.
  • The process would repeat along the line.

If this method of operation sounds vaguely familiar, the Victoria Line has used it since 1067.

Although the Victoria Line drivers always sit in the front.

But on a line with no other trains running at the same time, all they need is a good view of the doors.

Branch lines that could be run in this way could include.

Bodmin Parkway and Bodmin General

Brockenhurst and Lymington Pier

Grove Park and Bromley North

Lancaster and Morecambe

Liskeard and Looe

Lostwithiel and Powey

Maidenhead and Marlow

March and Wisbech

Par and Newquay

Plymouth and Gunnislake

Romford and Upminster

Sittingbourne and Sheerness-on-Sea

Slough and Windsor Central

Southall and Brentford

St. Erth and St. Ives

Truro and Falmouth Docks

Twyford and Henley-on-Thames

Watford Junction and St. Albans Abbey

West Ealing and Greenford

Wickford and Southminster

Wymondham and Dereham

 

 

 

 

December 10, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , | Leave a comment

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