The Anonymous Widower

Rail Minister Officially Opens Werrington Tunnel

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

This is the first two paragraphs.

Werrington Tunnel, an underground freight tunnel running beneath the East Coast Main Line near Peterborough, has been formally opened by Rail Minister Chris Heaton-Harris.

A key step in the £1.2bn East Coast upgrade, the opening of the tunnel allows for freight services to be ran underneath the main rail artery, significantly improving passenger service reliability on the East Coast Main Line.

I also think, that the tunnel will be used creatively by passenger and freight operators.

Electrification

There is a possibility that the Great Northern and Great Eastern Joint Line (GNGE) between Werrington and Doncaster via Lincoln could be electrified.

  • It would allow the many freight trains using the route to be hauled by electric locomotives.
  • It would create a by-pass for the East Coast Main Line during engineering works, that could be used as a diversion route by electric trains.
  • Werrington and Lincoln are just over fifty miles and might be handled by battery-electric trains, if the GNGE were to be partially electrified.

According to one report, the Werrington Tunnel has been readied for electrification, should that be decided.

An Improved Peterborough And Lincoln Service

In the past, I have travelled between London and Lincoln with a change at Peterborough. In one case, I just missed my connection, as it was a long crowded walk between the two platforms.

The Werrington Tunnel will enable trains to and from Lincoln to use platforms on the West side of Peterborough station.

Train times and platform allocations could be arranged to make connections at Peterborough easier.

A London And Lincoln Service Via Spalding And Sleaford

There are two possible routes between London King’s Cross and Lincoln

  • The current LNER service leaves the East Coast Main Line at Newark.
  • An alternative route  would leave the East Coast Main Line at Peterborough and be routed via the Werrington Tunnel, Spalding and Sleaford.

These notes apply to the alternative route.

  1. The Lincoln service wouldn’t call at Grantham and Newark.
  2. Some services could also call at other stations.
  3. The current hourly Peterborough and Lincoln service via Spalding is run by a Class 153 train , which stops four times and takes fourteen minutes longer than LNER’s service via Newark.
  4. An easy connection to and from Skegness could be arranged at Spalding,

LNER also plans to extend some Lincoln services to Grimsby Town and Cleethorpes. Timings will dictate which will be the better route.

The Werrington Tunnel would add a large degree of flexibility in routing services between London King’s Cross and Lincoln and Lincolnshire.

Splitting And Joining At Peterborough

If the Werrington Tunnel makes Lincoln timings via Spalding and Sleaford viable, I wonder if it would be possible for trains to split and join at Peterborough.

  • One train would go to Lincoln via the Werrington Tunnel, Spalding and Sleaford.
  • The other might go North to Bradford, Hull, Middlesbrough, Scarborough or York.

The Werrington Tunnel again adds flexibility.

A Round-The-Wash Service Between Doncaster And Ipswich/Norwich

In Is There A Case For A Round-The-Wash Service Between Doncaster And Ipswich/Norwich?, I suggested this service, which would be an hourly Doncaster and Cambridge service via Scunthorpe, Grimsby Town Cleethorpes, Lincoln, Sleaford, Spalding, Werrington Tunnel and Peterborough that would alternatively extend to Ipswich or Norwich.

The Werrington Tunnel again opens up possibilities.

Conclusion

I’m sure that the Werrington Tunnel and the technology that built it will be imitated elsewhere.

 

 

December 9, 2021 Posted by | Transport/Travel | , , , , , , , , | 1 Comment

Is There A Case For A Round-The-Wash Service Between Doncaster And Ipswich/Norwich?

I suggested this service in The Integrated Rail Plan For The North And Midlands And The East Coast Main Line.

Effectively, it would join East Midlands Railway’s Doncaster and Peterborough service with Greater Anglia’s Cambridge and Ipswich service.

  • The service could go via Scunthorpe, Grimsby Town, Cleethorpes, Grimsby Town, Market Rasen, Lincoln, Sleaford, Spalding, Peterborough, March, Ely, Cambridge North, Cambridge, Newmarket, Bury St. Edmunds and Stowmarket.
  • There would be reverses at Cleethorpes and Cambridge.
  • There may be extra stops in Lincolnshire and across Suffolk.
  • The service would not use the East Coast Main Line, but would use the new Werrington Dive-Under and the Great Northern and Great Eastern Joint Line to the East of the East Coast Main Line.
  • The frequency would be one train per two hours (1tp2h).
  • Ideal trains could be Class 755 trains, perhaps running on batteries or hydrogen.

It would be paired with a new Doncaster and Norwich service, that could partly replace East Midlands Railway’s Liverpool and Norwich service.

  • The service could go via Scunthorpe, Grimsby Town, Cleethorpes, Grimsby Town, Market Rasen, Lincoln, Sleaford, Spalding, Peterborough, March, Ely, Cambridge North, Cambridge, Cambridge North, Ely, Thetford, Attleborough and Wymondham.
  • There would be reverses at Cleethorpes and Cambridge.
  • There may be extra stops in Lincolnshire and across Norfolk.

As with the Ipswich train it would not use the East Coast Main Line and have a frequency of 1tp2h.

The Objectives Of The Service

I believe this service could have several objectives.

Remove Slower Trains From The East Coast Main Line Between Peterborough And Doncaster

There aren’t many except freight, but this plan could provide a better solution to the Liverpool and Norwich service.

Providing Better Connections To The Biggest Growth Point In The UK – Cambridge

Cambridge needs better connections, so that it can bring in the staff and workers, that the high-tech capital of the UK needs.

Better Connection Of East Anglia And Lincolnshire To Northern England And Scotland

In Peterborough and Doncaster the route has two main interchanges to bring about these connections.

Promoting Tourism

For a start the route has five cathedrals; Bury St. Edmunds, Ely, Lincoln, Norwich and Peterborough and the historic city of Cambridge.

But I do believe that there are numerous places, where tourists might stay on the route and use it to explore the East of the country.

A Few Questions

These are a few questions.

Would The Route Be Electrified?

I don’t believe it will be fully electrified for two reasons.

Freight locomotives will increasingly become hydrogen-powered and also be able to use electrification, where it exists.

Plans by the likes of Hitachi ABB Power Grids and Furrer and Frey are likely to enable discontinuous and battery-electric trains to be able to work the route.

This philosophy would avoid all the disruption and reconstruction of structures of electrification and probably be much more affordable.

Would York Or Leeds Make A Better Northern Terminal For The Route?

Both have possibilities.

  • York would need running on the East Coast Main Line.
  • Leeds would probably need trains capable of 125 mph running.

On the other hand both Leeds and York would have superb connectivity.

Conclusion

I feel this would be a very valuable new service and it could be created without building any new infrastructure other than perhaps some strategic stations.

November 25, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , | 1 Comment

A Special Weekend Timetable Has Been Put In Place For Lincoln Christmas Market

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

This is the first paragraph.

The timetable has been put in place for Lincoln Christmas Market with direct services from Leeds, Newcastle, Edinburgh, Aberdeen and Inverness.

It looks to be a clever piece of planning, whilst work is carried out on the East Coast Main Line between Doncaster and Peterborough.

  • Services will be diverted onto the Great Northern and Great Eastern Joint Line though Spalding, Sleaford and Lincoln.
  • Will the trains be using the new tracks at the Werrington dive-under.
  • Nine-car Class 800 bi-mode trains will be used.
  • On the Saturday, there will be two trains per hour (tph) in both directions.
  • Of these trains, five trains per day (tpd)  in both directions will stop at Lincoln Central station.

It does appear that LNER are making the best of a difficult situation.

Passengers going to Lincoln for the Christmas Market will not be disappointed.

Grand Central Trains

Grand Central Trains are also using the diversion route.

Hull Trains

Hull Trains are also using the diversion route.

On the Saturday, there will be five tpd in both directions.

These can be doubled up to ten-car trains if the demand is there.

Lumo Trains

Lumo trains don’t appear to be running.

Conclusion

Network Rail seem to have done a cunning piece of timetabling.

There’ll be trainspotters galore in the centre of Lincoln.

November 6, 2021 Posted by | Transport/Travel | , , , , , , , , | 2 Comments

Freight On The East West Main Line

This page on the East West Main Line Partnership web site, describes their ambitions towards freight.

This is said.

The freight and logistics sector is one of the largest contributors to carbon emissions. Greater use of rail for freight and logistics provides additional resilience for the business community, while also acting on the need to achieve net zero.

Whilst not part of East West Rail, removing the bottlenecks on the Felixstowe to Midlands
corridor remains an immediate strategic priority for three sub-national transport bodies (England’s Economic Heartland, Transport East and Midlands Connect wrote to the Chancellor in this regard in July 2020).

However, the design and operation of the East West Main Line should take into account and contribute to the delivery of the requirements of the national rail freight strategy. In due course Great British Railways will have a statutory duty to consider the needs of rail freight and to take those needs into account in planning the future of the rail network.

It is therefore important that the East West Main Line is designed and delivered with the capability of supporting rail freight services without the need for additional works. In this regard due consideration must be given to ensuring that the impact on local communities of rail freight movements is minimised.

I have my thoughts.

Cutting Carbon Emissions In The Freight Sector

The obvious way to do this, would be to electrify every line in the country and purchase a new fleet of electric freight locomotives.

But the problems with this are the expense, disruption and timescale, it would take to replace all the locomotives and put up electrification on every line that might possibly be used by freight trains and  locomotives.

A solution is needed now, not in ten years.

But there are already solutions being demonstrated or developed that will cut carbon emissions from locomotives.

  • Stadler bi-mode Class 88 locomotives are already hauling freight trains and cutting emissions by using electric power where possible. But there are only ten of these locomotives.
  • The thirty Stadler tri-mode Class 93 locomotives on order for Rail Operations Group could or well be a game-changer. It is already known, that they will be able to cruise at 100 mph using electrification, so they will be able to mix it with the expresses on the Great Eastern Main Line. I suspect that these locomotives have been designed to be able to haul freight trains out of the Port of Felixstowe, by juggling the power sources.
  • In Freightliner Secures Government Funding For Dual-Fuel Project, I describe how Clean Air Power are converting a Class 66 locomotive to run on both diesel and hydrogen. This could be a very fruitful route, especially, if the diesel-electric Class 66 locomotives could be fitted with a pantograph to use electrification where it exists.
  • I have been very impressed with the work Wabtec have done to convert a large American diesel-electric locomotive into a battery electric locomotive. I wrote about it in FLXdrive ‘Electrifies’ Pittsburgh. In Could Class 66 Locomotives Be Converted Into Battery-Electric Locomotives?, I concluded that it might be possible to convert Class 66 locomotives into battery-electric locomotives using Wabtec’s technology.
  • In Powered By HVO, I talk about DB Cargo’s use of HVO to cut carbon emissions.

I am also sure that there are probably other solutions to decarbonise freight locomotives under development.

I would hope that over the next few years the amount of diesel fuel used in the freight sector will decrease significantly.

Improved Freight Routes

Currently, freight trains to and from Felixstowe take one of these routes.

  1. Via London – Using the Great Eastern Main Line, North London Line or Gospel Oak and Barking Line, and the West Coast Main Line.
  2. Via Nuneaton – Going via Bury St. Edmunds, Ely, Peterborough and Leicester before joining the West Coast Main Line at Nuneaton.
  3. Via Peterborough – Going via Bury St. Edmunds, Ely and Peterborough before taking the East Coast Main Line or the Great Northern and Great Eastern Joint Line via Lincoln.

The first two routes routes have capacity problems, whereas the third route has been improved by the use of the Great Northern and Great Eastern Joint Line.

Problems on the first two routes include

  • The Great Eastern Main Line is only dual-track.
  • The Great Eastern Main Line and the routes through London are at full capacity.
  • The route via Nuneaton does not have much electrification.

The East West Main Line will open up a new route directly across the country for some services, that currently go via the London or Nuneaton routes.

  • Felixstowe and Birmingham
  • Felixstowe and Glasgow
  • Felixstowe and Liverpool
  • Felixstowe and Manchester

These services could use the East West Main Line to connect with the West Coast Main Line at Bletchley, if the track were to be modified.

In addition services between Felixstowe and South Wales and the West Country could use the East West Main Line to Oxford and then join the Great Western Main Line at Didcot.

The East West Main Line could reduce the number of freight trains on these routes.

  • Great Eastern Main Line
  • North London Line
  • Gospel Oak and Barking Line
  • Peterborough and Leicester Line

The first three lines are certainly at capacity.

The Newmarket Problem

In Roaming Around East Anglia – Coldhams Common, I talked about previous plans of the East West Rail Consortium, who were the predecessor of the East West Main Line Partnership for the rail line between Chippenham Junction and Cambridge through Newmarket.

In this document on their web site, this is said.

Note that doubling of Warren Hill Tunnel at Newmarket and
redoubling between Coldham Lane Junction and Chippenham Junction is included
in the infrastructure requirements. It is assumed that most freight would operate
via Newmarket, with a new north chord at Coldham Lane Junction, rather than
pursuing further doubling of the route via Soham.

I have a feeling that if this plan were to be pursued, the Racing Industry in Newmarket wouldn’t be too keen on all the freight trains passing through the town.

Knowing the town and the racing industry and horses, as I do, I suspect that there will need to be serious noise mitigation measures through the town.

One would probably be a noise limit on the trains passing through, which might be very difficult for long freight trains, even if hauled by a much quieter battery-electric or hydrogen-powered locomotive.

Were the East West Main Line Partnership thinking of Newmarket, when they wrote the last sentence of the web page for freight.

In this regard due consideration must be given to ensuring that the impact on local communities of rail freight movements is minimised.

Newmarket is a unique town with a strong character and you shouldn’t take the town on lightly.

Related Posts

Birth Of The East West Main Line

Freight On The East West Main Line

Route Map Of The East West Main Line

 

 

 

October 8, 2021 Posted by | Hydrogen, Sport, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

Iron Ore Miner Orders Heavy-Haul Battery Locomotive

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

This is the first two paragraphs.

Mining company Roy Hill has ordered a Wabtec FLXdrive battery-electric heavy-haul freight locomotive. This will replace one the four ES44ACi diesel-electric locos used to haul its 2 700 m long iron ore trains, and is expected to reduce fuel costs and emissions by ‘double digit’ percentages while also cutting maintenance costs.

The locomotive is scheduled to be delivered in 2023. It will have a capacity of 7 MWh, an upgrade from the 2·4 MWh prototype which Wabtec and BNSF tested in revenue service in California earlier this year.

Note.

  1. It will have a 7 MWh battery.
  2. 2700 metres is 1.6 miles.

It looks to me, that the three diesel locomotives and one battery locomotive are arranged as a massive hybrid locomotive and I suspect that with sophisticated control systems, those double digit cuts in fuel costs and emissions would be possible.

A couple of years ago, I took this picture near Shenfield.

This double-headed train has a Class 90 electric locomotive and a Class 66 diesel locomotive at the front of a long freight train.

  • The Class 90 locomotive has an TDM system for multiple working.
  • The Class 66 locomotive has an AAR system for multiple working.

So does this mean that the two locomotives can’t work together, which if it does begs the question of what is happening.

  • Had the Class 66 locomotive failed and Class 90 was acting as a Thunderbird?
  • Was the Class 66 locomotive being moved from one depot to another for maintenance or repair?
  • Was it an experiment to see if the two locomotives could work together?

I sometimes think that I didn’t see this unusual formation, but then the camera doesn’t lie.

But could we learn from what Wabtec are doing for Roy Hill in Australia?

The Class 93 Locomotive

Rail Operations Group have already ordered thirty Class 93 tri-mode locomotives from Stadler, which have following power ratings.

  • Electric – 4000 kW
  • Diesel – 900 kW
  • Hybrid – 1300 kW

If this locomotive is capable of hauling the heaviest intermodal freight trains out of Felixstowe, Southampton and other ports and freight terminals, it could contribute to substantial  reductions in the diesel fuel used and emissions.

As an example, I will use a freight train between Felixstowe North Terminal and Trafford Park Euro Terminal.

  • It is a route of 280 miles.
  • I will ignore that it goes along the North London Line through North London and along the Castlefield Corridor through Manchester Piccadilly station.
  • There is fifteen miles without electrification at the  Felixstowe end.
  • There is under three miles without electrification at the  Manchester end.

On this service , it could be as much as 94 % of diesel and emissions are saved, if the Class 93 locomotive can haul a heavy freight train out of Felixstowe. A few miles of strategically-placed electrification at the Ipswich end would help, if required.

It must also be born in mind, that the Class 93 locomotive is a 110 mph locomotive on electric power and could probably do the following.

  • Run at 100 mph on the busy Great Eastern Main Line.
  • Run at faster speeds on the West Coast Main Line.
  • Fit in well with the 100 mph passenger trains, that run on both routes.

So not only does it save diesel and carbon emissions, but it will save time and make the freight train easier to timetable on a route with lots of 100 mph passenger trains.

The Class 93 locomotive looks like it could be a game-changer for long-distance intermodal freight, especially, if there were short sections of strategically-placed electrification, added to the electrified network.

Emissions could also be reduced further by using some for of sustainable fuel.

The picture shows a Class 66 locomotive, which is powered by Hydrotreated Vegetable Oil  or HVO.

I can see that all diesel-powered trains and locomotives will be powered by sustainable fuels by the end of this decade.

A Wabtec Battery-Electric Locomotive

Wabtec is building a battery-electric locomotive for Roy Hill in Australia.

This article on Railway Age talks about Wabtec’s FLXdrive battery locomotives and describes some features of the locomotive for Roy Hill in Australia.

It mentions pantographs and overhead wires to charge the batteries.

  • Wabtec’s prototype battery locomotive has a power output of 3.24 MW and a battery size of 2.4 MWh
  • The Roy Hill battery locomotive has a power output of 3.24 MW and a battery size of 7 MWh

I could envisage Wabtec designing a UK-sized battery-electric locomotive with these characteristics.

  • 2.5 MW power output, which is similar to a Class 66 locomotive.
  • A battery size of perhaps 1.8 MWh based on Wabtec’s  FLXdrive technology.
  • A pantograph to charge the batteries and also power the locomotive where electrification exists.
  • 75 mph operating speed.
  • Ability to work in tandem with a Class 66 locomotive.

All technology is under Wabtec’s control.

This locomotive could have a range of at least fifty miles on battery power.

I think this locomotive could handle these routes.

  • Peterborough and Doncaster via the Great Northern and Great Eastern Joint Line via Lincoln, with some form of charging at halfway.
  • Felixstowe and Nuneaton, with some extra electrification at some point between Peterborough and Leicester.
  • Oxford and Birmingham, with possibly some extra electrification in the middle.

One option for charging electrification, would surely be to electrify passing loops.

I think a battery-electric locomtive based on Wabtec’s  FLXdrive technology could be a very useful locomotive.

Could Wabtec’s Battery-Electric Locomotive Pair-Up With A Class 66 Locomotive?

Roy Hill will use their locomotive to form a consist of three diesel locomotives and one battery locomotive to obtain double-digit savings of fuel and emissions, when hauling iron-ore trains that are 1.6 miles long on a route of 214 miles.

We don’t have massive iron-ore trains like this, but we do move huge quantities of segregates and stone around the country in trains generally hauled by Class 66 locomotives.

So could a Class 66 or another suitable locomotive be paired-up with a battery-electric locomotive to make savings of fuel and emissions?

I would suggest that if it works in Australia, the technology will probably work in the UK.

The biggest problem for Wabtec is that the heavy end of the market may well be a good one for hydrogen-powered locomotives. But Wabtec are going down that route too!

Conclusion

I am convinced that the two decarbonisation routes I have outlined here are viable for the UK.

But I also feel that locomotive manufacturers will produce hydrogen-powered locomotives.

Other companies like Alstom, Siemens and Talgo will also offer innovative solutions.

 

 

 

 

 

September 16, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | 5 Comments

Werrington Dive-Under – 8th September 2021

I had gone to Peterborough to take pictures of the Werrington Dive Under, from a train between Peterborough and Spalding.

I took these pictures going Peterborough and Spalding.

My train between Peterborough and Spalding stations took the following route.

  • The Class 158 train was a great improvement on the Class 153 train, I took in From Peterborough To Lincoln in 2015.
  • It started in Platform 1b at Peterborough station.
  • It then crossed over to the Down Fast line to go North.
  • Finally, it slowed to cross the Up Fast and Up Slow lines to go towards Spalding.
  • It is surely not an efficient and the safest way to run a railway.

Think about turning right on a busy dual carriageway, by going through a gap in the central reservation.

This diagram shows the new track layout of Werrington Junction.

Note.

  1. My train was going North on Line 5, so it had to use the two crossovers to get to the lines to Spalding.
  2. The Up Stamford (Line 4) can be seen in the pictures after the two lines have disappeared into the dive-under.

It’s a pity the first of my pictures aren’t better, but the sun was in the wrong direction.

I took these pictures going Spalding and Peterborough.

Note.

  1. The train used the Up Slow (line 7) to go between Werrington Junction and Peterborough station.
  2. The last two pictures show the Class 158 train in Platform 1b at Peterborough station.

At least this time, the train didn’t cross the Fast lines.

Will Passenger Trains Use The Werrington Dive-Under?

I’m very sure they will!

  • On the Western side of Peterborough station, there are four platforms 4 to 7 and an avoiding line for freight trains going North.
  • It appears that all of these lines can access the Down Stamford (Line 1) and Up Stamford (Line 4) to go to Werrington Junction.
  • At Werrington Junction, trains either take the route to Stamford or use the dive-under for Spalding.

It looks to me, that if the trains to and from Spalding terminated in one of the Western platforms, then they could use the Stamford Lines to access the dive-under and they wouldn’t cross the Fast Lines of the East Coast Main Line on the flat.

Greengauge 21’s Suggestion, That Thameslink Be Extended To Spalding

In the study by Greengauge 21, which is entitled Connecting East Lincolnshire, this is said.

As noted the Spalding-Peterborough line should be a strong candidate for electrification because of its freight potential, and if so it could also accommodate an extension of Thameslink services from London and the South East to Spalding where interchange would be made with a Spalding–Boston–Louth–Grimsby express bus using the A16.

This proposal may be possible, if instead of using the dive-under, the Thameslink trains were able to use the Up Slow (line 7) to go both ways between Werrington Junction and Peterborough station.

As in the near future, full digital signalling will apply through Peterborough, this shouldn’t be a problem.

Electrification Of The Werrington Dive-Under?

Consider.

  • There is a gap of around ninety miles in the freight route between the comprehensive electrification at Peterborough and Doncaster stations on the Great Northern and Great Eastern Joint Line (GNGE).
  • There are dozens of level crossings.
  • The route goes through the centre of Lincoln, where there are two level crossings.

There are two ways of decarbonising the route.

  • Full electrification
  • Using hydrogen-powered freight locomotives.

Both solutions have their proposers and opponents.

I favour hydrogen-electric hybrid locomotives, that can use electrification where it exists, as it reduces the infrastructure cost on overbridges and in freight depots.

  • Hydrogen-powered locomotives have a go-anywhere capability.
  • There are also a lot of routes in the UK, where freight trains currently run and it would take a long time to electrify all of them.
  • As rail freight companies would have to purchase a lot of new locomotives, I can see them opting for hydrogen-electric hybrid locomotives.

But there are others, who think the only way is full electrification.

London And Lincolnshire By Electric Train

Passenger trains are not a problem, as Alstom, CAF, Hitachi, Stadler and others have demonstrated battery ranges of over fifty miles.

LNER are currently serving Lincoln from London using Hitachi bi-mode Class 800 trains, which use diesel for the 16.5 miles between Newark and Lincoln.

Hitachi’s proposed Intercity Tri-Mode Battery Train, is described in this Hitachi infographic.

I believe it would be possible to handle London and Lincoln via Newark without using diesel.

It also looks like it will be possible to convert the LNER’s current Class 800 trains into Intercity Tri-Mode Battery Trains.

But I doubt their range would sufficient to go between London and Lincoln via Peterborough, Spalding and Sleaford, unless there were to be a charging system at Lincoln.

But surely though, the ideal train for Lincolnshire would be a train that ran between London and Cleethorpes via Peterborough, Spalding, Sleaford, Lincoln, Market Rasen and Grimsby Town.

  • Peterborough and Lincoln is 56.9 miles.
  • Lincoln and Cleethorpes is 47.2 miles.
  • The service could be timed for a convenient interchange with the other Lincolnshire train services.
  • The service could run perhaps a few times per day.

With charging systems at Lincoln and Cleethorpes, similar to the Hitachi ABB Power Grids system that I described in Solving The Electrification Conundrum, this service could be run by an Intercity Tri-Mode Battery Train.

Peterborough And Lincolnshire By Electric Train

If you could run between Peterborough and major places in Lincolnshire, as part of a London service, I also suspect that a well-designed Peterborough and Lincolnshire service could serve Lincolnshire almost equally well.

It might use Platform 5 to terminate at Peterborough.

  • This is paired with Platform 4, which is the platform generally used by LNER trains from London, so there would be a cross-platform interchange going North.
  • Going South, there would be a need to use the footbridge.

How many people would use an hourly cross-TransLincs service?

 

September 9, 2021 Posted by | Transport/Travel | , , , , , , , , , | 2 Comments

Werrington Dive-Under – 8th November 2018

In Issue 865 of Rail Magazine, there is an article, which is entitled NR Primed To Start Work On £200m ECML Dive-Under.

This is said about construction of the dive-under.

Devegetation has already commenced in the area, while work compounds and access roads are due to be constructed before the end of the year (when the main construction sequence is expected to begin).

The dive-under is expected to enter service in 2021.

The article also says that the Cock Lane footbridge will be replaced with a longer truss bridge to span the widened alignment.

These pictures show the current Cock Lane footbridge.

Whilst I took the pictures there was a lot of noise from chain saws and other machinery, as the vegetation was cleared.

The Track Layout

Note how the tracks are divided into a set of two on the Western side and three on the Eastern.

The Western pair are the so-called Stamford lines, which go off to the West through Stamford station.

A diagram in Rail Magazine shows how they will be moved apart and twenty-five metres to the West. This will enable the two new tracks to be laid between them, which will then dive under the East Coast Main Line and connect to the Great Northern Great Eastern Joint Line towards Spalding, Sleaford and Doncaster.

This Google Map shows the Cock Lane Bridge as it crosses the tracks.

The Cock Lane Bridge is at the bottom of the map.

Doing The Work

It looks a simple plan, that NR believes could be executed with a nine-day closure of the East Coast Main Line. This would be needed to tunnel under the three tracks of the main line.

But I suspect that Network Rail could have a series of cunning plans to keep a limited service going.

  • There will probably be a number of bi-mode Class 800 trains available.
  • Some of the sixteen InterCity 125 trains could be retained.

The diesels and bi-modes could be able to use the Great Northern Great Eastern Joint Line and other routes without electrification to sneak through.

They might also use an interim layout of lines at Werrington to keep the service going.

Extra Electrification

It appears to me that not all tracks are electrified.

The Northbound Stamford Line certainly has electrification, but it appears that the Southbound doesn’t.

Given that in the next decade, it is likely that battery/electric or electro-diesel trains or locomotives will use the route throughStamford station to Leicester and Nuneaton, would it be worthwhile to fully electrify the Stamford Lines.

This image captured from a Network Rail video, clearly shows the new Cock Lane footbridge and that the following lines are electrified.

  • The Northbound Stamford Line on the left.
  • The three tracks of the East Coast Main Line on the right.

The actual dive-under and the Southbound Stamford Line appear not to have electrification.

Retention Of Diesel Trains

But surely, if there are a few extra diesel trains around for a couple of years or at least until the end of 2019, would it help to sort out some of the other problems on the East Coast Main Line.

 

November 8, 2018 Posted by | Transport/Travel | , , , , | 1 Comment

Improving Services To Lincoln

Lincoln is one of those places, where, companies have promised better train services for years and they’ve never appeared.

The Wikipedia entry for Lincoln station under Future Services reads like a catalogue of broken promises and very little progress.

I think that it is time to think out of the box to provide a better service for the City.

Sorting Out Newark

Newark is an important interchange to get good services to and from Lincoln.

Because of the notorious Newark Flat Crossing, the railways around the town need improving.

Currently there are two fast trains to and between Lincoln and London a day in both directions, an hourly service to Newark and various other random services.

To make matters worse, the change at Newark Northgate station is often fifteen minutes or so.

These pictures were taken as I changed trains at the station for Lincoln on a fine day.

Is an hourly single coach Class 153 train between Lincoln and Newark Northgate an adequate service?

There are other services to Newark Castle station, but the two stations are separated by the notorious flat junction at Newark, which slows services on the East Coast Main Line.

I think in a well-thought out solution, the following will be achieved.

  • Trains on the Nottingham to Lincoln  Line will pass Newark without inconveniencing trains on the East Coast Main Line, possibly by means of a flyover or a dive-under.
  • These trains would ideally call at both Newark stations.
  • Hopefully lifts and stairs will make the changebetween the two lines step-free.

I wouldn’t be surprised to see a very unconventional solution to the problem.

Newark Northgate station could be closed and a flyover could take the Nottingham to Lincoln Line over the East Coast Main Line to the North of the town, where a new out-of-town station could be built, which had platforms on all lines and they were connected by lifts. I have called this arrangement A Four-Poster Station in the past.

The new station could also be a transport hub, with lots of car parking.

I changed twice at Newark Northgate today and in both instances I waited nearly fifteen minutes.

So why not just build a simple single-track flyover or dive-under and provide a comfortable electric shuttle bus between Northgate and Castle stations, that meets all trains and does the journey in less time, than the current wait?

Remember that Castle station is closer to the town centre.

It would be a cheaper flyover and the money saved might purchase some bigger new trains.

The service from Nottingham could even be run by tram-trains or like in Zwickau by diesel multiple units, which left the Nottingham to Lincoln Line at Castle station and then went walkabout in Newark.

The only certainty about the sorting of Newark, is that there are innumerable ways to do it and some could be unusual.

I doubt though, that we’ll see much improvement at Newark until after 2020.

The Great Northern And Great Eastern Joint Line

In Project Managers Having Fun In The East, I talked about hoe the Great Northern And Great Eastern Joint Line (GNGE) has been upgraded to be a valuable diversion route for freight trains travelling up and down the East Coast Main Line.

£230million has been spent to create a high-quality railway from Werrington Junction just North of Peterborough to Doncaster via Spalding, Sleaford and Lincoln.

Given the increasing traffic on the East Coast Main Line and the long wait for any relief in the shape of HS2 to Leeds, the North East and Scotland, I think we will see further development of the GNGE.

  • I reported in To Dive Or Fly At Werrington, how plans are ongoing to improve the Southern connection of the line to the East Coast Main Line.
  • The latest details on Werrington Junction are here on the Network Rail web site and talk about a 2020 completion.
  • Could a new Lincoln Avoiding Line be built, so that freight trains avoid going through Lincoln Central station and the level crossings?
  • The GNGE has lots of closed stations and some have been reopened in the last few years. Could more be reopened?

All these developments lead me to the conclusion, that there will be improved passenger services on the Peterborough to Doncaster route via Lincoln.

As the GNGE is now a high-class modern route, the single coach Class 153 train will be replaced by something like a two-car Class 158 train or Class 170 train.

The speeds of the three trains are.

  • Class 153 – 120 kph
  • Class 158 – 140 kph
  • Class 170 – 160 mph

As Inter-City 125s are released by the arrival of new Class 800 trains, could we even see shortened versions running between Kings Cross and Yorkshire via Peterborough, Lincoln and Doncaster? These magnificent trains certainly perform well on secondary routes, as anybody, who has ridden in the cab between Edinburgh and Inversion can testify.

I wonder what times a well-driven Class 170 train could achieve. Currently Peterborough to Lincoln takes eighty minutes and Lincoln to Doncaster takes two hours.

I estimate that a Class 170 train could do the journey between Lincoln and Peterborough in about an hour, which is about the fastest time that can be achieved changing at Newark.

An estimate for the time between Lincoln and Doncaster could be about ninety minutes.

All of this speed improvement could probably be obtained without any major infrastructure improvements, but updating Werrington Junction and creating a new Lincoln Avoiding Line would improve things further.

Faster connections to Doncaster and Peterborough would bring various benefits.

  • At Doncaster, it would give access to the East Coast Main Line services to the North East and Scotland.
  • From 2018, at Doncaster, it would give access to the the improved TransPennine services to Leeds, Liverpool, Manchester and Manchester Airport.
  • At Peterborough, it would give access to services to London, East Anglia and the South Midlands.
  • From 2018, at Peterborough, there will be a connection to Thameslink, to take passengers all over London and the South East.

Surely these connections will benefit Lincoln most, but a fast service to Peterborough would also do something to improve connectivity at places like Sleaford and Spalding.

I suspect that when the new East Midlands Franchise is announced next year or when suitable trains are procured, we will see significant speed, frequency and comfort improvements on this route.

Reinstating The Complete Great Northern And Great Eastern Joint Line

With the next East Anglian Franchise, it is rumoured that there will be a marked improvement in train services in the region with new and refurbished trains everywhere, running many more services.

One possibility, is that the Bramley Line to Wisbech will be served by passenger trains, as a network of local services are improved and created around Cambridge with expansion and development needs and its soon-to-be-two stations.

I think that the possibility exists that the line between March and Sleaford might be reinstated to give freight trains to and from Felixstowe, direct access to the GNGE to get to Doncaster, avoiding Peterborough and the East Coast Main Line South of Yorkshire.

If you look at Google Maps, then the old rail line is clearly visible for most of the way between March and Sleaford. However, Whitemoor Prison has been build over the route.

If this Southern part of the GNGE were to be reinstated, could we see passenger services between Cambridge and Lincoln?

I think we would, as the engine of growth that is Cambridge, would then be directly connected by train to all the cities and larger towns of East Anglia and Lincolnshire.

I should say, that just as London dominates the South East, I believe that Cambridge with all its skills, ambition and success will dominate the East of England.

Lincoln to Cambridge could be about ninety minutes using a fully developed GNGE, as opposed to two hours now.

Conclusions

I have come to the following occlusions.

  • The record of train companies in getting more direct services to Lincoln says a lot and I’d be very surprised if Lincoln sees more direct services to London.
  • Newark is a basket case and sorting it will be difficult and probably expensive
  • The best bet for improved services is to put faster trains on the upgraded Great Northern And Great Eastern Joint Line between Peterborough and Doncaster, which could mean Peterborough in an hour and Doncaster in ninety minutes from Lincoln.
  • The trains for this should be available in 2018.

In the long term, I can see benefits in connecting March and Sleaford.

Ironically, the GNGE was built to bring coal to East Anglia from Yorkshire and it could be used to bring freight between Felixstowe and the North, in an efficient ,manner.

The Victorians seem to have got the route of the GNGE correct.

Just as they did the Varsity Line and the Borders Railway.

 

 

August 4, 2016 Posted by | Transport/Travel | , , , , , | Leave a comment

From Peterborough To Lincoln

The Peterborough to Lincoln Line is part of the Great Northern and Great Eastern Joint Railway, from Doncaster to Peterborough, which is increasingly used as a by-pass for freight and other trains from the East Coast Main Line.

The line leaves the East Coast Main Line at Werrington Junction and then runs through the flat Lincolnshire countyside to Lincoln via Spalding and Sleaford.

These pictures show the character of the line.

I’ve never seen so many level crossings and so much featureless countryside.

Surprisingly, I only saw one other train which was another single carriage Class 153 train going the other way.

It would appear that the line generally has an hourly service between Peterbrough and Lincoln and the Nottingham to Skegness Line has an hourly service through Sleaford.

This Google Map shows the lines around Sleaford.

Sleaford

Sleaford

The line from Peterborough comes in at the South East corner with Lincoln to the North and Grantham and Nottingham to the West. The map clearly show the avoiding line connecting Lincoln to Peterborough, so that freight trains can by-pass the town.

The Route Utilisation Strategy (RUS) for the East Midlands felt that services could be improved by joining services together in Lincoln to free up platform space. Perhaps too the trains on the two lines should be more co-ordinated so that changing trains at Sleaford was easier. If you want to go from Skegness to Lincoln by train, some trains have only a few minutes wait, whilst changing at Sleaford, but others the wait is half an hour. I don’t know Sleaford station, but it may be a nice place to wait for a train!

This report on the BBC is entitled Cornwall rail network to get £146m investment.

So could the railways of Lincolnshire be improved, by giving more local control to the county?

September 15, 2015 Posted by | Transport/Travel | , , , | 1 Comment

The Railways East Of Nottingham

As an engineer, I’m always of the view that a lot of engineers, do the jobs they do because they like creating things on the one hand and because it’s great fun on the other.

Although, I’ve been much more in a support role to engineers in many varied industries, I’ve loved the solving of problems and the creating of products all my working life. It might have been stressful at times, but it has been tremendous fun!

It strikes me that the rail projects centred on Nottingham in the last few years, have been done well and with a great deal of style and innovation.

There has been a lot of them in recent years.

Network Rail are following these with other projects in the area.

Only the Ilkeston station project has started, although not much trackwork needs to be done for the two new routes.

There would appear to be little work either done or proposed to the East of Nottingham.

But that would ignore the big project about thirty miles to the East – the updating of the Great Northern and Great Eastern Joint Railway (GNGE). I wrote about that project in Project Managers Having Fun In The East.

Effectively, £230million has been spent to create a high-quality line for freight between Doncaster and Peterborough, so that there is a higher capacity for passenger services on the East Coast Main Line.

So what could happen in the area?

Poor Lincoln – Level Crossings

I say poor Lincoln, as the city has suffered for years because there is a busy level crossing used by very large numbers of people, vehicles and trains, right in the centre of the City on the High Street. This article from the Lincolnite talks about the start of a £12m project to create two footbridges over the railway. Reading the comments to the article is an informative exercise.

If you want to read more about this project, there are more details on this page on Network Rail’s web site.

This Google Map shows the two level crossings to the West of Lincoln Central station.

Lincoln Level Crossings

Lincoln Level Crossings

As an East West relief road is also being built, according to this article in the Linconite, the two projects might improve the problems in the City centre for a few years.

Before I leave the level crossings at Lincoln, take a look at this article from Rail Magazine. This is said about the level crossings.

Early Network Rail figures suggest that by 2030, with all freight paths being used and all East Anglian ports running at maximum capacity, the barriers in Lincoln could potentially be down for 40 minutes in every hour. The resulting road traffic problems are likely to increase local discontent.

So something serious must be planned for the future.

Poor Lincoln – Passenger Services

Lincoln also deserves sympathy for the poor passenger service that the City has to connect it with the rest of the UK. By comparison, Norwich is perhaps fifty percent bigger than Lincoln, but has a half-hourly service to Ipswich and London, and an hourly service to Cambridge.

Lincoln has an hourly shuttle to Newark and a few direct trains to London. There is also an irregularly-timed shuttle to Newark for London trains.

I think a city with the population and status of Lincoln deserves better.

North and South Through Lincoln

I have read the Route Utilisation Strategy (RUS) for the East Midlands and searched it for references to Lincoln. Two sections are of note. This is said in the RUS.

In addition, the interaction between passenger services terminating at Lincoln and freight trains passing through the station area has been identified by the RUS as a constraint to future growth. The RUS recommends that the  great Northern/Great Eastern (GN/GE) Joint Line scheme, which will provide additional capacity between Peterborough and Doncaster (via Spalding) in CP4, considers whether or not combining terminating services at Lincoln (to create more through services and reduce congestion in the station area) would free up sufficient capacity to accommodate growth.

With my scheduling hat on, I think this simple matter of joining services together could give some needed additional paths to improve passenger services. In many places in the UK, like Birmingham, Cardiff, Edinburgh and London, this has been done to provide cross-city services, that release platform space in the station.

This was also said about improving services between Lincoln and Peterborough.

Peterborough and Lincoln by providing an improved service using existing resources once the upgrade of the GN/GE Joint Line has been completed.

After the upgrade of the GNGE, I wonder if any changes have been made to the passenger services between Peterborough, Lincoln and Doncaster.

I think not!

From my travels in Germany, the Peterborough to Doncaster and/or Sheffield/Meadowhall via Lincoln, is just the sort of route on which the Germans would run a regional service.

I think the RUS is hoping that someone will do this, but it would seem it’s just the same old slow service.

There may have been an improvement between Lincoln and Peterborough, as the service is roughly hourly and takes eighty minutes with four stops. There may be an improvement to come, when Werrington Junction, where the GNGE joins the East Coast Main Line, is improved. I wrote about this junction in To Dive Or Fly At Werrington.

But if you look at the services from Lincoln and Doncaster, some go direct in forty seven minutes and others go to everywhere in Yorkshire and take over two hours.

Lincoln To Nottingham via Newark

To improve services between Lincoln and Nottingham, the RUS recommends doing something about the notorious flat junction at Newark, which is best described as a cross roads, where a B-road crosses a motorway. This is said.

Of the remainder, the RUS recommends that the provision of a flyover at Newark is further developed in CP4 to refine the infrastructure costs and potential benefits. It is recognised that the development of the East Coast Main Line Intercity Express Programme service requirements beyond those proposed for LDHS services from May 2011, combined with freight growth beyond 18 freight trains per day on the east – west corridor, may drive the requirement for the flyover in CP5.

I have now looked at this Victorian railway relic in The Newark Crossing

 

Local Services Between Nottingham And The East

As I said earlier, Network Rail and the various local councils have done a lot of work to give Nottingham a first class tram systems and Nottingham station has been upgraded to accept extra services. They are now starting to improve services to the West and North.

So what will happen to services to the East of the city?

There are rumours about tram-trains being introduced in Nottingham and this is said in the section on Future Routes in the Wikipedia entry for the Nottingham Express Transit.

The document raised the possibility of tram-train lines from Nottingham to Gedling and/or Bingham, and to Ilkeston.

Gedling is on the line to Newark and Bingham is on the line to Grantham.

So one option would be to use tram-trains on the routes to Newark and Grantham, where the services run into the city as far as Bingham and Gedling as trains and then run as trams, to join the main tram network at either Nottingham station or some other convenient point.

One interesting observation is that as tram-trains can take much tighter curves than trains, is that a Nottingham to Newark tram-train might be able to call at Newark Castle, then cross the East Coast Main Line and then do a tight turn to call in the bay platform at Newark North Gate station before reversing and going on to Lincoln. This Google Map shows the Newark Crossing in detail.

Newark Crossing Close-Up

Newark Crossing Close-Up

It is a very crowded place, but there may just be space for a tram-train coming from Nottingham to turn and go to Newark North Gate. It would appear to be no tighter than the Tinsley curve that will be used by Sheffield’s tram-trains to Rotherham.

Going the other way from the spur to Nottingham, might be more difficult, but I think it would be possible.

So could using tram-trains to Lincoln, give that city a much better service to and from Nottingham, but also take some pressure off the design of any solution at Newark?

I would suspect that if tram-trains went to Newark/Lincoln and Grantham, there would be a half-hourly service to and from Nottingham.

The Class 399 tram-train would also provide a faster service than the current trains.

Conclusion On The Newark Crossing

I only come to one conclusion about the solution to the Newark Crossing. Everybody should prepare for the unexpected.

 

 

September 12, 2015 Posted by | Transport/Travel | , , | Leave a comment