The Anonymous Widower

How Many Trains Are Needed To Run A Full Service On High Speed Two?

The latest High Speed Two schedule was published in the June 2020 Edition of Modern Railways.

The Two Train Classes

Two separate train classes have been proposed for High Speed Two.

Full-Size – Wider and taller trains built to a European loading gauge, which would be confined to the high-speed network (including HS1 and HS2) and other lines cleared to their loading gauge.

Classic-Compatible – Conventional trains, capable of high speed but built to a British loading gauge, permitting them to leave the high speed track to join conventional routes such as the West Coast Main Line, Midland Main Line and East Coast Main Line.

The Wikipedia entry for High Speed Two has a section entitled Rolling Stock, where this is said about the design.

Both types of train would have a maximum speed of at least 360 km/h (225 mph) and a length of 200 metres (660 ft); two units could be joined together for a 400-metre (1,300 ft) train. It has been reported that these longer trains would have approximately 1,100 seats.

These are some of my thoughts.

Seating Density

I would assume that this means that a single 200 metre train, will have a capacity of approximately 550 seats or a density of 2.75 seats per metre. How does that compare with other trains?

  • 9-car Class 801 train – 234 metres – 611 seats – 2.61 seats/metre
  • 7-car Class 807 train – 182 metres – 453 seats – 2.49 seats/metre
  • 9-car Class 390 train  – 217.5 metres – 469 seats – 2.16 seats/metre
  • 11-car Class 390 train  – 265.3 metres – 589 seats – 2.22 seats/metre
  • 12-car Class 745/1 train – 236.6 metres – 767 seats – 3.24 seats/metre
  • 16-car Class 374 train – 390 metres – 902 seats – 2.31 seats/metre

What I find strange with these figures, is that I feel most crowded and cramped in a Class 390 train. Could this be because the Pendelino trains are eighteen years old and train interior design has moved on?

But I always prefer to travel in a Hitachi Class 80x train or a Stadler Class 745 train.

I very much feel that a seating density of 2.75 seats per metre, designed using some of the best modern practice, could create a train, where travelling is a very pleasant experience.

Step-Free Access

I have travelled in high speed trains all over Europe and have yet to travel in one with step-free access.

Surely, if Stadler can give their trains step-free access everybody can.

The pictures shows step-free access on Stadler Class 745 and Class 755 trains.

If I turned up pushing a friend in a wheelchair, would I be able to push them in easily? Or better still will they be able to wheel themselves in?

A Greater Anglia driver once said to me, that they never have to wait anymore for wheelchairs to be loaded.

So surely, it is in the train operator’s interest to have step-free access, if it means less train delays.

Double-Deck Trains

In my view double-deck trains only have one only good feature and that is the ability to see everything, if you have a well-designed window seat.

I may be seventy-three, but I am reasonably fit and only ever travel on trains with airline-sized hand baggage. So I don’t find any problem travelling upstairs on a double-deck bus or train!

But it could have been, so very different, if my stroke had been a bit worse and left me blind or in a wheelchair for life.

I have seen incidents on the Continent, which have been caused by double-deck trains.

  • A lady of about eighteen in trying to get down with a heavy case dropped it. Luckily it only caused the guy she was travelling with, to roll unhurt down the stairs.
  • Luggage is often a problem on Continental trains because of the step-up into the train and access is worse on double deck trains.
  • I also remember on a train at Leipzig, when several passengers helped me lift a guy and his wheelchair out of the lower deck of a double-deck train, which was lower than the platform, as they often are with double-deck trains.

I am not totally against double-deck trains, but they must be designed properly.

Consider.

  • High Speed Two’s Full-Size trains will only use London Euston, Old Oak Common, Birmingham Interchange, Birmingham Curzon Street, Manchester Airport, Manchester Piccadilly, East Midlands Hub and Leeds stations.
  • All stations used by Full-Size trains will be brand-new or substantially rebuilt stations.
  • Someone sitting in a wheelchair surely has the same right to a view from the top-deck of a double-deck train as anybody else.
  • Jumbo jets seemed to do very well without a full-length top-deck.
  • The A 380 Superjumbo has been designed so that entry and exit on both decks is possible.

I feel if High Speed Two want to run double-deck trains, an elegant solution can surely be found.

A Crude Estimate On The Number Of Trains

This is my crude estimate to find out how many trains, High Speed Two will need.

Western Leg

These are the services for the Western Leg between London , Birmingham, Liverpool, Manchester, Edinburgh and Glasgow.

  • Train 1 – London Euston and Birmingham Curzon Street – 400 metre Full-Size – 45 minutes – 2 hour Round Trip – 4 trains
  • Train 2 – London Euston and Birmingham Curzon Street – 400 metre Full-Size – 45 minutes – 2 hour Round Trip – 4 trains
  • Train 3 – London Euston and Birmingham Curzon Street – 400 metre Full-Size – 45 minutes – 2 hour Round Trip – 4 trains
  • Train 4 – London Euston and Lancaster – Classic Compatible – 2 hours 3 minutes – 5 hour Round Trip – 5 trains
  • Train 4 – London Euston and Liverpool – Classic Compatible – 1 hours 34 minutes – 4 hour Round Trip – 4 trains
  • Train 5 – London Euston and Liverpool – Classic Compatible – 1 hours 34 minutes – 4 hour Round Trip – 4 trains
  • Train 6 – London Euston and Macclesfield – Classic Compatible – 1 hours 30 minutes – 4 hour Round Trip – 4 trains
  • Train 7 – London Euston and Manchester – 400 metre Full-Size – 1 hour and 11 minutes – 3 hour Round Trip – 6 trains
  • Train 8 – London Euston and Manchester – 400 metre Full-Size – 1 hour and 11 minutes – 3 hour Round Trip – 6 trains
  • Train 9 – London Euston and Manchester – 400 metre Full-Size – 1 hour and 11 minutes – 3 hour Round Trip – 6 trains
  • Train 10 – London Euston and Edinburgh – Classic Compatible – 3 hours 48 minutes – 8 hour Round Trip – 8 trains
  • Train 10 – London Euston and Glasgow – Classic Compatible – 3 hours 40 minutes – 8 hour Round Trip – 8 trains
  • Train 11 – London Euston and Edinburgh – Classic Compatible – 3 hours 48 minutes – 8 hour Round Trip – 8 trains
  • Train 11 – London Euston and Glasgow – Classic Compatible – 3 hours 40 minutes – 8 hour Round Trip – 8 trains
  • Train 12 – Birmingham Curzon Street and Edinburgh or Glasgow – Classic Compatible – 3 hours 20 minutes – 7 hour Round Trip – 7 trains
  • Train 13 – Birmingham Curzon Street and Manchester – 200 metre Full-Size – 41 minutes – 2 hour Round Trip – 2 trains
  • Train 14 – Birmingham Curzon Street and Manchester – 200 metre Full-Size – 41 minutes – 2 hour Round Trip – 2 trains

Note.

  1. I have assumed 400 metre Full-Size trains will be a pair of 200 metre trains.
  2. I think that trains 4 and 5 work an intricate dance with appropriate splitting and joining at Crewe.
  3. The full schedule will need 34 Full-Size trains and 56 Classic-Compatible trains

According to Wikipedia, the first order will be for 54 Classic-Compatible trains, so I would assume, that more trains will be ordered.

Eastern Leg

These are the services for the Eastern Leg between London , Birmingham, East Midlands Hub, Leeds, Sheffield, York and Newcastle.

  • Train 15 – Birmingham Curzon Street and Leeds – 200 metre Full-Size – 49 minutes – 2 hour Round Trip – 2 trains
  • Train 16 – Birmingham Curzon Street and Leeds – 200 metre Full-Size – 49 minutes – 2 hour Round Trip – 2 trains
  • Train 17 – Birmingham Curzon Street and Newcastle – Classic Compatible – 1 hour 57 minutes – 5 hour Round Trip – 5 trains
  • Train 18 – London Euston and Sheffield – Classic Compatible – 1 hour 27 minutes – 4 hour Round Trip – 4 trains
  • Train 18 – London Euston and Leeds – Classic Compatible – 1 hour 21 minutes – 3 hour Round Trip – 3 trains
  • Train 19 – London Euston and Leeds – 400 metre Full-Size – 1 hour and 21 minutes – 3 hour Round Trip – 6 trains
  • Train 20 – London Euston and Leeds – 400 metre Full-Size – 1 hour and 21 minutes – 3 hour Round Trip – 6 trains
  • Train 21 – London Euston and Sheffield – Classic Compatible – 1 hour 27 minutes – 4 hour Round Trip – 4 trains
  • Train 21 – London Euston and York – Classic Compatible – 1 hour 24 minutes – 3 hour Round Trip – 3 trains
  • Train 22 – London Euston and Newcastle – Classic Compatible – 2 hour 17 minutes – 5 hour Round Trip – 5 trains
  • Train 23 – London Euston and Newcastle – Classic Compatible – 2 hour 17 minutes – 5 hour Round Trip – 5 trains

Note.

  1. I have assumed 400 metre Full-Size trains will be a pair of 200 metre trains.
  2. Trains 15 and 16 work as a pair
  3. I think that trains 18 and 21 work an intricate dance with appropriate splitting and joining at East Midlands Hub.
  4. The full schedule will need 16 Full-Size trains and 29 Classic-Compatible trains

Adding the two legs together and I estimate that 50 Full-Size trains and 85 Classic-Compatible trains, will be needed to run a full schedule.

Trains Per Hour On Each Section

It is possible to make a table of how many trains run on each section of the High Speed Two network in trains per hour (tph)

  • London Euston (stops) – 1-11, 18-23 – 17 tph
  • London Euston and Old Oak Common – 1-11, 18-23 – 17 tph
  • Old Oak Common (stops) – 1-11, 18-23 – 17 tph
  • Old Oak Common and Birmingham Interchange – 1-11, 18-23 – 17 tph
  • Birmingham Interchange (stops) – 2, 3, 7, 11, 20 – 5 tph
  • Birmingham Curzon Street (stops) – 1-3, 12-14, 15-17 – 9 tph
  • Birmingham and Crewe – 4,5, 7-9, 10-14 – 10 tph
  • Crewe (stops) – 4,5 – 2 tph
  • Crewe and Liverpool – 4,5 – 2 tph
  • Crewe and Lancaster – 4, 10-12 – 4 tph
  • Cewe and Manchester – 7-9, 13, 14 – 5 tph
  • Lancaster (stops) 4 – 1 tph
  • Lancaster and Carlisle  – 10-12 – 4 tph
  • Carlisle and Edinburgh – 10-12 – 2.5 tph
  • Carlisle and Glasgow – 10-12 – 2.5 tph
  • Birmingham and Stoke – 6 – 1 tph
  • Stoke (stops) – 6 – 1 tph
  • Stoke and Macclesfield – 6 – 1 tph
  • Macclesfield (stops) – 6 – 1 tph
  • Birmingham and East Midlands Hub – 15-17, 18-20, 21-23 – 9 tph
  • East Midlands Hub (stops) – 15-17, 18-20, 21 – 7 tph
  • East Midlands Hub and Sheffield – 18, 21 – 2 tph
  • Sheffield (stops) – 18, 21 – 2 tph
  • Midlands Hub and Leeds – 15, 16, 18-20 – 5 tph
  • Leeds (stops) – 15, 16, 18-20 – 5 tph
  • East Midlands Hub and York – 17, 21-23 – 4 tph
  • York (stops) – 17, 21-23 – 4 tph
  • York and Newcastle – 17, 22, 23 – 3 tph
  • Newcastle (stops) – 17, 22, 23 – 3 tph

These are a few thoughts.

Capacity Of The Southern Leg

The busiest section is between London Euston and Birmingham Interchange, which handles 17 tph.

As the maximum capacity of High Speed Two is laid down in the Phase One Act as 18 tph, this gives a path for recovery, according to the article.

Trains Serving Euston

The following train types serve London Euston station.

  • Full-Size – 8 tph
  • 400 metre Classic-Compatible – 5 tph
  • 200 metre Classic-Compatible – 4 tph

As a 200 metre long train needs the same track and platform resources as a 400 metre long train, by splitting and joining, it would appear that extra destinations could be served.

Platform Use At Euston

This page on the High Speed Two web site, gives details of Euston High Speed Two station.

HS2 will deliver eleven new 400m long platforms, a new concourse and improved connections to Euston and Euston Square Underground stations. Our design teams are also looking at the opportunity to create a new northerly entrance facing Camden Town as well as new east-west links across the whole station site.

So how will the eleven platforms be used?

Destinations served from London are planned to be as follows.

  • Birmingham Curzon Street – Full-Size – 3 tph
  • Edinburgh/Glasgow – Classic-Compatible – 2 tph
  • Lancaster – Classic-Compatible – 1 tph
  • Leeds – Full-Size – 2 tph – Classic-Compatible – 1 tph
  • Liverpool – Classic-Compatible – 2 tph
  • Macclesfield – Classic-Compatible – 1 tph
  • Manchester Piccadilly – Full-Size – 3 tph
  • Newcastle – Classic-Compatible – 2 tph
  • Sheffield – Classic-Compatible – 2 tph
  • York – Classic-Compatible – 1 tph

That is ten destinations and there will be eleven platforms.

I like it! Lack of resources is often the reason systems don’t work well and there are certainly enough platforms.

Could platforms be allocated something like this?

  • Birmingham Curzon Street – Full-Size
  • Edinburgh/Glasgow – Classic-Compatible
  • Leeds – Full-Size
  • Liverpool – Classic-Compatible – Also serves Lancaster
  • Macclesfield – Classic-Compatible
  • Manchester Piccadilly – Full-Size
  • Newcastle – Classic-Compatible
  • Sheffield – Classic-Compatible – Also serves Leeds and York

Note.

  1. No  platform handles more than three tph.
  2. There are three spare platforms.
  3. Each platform would only be normally used by one train type.
  4. Only Birmingham Interchange, East Midlands Hub, Leeds, Preston and York are not always served from the same platform.

Platform arrangements could be very passenger- and operator-friendly.

Platform Use At Birmingham Curzon Street

Birmingham Curzon Street station has been designed to have seven platforms.

Destinations served from Birmingham Curzon Street station are planned to be as follows.

  • Edinburgh/Glasgow – Classic-Compatible – 1 tph
  • Leeds – Full-Size – 2 tph
  • London Euston – Full-Size – 3 tph
  • Manchester Piccadilly – Full-Size – 2 tph
  • Newcastle – Classic-Compatible – 1 tph

That is five destinations and there will be seven platforms.

I like it! For the same reason as London Euston.

Could platforms be allocated something like this?

  • Edinburgh/Glasgow – Classic-Compatible
  • Leeds – Full-Size
  • London Euston – Full-Size
  • Manchester Piccadilly – Full-Size
  • Newcastle – Classic-Compatible

Note.

  1. No  platform handles more than three tph.
  2. There are two spare platforms.
  3. Each platform would only be normally used by one train type.
  4. Only East Midlands Hub is not always served from the same platform.

Platform arrangements could be very passenger- and operator-friendly.

Back-to-Back Services via Birmingham Curzon Street

The current plan for High Speed Two envisages the following services between the main terminals served by Full-Size trains.

  • London Euston and Birmingham Curzon Street – 3 tph – 45 minutes
  • London Euston and Leeds – 2 tph – 81 minutes
  • London Euston and Manchester Piccadilly – 3 tph – 71 minutes
  • Birmingham Curzon Street and Leeds – 2 tph – 40 minutes
  • Birmingham Curzon Street and Manchester Piccadilly – 2 tph – 41 minutes

Suppose a traveller wanted to go between East Midlands Hub and Manchester Airport stations.

Wouldn’t it be convenient if the Leeds to Birmingham Curzon Street train, stopped in Birmingham Curzon Street alongside the train to Manchester Airport and Piccadilly, so passengers could just walk across?

Or the two services could be run Back-to-Back with a reverse in Birmingham Curzon Street station?

Note.

  1. The current fastest times between Nottingham and Manchester Airport stations are around two-and-a-half hours, with two changes.
  2. With High Speed Two, it looks like the time could be under the hour, even allowing up to eight minutes for the change at Birmingham Curzon Street.

The design of the track and stations for High Speed Two, has some interesting features that will be exploited by the train operator, to provide better services.

Capacity Of The Western Leg Between Birmingham and Crewe

The section is between Birmingham and Crewe, will be running 10 tph.

As the maximum capacity of High Speed Two is laid down in the Phase One Act as 18 tph, this gives plenty of room for more trains,

But where will they come from?

High Speed One copes well with a few interlopers in the shape of Southeastern’s Class 395 trains, which run at 140 mph, between the Eurostars.

High Speed Two is faster, but what is to stop an operator running their own Classic-Compatible trains on the following routes.

  • Birmingham Curzon Street and Liverpool via Crewe, Runcorn and Liverpool South Parkway.
  • Birmingham Curzon Street and Holyhead via Crewe, Chester and an electrified North Wales Coast Line.
  • Birmingham Curzon Street and Blackpool via Crewe, Warrington Bank Quay, Wigan North Western and Preston.
  • Birmingham Curzon Street and Blackburn and Burnley via Crewe, Warrington Bank Quay, Wigan North Western and Preston.

Note.

  1. If these trains were say 130 metres long, they could call at all stations, without any platform lengthening.
  2. I’m sure that the clever engineers at Hitachi and Hyperdrive Innovation could come up with battery electric Classic-Compatible train, that could run at 225 mph on High Speed Two and had a battery range to reach Holyhead, with a small amount of electrification.
  3. A pair of trains, could work the last two services with a Split/Join at Preston.

The advantages of terminating these service in Birmingham Curzon Street would be as follows.

  • A lot more places get a fast connection to the High Speed Two network.
  • Passengers can reach London with an easy change at Birmingham Curzon Street station.
  • They can also walk easily between the three Birmingham stations.

But the big advantage is the trains don’t use valuable paths on High Speed Two between Birmingham Curzon Street and London Euston.

Crewe Station

In the current Avanti West Coast timetable, the following trains pass through Crewe.

  • London Euston and Blackpool – 4 trains per day (tpd)
  • London Euston and Chester – 1 tph
  • London Euston and Edinburgh/Glasgow – 2 tph
  • London Euston and Liverpool – 1 tph
  • London Euston and Manchester Piccadilly – 1 tph

Most trains stop at Crewe.

In the proposed High Speed Two timetable, the following trains will pass through Crewe.

  • London Euston and Edinburgh/Glasgow – 2 tph
  • London Euston and Lancaster/Liverpool – 2 tph
  • London Euston and Manchester – 3 tph
  • Birmingham Curzon Street and Edinburgh/Glasgow  -1 tph
  • Birmingham Curzon Street and Manchester – 2 tph

Note.

  1. Only the Lancaster and Liverpool trains stop at Crewe station.
  2. North of Crewe there will be a three-way split of High Speed Two routes to Liverpool, Wigan and the North and Manchester Airport and Piccadilly.
  3. High Speed Two will loop to the East and then join the West Coast Main Line to the South of Wigan.
  4. High Speed Two trains will use the West Coast Main Line to the North of Wigan North Western station.

This document on the Government web site is entitled HS2 Phase 2b Western Leg Design Refinement Consultation.

This map of High Speed Two around Crewe was captured from that document.

This part of the route has not been finalised yet!

Liverpool Branch

Consider.

  • The Liverpool Branch will take  two tph between London Euston and Liverpool.
  • In the future it could take up to 6 tph on Northern Powerhouse Rail between Liverpool and Manchester Piccadilly via Manchester Airport.

I believe that Liverpool Lime Street station, after the recent updating can handle all these trains.

Manchester Branch

This document on the Government web site is entitled HS2 Phase 2b Western Leg Design Refinement Consultation.

It indicates two important recently-made changes to the design of the Manchester Branch of High Speed Two.

  • Manchester Airport station will have four High Speed platforms instead of two.
  • Manchester Piccadilly station will have six High Speed platforms instead of four.

These changes will help the use of these stations by Northern Powerhouse Rail..

Consider.

  • The Manchester Branch will be new high speed track, which will probably be built in a tunnel serving Manchester Airport and Manchester Piccadilly stations.
  • The Manchester Branch will terminate in new platforms.
  • The Manchester Branch will take  five tph between Birmingham Curzon Street or London Euston and Manchester Airport and Manchester Piccadilly.
  • In the future it could take up to 6 tph on Northern Powerhouse Rail between Liverpool and Manchester Piccadilly via Manchester Airport.
  • London Euston and Old Oak Common will be new stations on a tunnelled approach to London and will handled 18 tph.

If London Euston and Old Oak Common can handle 18 tph, I can’t see why Manchester Airport and Piccadilly stations can’t handle somewhere near a similar number of trains.

 

 

October 22, 2020 Posted by | Design, Transport | , , , , , | 4 Comments

High Speed Two To Build Stabling Facility In Scotland

High Speed Two has announced the intension to build a stabling facility for trains at Annandale in Dumfries and Galloway.

This document on the Government web site is entitled HS2 Phase 2b Western Leg Design Refinement Consultation.

Details of the Annandale Depot, start on Page 43.

This is the introductory paragraph.

Phase 2b will provide an increased number of services to Scotland and North West England compared to Phase 2a or Phase One of HS2, with two 400m trains running from Euston each hour and splitting at Carlisle into two 200m trains to serve Glasgow and Edinburgh. HS2 trains will also serve Scotland from Birmingham. New HS2 trains serving Scotland and the north west of England will need overnight stabling and light maintenance in this area, near to where trains finish and start service. It would not be operationally efficient for these trains to run empty to the next closest HS2 depot north of Crewe, approximately 150 miles away.

Note the services are as laid out in the June 2020 Edition of Modern Railways, which was obviously the thinking at the time on High Speed Two.

If you ignore the splitting and joining and assume that they are two separate trains, the Anglo-Scottish services on High Speed Two are as follows.

  • One train per hour (tph) – London Euston and Edinburgh Waverley via Old Oak Common, Preston, Carlisle and Edinburgh Haymarket.
  • One tph – London Euston and Edinburgh Waverley via Old Oak Common, Birmingham Interchange, Preston, Carlisle and Edinburgh Haymarket.
  • One tph – London Euston and Glasgow Central via Old Oak Common, Preston and Carlisle.
  • One tph – London Euston and Glasgow Central via Old Oak Common, Birmingham Interchange, Preston and Carlisle.
  • One train per two hours (tp2h) – Birmingham Curzon Street and Edinburgh Waverley via Wigan North Western, Preston, Lancaster, Oxenholme, Penrith, Carlisle. Lockerbie and Edinburgh Haymarket
  • One tp2h – Birmingham Curzon Street and Glasgow Central via Wigan North Western, Preston, Lancaster, Oxenholme, Penrith, Carlisle. Lockerbie and Motherwell

Note.

  1. Oxenholme and Penrith might not be served by both Birmingham trains.
  2. All services would be run by High Speed Two’s Classic-Compatible trains.
  3. The two Birmingham services effectively provide a one tph service between Birmingham and Scotland.
  4. All services will be single  200 metre long trains to the North of Carlisle, as pairs will split and join at Carlisle station.
  5. There would appear to be a fairly consistent five tph between Carlisle and Carstairs, where the Glasgow and Edinburgh routes divide.
  6. Edinburgh Waverley and Glasgow Central will both have three tph to and from Carlisle and Preston.

These were factors in the choice of location of the depot, stated in the report.

  • Be close to the existing railway.
  • Be a relatively large, flat site.
  • Preferably a brownfield rather than greenfield site.
  • Located as close as feasible to where HS2 services will terminate or begin to minimise empty train movements.
  • Be accessible to the workforce and local transport network.
  • Be suitable for 24-hour working.
  • Have enough space to accommodate equipment for light maintenance activities.
  • Have enough space to accommodate the expected number of trains.

The site is also close to the M74.

A few of my thoughts.

The Location Of The Proposed Depot

This Google Map shows the area mentioned in the report.

Note.

  1. The red arrow indicates Cranberry Farm, which will be just to the North of the site.
  2. The West Coast Main Line passing just South of Cranberry Farm, going across the map.
  3. The B 7076 and M74 will be to the South of the site.

It looks to meet many of the factors, I stated earlier. But it does appear to be a greenfield, rather than a brownfield site.

Distances And Times From The Depot

These are distances to places, where services will or might start.

  • Carlisle – 9 miles – 6 minutes
  • Edinburgh – 93 miles – 68 minutes
  • Glasgow – 94 miles – 59 minutes

I have used distances from Gretna Green Junction, which is just to the South of the proposed depot.

Will The Depot Be Only For Classic-Compatible Trains?

Consider.

  • All services North of Wigan North Western will be run by High Speed Two’s Classic-Compatible trains.
  • A simpler depot would surely be possible if it only handled High Speed Two’s Classic-Compatible trains.
  • With the possible exception of the occasional demonstration or test run High Speed Two;s full-size fleet will never be seen North of the Border.

The only thing this depot might have to do with the full-size fleet is turn-back a test train, which would only need a 400 metre long siding. A siding this length would probably be needed to turn a pair of High Speed Two’s Classic-Compatible trains.

Could The Depot Serve A Possible Irish Extension?

I believe that eventually High Speed Two will be extended across Southern Scotland and a bridge will connect it to Northern Ireland

In A Glimpse Of 2035, I gave a fictionalised version of the first journey from London Euston to Dublin, by high speed train.

I have just calculated the length of a high speed rail link between the proposed Annandale . Depot and a Belfast Parkway station. It is around 120 miles and the route would probably branch off between Lockerbie and Annandale Depot.

I feel that Annandale Depot could serve trains for Belfast, but there would probably need to be another depot in Dublin.

 

Extra HS2 Services To Scotland

Currently, TransPennine Express run services Between Liverpool and Manchester in England and Edinburgh and Glasgow in Scotland.

I can see High Speed Two replacing these services with a similar service to the one they are planning for Birmingham.

The current service is as follows,

  • One tp2h – Manchester Airport and Edinburgh Waverley via Manchester Piccadilly, Preston, Lancaster, Carlisle and Haymarket
  • One tp2h – Manchester Airport and Glasgow Central via Manchester Piccadilly, Preston, Lancaster, Carlisle and Motherwell
  • Four trains per day (tpd) – Liverpool Lime Street and Glasgow Central via Wigan North Western, Preston, Lancaster, Carlisle and Motherwell

Note.

  1. They call at smaller stations like Wigan North Western, Lancaster, Oxenholme, Penrith and Lockerbie as appropriate, to even up the service.
  2. These services probably share one path between Preston and Carstairs.
  3. The Liverpool services are diverted Manchester services.

Could they be replaced by High Speed Two services?

The Manchester services could become.

  • One tp2h – Manchester Piccadilly and Edinburgh Waverley via Manchester Airport, Preston, Lancaster, Carlisle and Haymarket
  • One tp2h – Manchester Piccadilly and Glasgow Central via Manchester Airport, Preston, Lancaster, Carlisle and Motherwell.

Blackpool, Liverpool and other parts of the North West may be better served with high speed commuter services linking them to Preston.

Serving Scotland’s Seven Cities

Scotland has seven cities that are connected by Inter7City trains.

  • Aberdeen – Not Electrified
  • Dundee – Not Electrified
  • Edinburgh – Will be served by High Speed Two
  • Glasgow – Will be served by High Speed Two
  • Inverness – Not Electrified
  • Perth – Not Electrified
  • Stirling – Fully Electrified

Can we forget about serving Aberdeen, Dundee, Inverness and Perth until they are dulling electrified?

But Stirling must be a possibility.

There is a fully electrified route via Motherwell, Whifflet, Greenfaulds and Larbert

I estimate, that coming up from London will take four hours and five minutes, as against the current time of five hours and eighteen minutes.

Increasing Capacity On The West Coast Main Line In Scotland

Over the years, there have been several plans to run more and faster trains between England and Glasgow on the West Coast Main Line.

So would an High Speed Two go to Sirling?

At present the maximum operating speed on the route is 125 mph. Trains like Avanti West Coast’s Class 390 trains and Hitachi’s AT-300 trains, could run at 140 mph, if digital in-cab signalling were rolled out on the route.

It is absolutely essential before High Speed Two trains run to Scotland, that the West Coast Main Line is digitally signalled.

In addition to faster running, trains can be closer together, so more trains can be run in an hour.

There are also other things, that could be done to help.

  • Ensure, that all the many freight trains on the route are electrically-hauled and capable of operating at 100 mph or more.
  • Make sure that local trains sharing the routes into Glasgow and Edinburgh are fast enough to keep out of the way of the expresses.
  • Selectively, add extra tracks, so that fast trains can overtake slow ones.
  • Ideally, a line like the West Coast Main Line, needs to be quadruple track all the way.

There also must be scope for flighting.

Consider.

  • Class 390 trains take about 30 minutes between Edinburgh Waverley and Carstairs South Junction
  • Class 390 trains take about 30 minutes between Glasgow Central and Carstairs South Junction
  • Carstairs South Junction is where the two routes join.

Suppose the two trains were to leave Edinburgh and Glasgow at similar times and run South from Carstairs South Junction, a safe distance apart.

  • The lead train would be travelling at 140 mph perhaps three to five minutes in front of the second train.
  • In-cab digital signalling would enforce the safe distance.

When the trains arrived in Carlisle, they would take a couple of minutes to join up physically for the high speed dash to London.

This Google Map shows Carstairs station and the splitting of the Glasgow and Edinburgh routes.

Note.

  1. The tracks going North-West to Glasgow.
  2. The tracks going North-East to Edinburgh.
  3. The tracks going South-East to Glasgow
  4. All tracks in the picture are electrified.

There might be a need for a passing loop to increase the efficiency of this junction.

It’s not just high speed passenger trains, that can use this technique, but it can be applied to trains with the same performance. So freight trains could form a convoy!

Flighting can decrease the number of train paths needed for a particular number of services and as digital in-cab signalling extends its reach across the UK, we’ll see more applications of the technique.

Effectively, by pathing the two London and Edinburgh/Glasgow trains and adding in one Birmingham and Manchester service, High Speed Two services would only need four paths between Carlisle and Carstairs.

But there would be.

  • Four tph between Preston/Carlisle and Scotland. So capacity would be good.
  • Three tph Between Carlisle and Edinburgh.
  • Three tph Between Carlisle and Glasgow.

As Birmingham Curzon Street, Manchester Piccadilly and Manchester Airport all can handle a pair of High Speed Two’s Classic-Compatible trains, it might be possible in the future to serve both Edinburgh and Glasgow with the Birmingham and Manchester services, splitting the trains at Carlisle. This would mean.

  • Four tph between Preston/Carlisle and Scotland.
  • Four tph Between Preston/Carlisle and Edinburgh.
  • Four tph Between Preston/Carlisle and Glasgow.

That looks strange mathematics, but that’s what you get when a train can serve two places by splitting.

What About The Glasgow And South Western Line?

The Glasgow And South Western Line, runs between Glasgow and Carlisle via Dumfries.

Consider.

  • It is not electrified
  • It can be used as a diversion, when the West Coast Main Line is blocked.
  • It has always puzzled me, why this line wasn’t electrified, when the West Coast Main Line was electrified in the 1970s.
  • High Speed Two’s need for more paths and higher speeds on the West Coast Main Line, may chase some of the freight on that route on to the Glasgow and South Western, as an alternative.

Perhaps, a small part of the High Speed Two budget could be used to electrify the route.

It certainly could be used to take some freight traffic from the West Coast Main Line and to ease diversions, if High Speed Two needed to close the West Coast Main Line for improvements to track, electrification or signalling.

It is also a line, where alternative methods of powering the trains could be used.

  • It has electrification at both ends and with some electrification in the middle, battery electric passenger trains might be able to use the route.
  • The City of Glasgow is majoring on hydrogen and the route, which is 115 miles long, could be ideal for a hydrogen train.

On the other hand full electrification could enable the electric services to be run at times, when the West Coast Main Line was blocked.

It is certainly a route, that could benefit from improvement.

Extension Of The Borders Railway To Carlisle

It is looking increasingly likely that the Borders Railway will be extended to Carlisle.

This report from the High Speed Rail Group is entitled Cross-Border High-Speed Rail And The Borders Railway Project.

The first paragraph is firm about why the Edinburgh and Glasgow services should split and join at Carlisle.

It has taken a while for HS2 service plans to focus on Carlisle as the right place to divide and join Glasgow/Edinburgh high-speed train portions. Earlier plans used Carstairs – and left Carlisle with no HS2 London service.

I also think it will be considerably more affordable  and less disruptive to extend Carlisle’s already long platforms, than to build a massive new station at Carstairs capable of handling 400 metre long trains.

This paragraph puts its case for extending the Borders Railway to Carlisle.

To get best use out of the enhanced services that will then be possible, and to fully utilise the additional line capacity along the West Coast Main Line, onward rail connectivity is crucial. That’s why we flagged the compatibility with the Borders Railways re-opening from Tweedbank via Hawick to Carlisle in our report. With Carlisle-London journey times reduced to a little over 2 hours, and the Borders Railway fully re-instated, journey times from the Borders towns could be dramatically shortened – to London as well as to other major cities in England. Inward travel for tourists to the Borders region would be dramatically enhanced too.

They also add that a Borders Railway could be an useful diversion route, during the increasing number of problems on UK rail networks caused by the weather.

I believe that the Borders Railway should be extended to Carlisle and it should also be electrified.

  • It would be a useful diversion route.
  • It could handle some freight trains.
  • It might be useful to move empty stock between Edinburgh and Annandale Depot, as the Borders Railway joins the West Coast Main Line not far from the depot.

We mustn’t underestimate how many passengers to and from the Borders will use the Borders Railway to catch High Speed Two at Carlisle.

Conclusion

Moving the depot to Annandale, may look to some like a way of giving the Scots a higher profile in High Speed Two.

But I do think it gives options to make a High Speed Network easier to run North of the border.

  • High Speed Two have total control of their depot.
  • It is well placed for Carlisle, Edinburgh and Glasgow.

It is also extremely well placed for the rail network of South Scotland.

October 11, 2020 Posted by | Transport | , , , , , , , , | Leave a comment

Liverpool’s Forgotten Tunnel

The Wapping Tunnel in Liverpool was designed by George Stephenson and was the first tunnel in the world to be bored under a city.

It used to take goods trains between Liverpool Docks and the Liverpool and Manchester Line.

During the 1970s preparations were made to connect the Wapping Tunnel to Merseyrail’s Northern Line, so that trains could run between the Northern Line and the City Line, which would have connected the North and East of the City.

But the project was never completed.

It now appears, the project is on the agenda again.

This article on TransportExtra is entitled Liverpool CR Develops Plan To Boost City Centre Rail Capacity.

The plan outlined is as follows.

  • At present, as many as two thirds of trains on the Northern Line turn back as Liverpool Central station.
  • Between four and eight trains per hour (tph) could be diverted into the Wapping Tunnel to serve places like St. Helens, Warrington Central and Wigan.
  • This would free up platforms in Liverpool Lime Street station for Inter-City and Inter-Regional services.

It is also pointed out, that a 2016 study, didn’t find any serious technical problems with the project.

I do have my thoughts on this project.

Services That Could Be Connected

Local services running from Liverpool Lime Street station include.

Manchester Oxford Road Via Warrington Central

This service is run by Northern.

  • It has a frequency of two tph.
  • One service calls at Edge Hill, Mossley Hill, West Allerton, Liverpool South Parkway, Hunts Cross, Halewood, Hough Green, Widnes, Sankey For Penketh, Warrington West, Warrington Central, Birchwood, Irlam, Urmston and Deansgate.
  • The other service calls at Mossley Hill, West Allerton, Liverpool South Parkway, Hough Green, Widnes, Warrington Central, Padgate, Birchwood, Glazebrook, Irlam, Flixton, Chassen Road (1tp2h), Urmston, Humphrey Park, Trafford Park and Deansgate
  • Both trains appear to take the same route.
  • Some stations like Liverpool South Parkway, Warrington West and Deansgate have lifts, but disabled access is patchy.
  • The service has a dedicated terminal at Manchester Oxford Road, which is without doubt Manchester’s worst central station for location, access to the Metrolink, onward travel and step-free access.
  • It takes seventy-two minutes. which is an inconvenient time for train operators.
  • The route is electrified with 25 KVAC overhead electrification at both ends.

I’ve used this route several times and usually pick it up from Deansgate, as it has a convenient interchange to the Metrolink.

I am fairly certain that Merseyrail’s new Class 777 trains running on battery power in the middle could handle this route.

  • They would charge the batteries at the electrified ends of the route.
  • They would join the route at Edge Hill station.
  • They would offer step-free access between train and platform.
  • These trains are built for fast stops, so could all services call at all stations?
  • On Merseyrail’s principles, the service would probably be at least two tph, if not four tph.

I estimate that these trains are fast enough to do the return trip between the Wapping Tunnel portal at Edge Hill and Manchester Oxford Road in under two hours.

  • A two-four tph stopping service between Liverpool and Manchester City Centres, that took less than an hour, would be very convenient for passengers.
  • The service would be well-connected to local tram, train and bus services in both City Centres.
  • The service would also very easy for train schedulers to integrate with other services.

Liverpool and Manchester would have the world’s first battery-powered inter-city railway.

Other than the connection of the Wapping Tunnel no extra infrastructure works would be needed.

Wigan North Western Via St. Helens Central

This service is run by Northern.

  • It has a frequency of two tph.
  • The service calls at Edge Hill, Wavertree Technology Park, Broad Green, Roby, Huyton, Prescot, Eccleston Park, Thatto Heath, St Helens Central, Garswood and Bryn
  • The route is fully-electrified with 25 KVAC overhead.
  • It takes fifty-one minutes. which is a very convenient time for train operators.

Merseyrail’s new Class 777 trains could handle this route, if fitted with pantographs for 25 KVAC overhead electrification.

  • They would join the route at Edge Hill station.
  • They would offer step-free access between train and platform.
  • On Merseyrail’s principles, the service would probably be at least two tph, if not four tph.

I estimate that these trains are fast enough to do the return trip between the Wapping Tunnel portal at Edge Hill and Wigan North Western in under two hours.

  • A two-four tph stopping service between Liverpool and Wigan, that took less than an hour, would be very convenient for passengers.
  • Wigan North Western has good connections using the West Coast Main Line.
  • The service would also very easy for train schedulers to integrate with other services.

Other than the connection of the Wapping Tunnel no extra infrastructure works would be needed.

Blackpool North

This service is run by Northern.

  • It has an hourly frequency.
  • The service calls at Huyton, St Helens Central, Wigan North Western, Euxton Balshaw Lane, Leyland, Preston, Kirkham & Wesham and Poulton-le-Fylde
  • The route is fully-electrified with 25 KVAC overhead.
  • It takes seventy-seven minutes. which is a reasonable time for train operators.

This is a service that could continue as now, but would probably be timed to fit well with four Merseyrail trains between the Wapping Tunnel and Wigan North Western.

Manchester Airport Via Warrington Central And Manchester Piccadilly

This service is run by Northern.

  • It has an hourly frequency.
  • The service calls at Liverpool South Parkway, Warrington West, Warrington Central, Birchwood, Manchester Oxford Road, Manchester Piccadilly and Mauldeth Road
  • The route is partially-electrified with 25 KVAC overhead.
  • The service is operated by diesel trains.
  • The service uses the overcrowded Castlefield Corridor.
  • It takes sixty-nine minutes, which is an inconvenient time for train operators.

This is one of those services, which I think will eventually be partially replaced by other much better services.

  • Northern Powerhouse Rail is planning six tph between Liverpool Lime Street and Manchester Piccadilly via Warrington South Parkway and Manchester Airport, which will take just twenty-six minutes.
  • Two-four tph on the route between Liverpool Lime Street and Manchester Oxford Road via Warrington Central would be a better service for the smaller stations. Passengers going to and from Manchester Airport would change at Liverpool Lime Street, Deansgate or Manchester Oxford Road.

Continuing as now, would definitely be possible.

Crewe And Manchester Airport Via Newton-le-Willows And Manchester Piccadilly

This service is run by Northern.

  • It has an hourly frequency.
  • The service calls at Edge Hill, Wavertree Technology Park, Broad Green, Roby, Huyton, Whiston, Rainhill, Lea Green, St Helens Junction, Earlestown, Newton-le-Willows, Patricroft, Eccles, Deansgate, Manchester Oxford Road, Manchester Piccadilly, Mauldeth Road, Burnage, East Didsbury, Gatley and Heald Green.
  • The route is fully-electrified with 25 KVAC overhead.
  • The service uses the overcrowded Castlefield Corridor
  • It takes eighty-five minutes, which is an inconvenient time for train operators.

This is one of those services, which I think will eventually be partially replaced by other much better services.

  • Northern Powerhouse Rail is planning six tph between Liverpool Lime Street and Manchester Piccadilly via Warrington South Parkway and Manchester Airport, which will take just twenty-six minutes.
  • Two-four tph on the route between Liverpool Lime Street and Wigan North Western would be a better service for the smaller stations. Passengers going to and from Manchester Airport and Crewe would change at Liverpool Lime Street or Wigan North Western.

Continuing as now, would definitely be possible.

Warrington Bank Quay Via Earlstown

This service is run by Northern.

  • It has an hourly frequency.
  • The service calls at Edge Hill, Wavertree Technology Park, Broad Green, Roby, Huyton, Whiston, Rainhill, Lea Green, St Helens Junction and Earlestown.
  • The route is fully-electrified with 25 KVAC overhead.
  • The service takes forty-three minute, which is a convenient time for train operators.

Merseyrail’s new Class 777 trains could handle this route, if fitted with pantographs for 25 KVAC overhead electrification.

  • They would join the route at Edge Hill station.
  • They would offer step-free access between train and platform.
  • On Merseyrail’s principles, the service would probably be at least two tph, if not four tph.

Other than the connection of the Wapping Tunnel no extra infrastructure works would be needed.

Three Possible Routes Through Wapping

Summing up this section, these are possible routes that could be replaced by services through the Wapping Tunnel.

  • Two tph – Manchester Oxford Road
  • Two tph – Warrington Bank Quay
  • One tph – Wigan North Western

Increasing the Wigan North Western service to two tph, would increase the frequency between Edge Hill and Huyton to a very passenger-friendly four tph.

If eight tph could be accommodated in the Wapping Tunnel, the frequency could also be doubled to Manchester Oxford Road.

This would give the following services through the Wapping Tunnel.

  • Four tph – Manchester Oxford Road
  • Two tph – Warrington Bank Quay
  • Two tph – Wigan North Western

The only local services that would need to run into Liverpool Lime Street would be.

  • One tph – Northern – Blackpool North via Wigan North Western.
  • One tph – Northern – Manchester Airport and Crewe via St. Helens and Newton-le-Willows.
  • One tph – Northern – Manchester Airport via Warrington Central.
  • One tph – Trains for Wales – Chester via Runcorn

I can understand, why so many seem to be enthusiastic about using the Wapping Tunnel to connect the Northern and City Lines.

Echoes Of The Brunels’ Thames Tunnel

George Stephenson’s Wapping Tunnel may be the first tunnel under a city, but the Brunels’ Thames Tunnel was the first under a navigable river.

The Brunels’ tunnel was built for horses and carts, but today it is an important rail artery of the London Overground, handling sixteen tph between Wapping and Rotherhithe.

I would expect that the Wapping Tunnel could do for Liverpool, what the Thames Tunnel has done for East London.

Modern signalling techniques probably mean that the theoretical capacity of the Wapping Tunnel is way in excess of the planned maximum frequency of eight tph.

High Speed Two Between Liverpool And London

The latest High Speed Two plans as laid out in the June 2020 Edition of Modern Railways, say that there will be two tph between Liverpool Lime Street and London Euston.

  • Both trains will call at Old Oak Common, Crewe and Runcorn.
  • Both trains will be 200 metres long classic-compatible High Speed Two trains.
  • One train will split and join with a similar service between London Euston and Lancaster.

Will these High Speed Two services replace the current Avanti West Coast services?

Northern Powerhouse Rail Between Liverpool And Manchester

In Changes Signalled For HS2 Route In North, I looked at Transport for the North’s  report, which is entitled At A Glance – Northern Powerhouse Rail.

This report says that Northern Powerhouse Rail between Liverpool and Manchester Piccadilly will be as follows.

  • Services will go via Manchester Airport.
  • There could be a new Warrington South Parkway station.
  • Six tph between Liverpool and Manchester via Manchester Airport and Warrington are planned.
  • Journey times will be 26 minutes.

I would assume that several of the six tph will continue across the Pennines to Huddersfield, Bradford, Leeds, York and Hull.

Will these Northern Powerhouse Rail services replace the current TransPennine and some of the Northern services?

Northern Powerhouse Rail Trains

Nothing has been said about the trains for Northern Powerhouse Rail.

I suspect they will be versions of the 200 metre long classic-compatible High Speed Two trains.

I do wonder, if Avanti West Coast have already ordered a prototype fleet of these trains,

Look at the specification of the Class 807 trains, they have ordered to boost services on the West Coast Main Line.

  • 7 x 26 metre cars.
  • 182 metres long. Shorter than an eleven-car Class 390 train.
  • All-electric, with no diesel engines or traction batteries. Are they lightweight trains with sparkling acceleration?
  • 125 mph operating speed. All Class 80x trains can do this.
  • 140 mph operating speed with ERTMS digital signalling. All Class 80x trains can do this.
  • Ability to work in pairs. All Class 80x trains can do this, up to a maximum length of twelve cars in normal mode and twenty-four cars in emergency mode. I doubt fourteen cars would be a problem!

To be classic-compatible High Speed Two trains, they would need to be able to cruise at 205 mph, whilst working on High Speed Two. I suspect that Hitachi have got some higher-capacity electrical gear and traction motors with lots more grunt in their extensive parts bin!

If these are a prototype fleet of classic-compatible High Speed Two trains, they will certainly get a lot of in-service testing even before the order is placed for the trains for High Speed Two.

Northern Powerhouse Rail will need trains with a slightly different specification.

  • As they won’t generally work on high speed lines, for most trains an operating speed of 140 mph will be sufficient.
  • For serving some destinations like Cleethorpes, Harrogate, Hull, Middlesbrough and Redcar an independently-powered capability would be desirable. Sixty miles on batteries would probably be sufficient!

Nothing would appear to be out of Hitachi’s current capabilities.

Liverpool Lime Street Station After Remodelling

Liverpool Lime Street station has two groups of platforms.

  • Platforms 1-5 on the Western side
  • Platforms 6-10 on the Eastern side.

These pictures show some views of the platforms at Liverpool Lime Street station after the remodelling of 2017-2019.

Note,

  1. The platforms are not narrow!
  2. It appears that the five platforms in the Eastern group are all long enough to take an eleven-car Class 390 train, which is 265.3 metres long.
  3. TransPennine Express trains can use the Western group.

I have looked at a whole day’s traffic on Real Time Trains and it appears that the new track layout allows almost all services to use any available platform.

This flexibility must make operation of the station much easily than it was!

Liverpool Lime Street Station As A High Speed Station

It would appear that the Eastern Group of Platforms 6-10 will all be capable of the following.

  • Handling a 182 metre long Avanti West Coast Class 807 train.
  • Handling a 200 metres long classic-compatible High Speed Two train.
  • Handling a 130 metre long TransPennine Express Class 802 train.
  • In the future, handling a Northern Powerhouse Rail train, which will probably be less than 200 metres long.

But they won’t be able to handle High Speed Two’s full-size trains.

Currently, these services capable of over 125 mph are running or are planned from Liverpool Lime Street station.

  • 2 tph – Avanti West Coast – Liverpool Lime Street and London Euston
  • 1 tph – TransPennine Express – Liverpool Lime Street and Newcastle
  • 1 tph – TransPennine Express – Liverpool Lime Street and Scarborough
  • 3 trains per day(tpd) – TransPennine Express – Liverpool Lime Street and Glasgow

This totals to four tph.

High Speed Two will add two classic-compatible High Speed Two trains.

Will these replace the two Avanti West Coast services?

  • They will be run by the same company.
  • They will take different routes.
  • The current service takes 134 minutes.
  • The High Speed Two train will take 94 minutes.

I can see Avanti West Coast running a  one tph slower train via stations with difficult connections to Liverpool Lime Street. Think Watford Junction, Milton Keynes, Rugby, Stafford and Stoke-on-Trent.

This would bring the total to five tph.

Northern Powerhouse Rail will run six high speed trains to Manchester and beyond.

If they replaced the two TransPennine Express services, that would bring the maximum number of 200 metre long high speed trains to nine tph.

Could Liverpool Lime Street station handle nine high-speed tph?

Comparison With Birmingham Curzon Street Station

Birmingham Curzon Street station on High Speed Two will handle high speed trains from three directions, as will Liverpool Lime Street station.

The Birmingham station will handle nine tph on seven platforms.

As Liverpool Lime Street station will have ten platforms and also need to handle nine tph, I think it will be able to handle the trains.

Will There Be A Station In The Wapping Tunnel?

Just as London has its clay, which makes excavating for the Underground easy, the Centre of Liverpool has its sandstone, which has been honeycombed with tunnels. In addition to the Wapping Tunnel, there are two other tunnels from Edge Hill station to the Docks; the Waterloo Tunnel and the Victoria Tunnel.

Liverpool has plans for a Knowledge Quarter based on the Universities on Brownlow Hill.

As part of the development, it is intended to develop an area called Paddington Village.

Wikipedia says this about the village.

Paddington Village is a site at the eastern gateway to the city centre and has been earmarked as 1.8m sq ft of science, technology, education and health space.

This is also another paragraph.

Liverpool Mayor Joe Anderson announced that the council were looking into a new Merseyrail station to serve the site. A mention of a station is made in the October 2017 Liverpool City Region Combined Authority update to the Long Term Rail Strategy. Merseytravel commissioned a feasibility report into re-opening the Wapping Tunnel in May 2016 which found that it was a valid proposal which would allow for a new station to be built that could serve the Knowledge Quarter.

Someone has thought up a proposal for a Lime Line, which would be a tram or bus system, linking the Knowledge Quarter and the City Centre.

This map shows how their proposal fits in with all the other rail systems in Liverpool City.

Note the Wapping Tunnel is shown on the map, as a dotted blue line.

  • It connects to the Northern Line to the South of Liverpool Central station.
  • It connects to the City Line to the West of Edge Hill station.
  • A station named University/KQ is shown.

A new St. James station is also shown

Conclusion

Using the Wapping Tunnel to increase capacity in Liverpool City Centre could be used if required to improve capacity for the high speed network in the city, by removing local trains from Liverpool Lime Street station.

August 8, 2020 Posted by | Transport | , , , , , , , , , | 22 Comments

Midlands Rail Hub

On the Midlands Connect web site, they have a page, which is entitled Midlands Rail Hub.

This is the introductory paragraph.

The Midlands Rail Hub – our flagship project – is the biggest upgrade of our rail network for a generation.

The page contains this helpful map.

There is also a table of journeys and the improvements to be made.

  • Birmingham – Nottingham – +1 tph – 72 minutes – 59 minutes
  • Birmingham – Leicester – +2 tph – 66 minutes – 42 minutes
  • Birmingham – Hereford – +1 tph – 85 minutes – 65 minutes
  • Bitmingham – Worcester – +1 tph – 40 minutes – 35 minutes
  • Birmingham – Derby – +2 tph – 38 minutes – 38 minutes
  • Coventry – Leicester – +2 tph – 57 minutes – 38 minutes
  • Coventry – Nottingham -+2 tph – 99 minutes – 63 minutes
  • Birmingham – Bristol – +1 tph – 85 minutes – 80 minutes
  • Birmingham – Cardiff – +1 tph – 117 minutes – 112 minutes
  • Birmingham – Kings Norton – +2 tph – 18 minutes – 14 minutes

Note that the data by each route is the increase in frequency in trains per hour (tph), the current journey time and the future journey time.

I’ll now look at each route in more detail.

Birmingham And Bristol

Consider.

  • Birmingham New Street and Bristol Temple Meads stations are 90 miles apart.
  • Current service is two tph, which is provided by CrossCountry and goes via Worcestershire Parkway, Cheltenham Spa and Bristol Parkway.
  • There is to be an increase of one tph.
  • Current journey time is 85 minutes
  • Future journey time is 80 minutes

As CrossCrountry’s Birmingham and Bristol service goes through to Edinburgh, Glasgow or Manchester Piccadilly, would it not be convenient, if the service could use High Speed Two to the North of Birmingham?

Birmingham And Cardiff

Consider.

  • Birmingham New Street and Cardiff Central stations are 108 miles apart.
  • Current service is two tph, which is provided by CrossCountry and goes via Worcestershire Parkway, Cheltenham Spa. Gloucester and Newport.
  • There is to be an increase of one tph.
  • Current journey time is 85 minutes
  • Future journey time is 80 minutes

As CrossCrountry’s Birmingham and Cardiff service goes through to Nottingham, would it not be convenient, if the service could use High Speed Two between Birmingham and Nottingham?

It would appear that both Bristol and Cardiff services could benefit from a High Speed Two connection.

This map from High Speed Two shows the line’s route through the Water Orton area.

Note.

  1. High Speed Two is shown in various colours.
  2. High Speed Two splits at the Eastern edge of the map, with the Northern link going to Northern destinations and the Southern link going to Birmingham Interchange and London.
  3. Curving across the map beneath it, is the M6 motorway, with Spaghetti Junction off the map to the West.
  4. Water Orton station is in the North East corner of the map.
  5. The Birmingham and Peterborough Line, which connects Leicester and Birmingham New Street stations via Water Orton runs just tom the North of the route of High Speed Two shown on the map.

This Google Map shows the area.

I wonder if it would be possible to provide links so that the following would be possible.

  • Trains running East from New Street station could join High Speed Two to run to East Midlands Hub, Edinburgh, Glasgow, Leeds, Liverpool, Manchester, Newcastle, Sheffield and York.
  • Trains from the North could run into New Street station and then continue to Bristol, Cardiff and Cheltenham.

The trains would have to be classic-compatible High Speed Two trains. These would fit into New Street station, as they are shorter than Class 390 trains and will have a aimilar height and width.

Time savings could be as follows.

  • Bristol/Cardiff and Edinburgh – 110 minutes
  • Bristol/Cardiff and Manchester Piccadilly- 50 minutes
  • Bristol/Cardiff and Newcastle – 80 minutes
  • Bristol/Cardiff and Nottingham – 45 minutes

All trains would be direct.

Birmingham And Derby

Consider.

  • Birmingham New Street and Derby stations are 41 miles apart.
  • Current service is two tph, which is provided by CrossCountry and goes via Wilnecote, Tamworth and Burton-on-Trent
  • There is to be an increase of two tph.
  • Current journey time is 38 minutes
  • Future journey time is 38 minutes
  • High Speed Two will run three tph between Birmingham Curzon Street and East Midlands Hub station in 20 minutes.
  • Midlands Connect will run one tph between Birmingham Curzon Street and Nottingham Station in 30 minutes. See Classic-Compatible High Speed Two Trains At East Midlands Hub Station

Will passengers between Birmingham and Derby use High Speed Two services, which will be four tph or the current ones?

Birmingham And Hereford Via Worcester

Consider.

  • Birmingham New Street and Hereford stations are 55 miles apart.
  • Current service is one tph, which is provided by West Midlands Trains, and goes via Bromsgrove, Malvern Link and Great Malvern.
  • There is to be an increase of one tph.
  • Current journey time is 85 minutes
  • Future journey time is 65 minutes
  • The track between Bromsgrove and Birmingham is electrified.
  • Hereford and Bromsgrove are 41 miles apart.
  • Worcester and Bromsgrove are 13 miles apart.

With charging facilities at Worcester, this route would be an ideal one for battery electric trains.

Birmingham And Leicester

Consider.

  • Birmingham New Street and Leicester stations are 40 miles apart.
  • Current service is two tph, which is provided by CrossCountry and goes via Water Orton, Coleshill Parkway, Nuneaton, Hinckley and Narborough.
  • There is to be an increase of two tph.
  • Current journey time is 66 minutes
  • Future journey time is 42 minutes

Birmingham – Nottingham

Consider.

  • Birmingham New Street and Nottingham stations are 57 miles apart.
  • Current service is two tph, which is provided by CrossCountry and goes via Tamworth, Burton-on-Trent and Derby.
  • There is to be an increase of one tph.
  • Current journey time is 72 minutes
  • Future journey time is 59 minutes
  • High Speed Two will run three tph between Birmingham Curzon Street and East Midlands Hub station in 20 minutes.
  • Midlands Connect will run one tph between Birmingham Curzon Street and Nottingham Station in 30 minutes. See Classic-Compatible High Speed Two Trains At East Midlands Hub Station

Will passengers between Birmingham and Nottingham use High Speed Two services, which will be four tph or the current ones?

Coventry And Leicester

Consider.

  • Coventry and Leicester are 28 miles apart.
  • There is currently no direct train and a change is needed at Nuneaton
  • There is to be an increase of two tph.
  • Current journey time is 57 minutes
  • Future journey time is 38 minutes

I suspect that a direct Coventry and Leicester service is being provided that does one of the following.

  • Reverses in Nuneaton station.
  • Takes a new flyover to cross the West Coast Main Line.

Would the Southern terminus of the route be Coventry, Leamington Spa or Stratford-on-Avon?

Coventry And Nottingham

Consider.

  • Coventry and Nottingham are 55 miles apart.
  • There is currently no direct train and a change is needed at Birmingham New Street or at both Nuneaton and Leicester.
  • There is to be an increase of two tph.
  • Current journey time is 99 minutes
  • Future journey time is 63 minutes

Would this service be an extension of the Coventry and Leicester service?

As Leicester and Nottingham takes around thirty minutes, this could be the case.

Birmingham And Kings Norton Via The Camp Hill Line

The Midlands Rail Hub page, says this about the Bordesley Chords, which will connect Birmingham Moor Street station to the Camp Hill Line.

Construction of the Bordesley Chords, two viaducts creating new paths to the East Midlands and South West from Birmingham Moor Street Station.

This Google Map shows where they will be built.

Note.

  1. The Football ground in the North-East corner of the map is St. Andrew’s, which is Birmingham City’s home ground.
  2. The rail line going North South across the map and passing to the West side of the ground is the Camp Hill Line, which leads to Water Orton station in the North and Kings Norton station in the South.
  3. The station in the middle of the map is Bordesley station.
  4. The rail line going NW-SE across the map through the station is the Chiltern Main Line into Birmingham Moor Street station, which is a couple of miles to the North-West.

The two Bordesley chords will be double-track chords linking the following routes.

  • Moor Street station to the Camp Hill Line going South to Kings Norton via new stations at Moseley, Kings Heath and Hazelwell.
  • Moor Street station to the Camp Hill Line going North to Water Orton station.

The initial service would appear to be two tph between Moor Street and Kings Norton stations.

CrossCountry Trains and Moor Street Station

Consider.

  • Birmingham New Street station is very busy.
  • Some CrossCountry trains take a Water Orton-Birmingham New Street-Kings Norton route across the city.

Could these trains go between Water Orton and Kings Norton, with a reverse in Moor Street station?

  • Plymouth and Edinburgh Waverley
  • Cardiff Central and Nottingham

And could these services terminate at Moor Street station?

  • Birmingham New Street and Nottingham
  • Birmingham New Street and Stansted Airport via Leicester
  • Birmingham New Street and Leicester

It would seem there must be scope improve the operation of New Street station, by using Moor Street station and the Bordesley chords.

If all these trains used Moor Street station it would be a very busy station.

In an hour it would handle these trains via the Bordesley chords.

  • CrossCountry – 1 tph – Cardiff Central
  • CrossCountry – 1 tph – Edinburgh Waverley
  • West Midlands Railway – 2 tph – Kings Norton
  • CrossCountry – 2 tph – Leicester
  • CrossCountry – 2 tph – Nottingham
  • CrossCountry – 1 tph – Plymouth
  • CrossCountry – 1 tph – Stansted Airport

That is a balanced five tph to the North and five tph to the South.

There would also be the existing services.

  • Chiltern Trains – 2 tph – London Marylebone and Birmingham
  • West Midlands Railway – 6 tph – Dorridge/Stratford-upon-Avon/Whittocks End and Stourbridge Junction

There would also be the proposed Moor Street and Oxford service.

Battery Electric Trains

If we assume that a battery electric train has a battery range equal to or longer than Hitachi’s quoted figure of 56 miles, these routes are possibilities for battery electric trains.

  • Birmingham and Leicester with either electrification or charging at Leicester.
  • Birmingham and Hereford with charging at Hereford
  • Birmingham and Kings Norton
  • Birmingham and Oxford with charging at Oxford and Banbury
  • Coventry and Leicester

If the Midland Main Line is electrified in the Nottingham Area, then all services to Nottingham could be added.

CrossCountry And High Speed Two

Consider.

  • There are up to half-a-dozen spare hourly paths on both the Northern legs of High Speed Two.
  • Using High Speed Two tracks to the North of Birmingham can speed up services considerably.
  • CrossCountry needs a new fleet of trains.
  • Services could be run using classic-compatible High Speed Two trains.
  • The trains might be shorter and would certainly have independent power sources.

It could be a large improvement in quality and journey times, with all current destinations served.

The only extra infrastructure needed would be a connecting junction near Water Orton station. A junction there would work, whether services used Moor Street or New Street station in Birmingham.

Cnnclusion

The concept of a Midlands Rail Hub is very sound.

July 18, 2020 Posted by | Transport | , , , , , , , , , , , , | 2 Comments

Birmingham Airport Connectivity

On the Midlands Connect web site, they have a page, which is entitled Birmingham Airport Connectivity.

This is the introductory paragraph.

By using capacity released by HS2 and investing in new track south of Birmingham Airport, we can improve connections from the south of England, East Midlands, Yorkshire and the North East.

The page contains this helpful map.

It looks like Midlands Connect are thinking about improving the Reading and Newcastle service.

Points made on the page and related articles, like this one on Rail News  include.

  • Birmingham Airport has plans to increase passenger numbers to 18 million by 2033.
  • Coventry and Leamington Spa via Kenilworth will be double-tracked.
  • High Speed Two will release capacity in the area.
  • It will open up rail capacity between Birmingham and Solihull.
  • There will be a new service between Birmingham Moor Street and Oxford via Solihull and Warwick Parkway.
  • It will improve local connections to Birmingham Airport.
  • Birmingham and Reading services will be increased to two trains per hour (tph)
  • The Government is being asked to chip in £20 million.

These are my thoughts.

Birmingham Airport

Birmingham Airport can become a true Heart of England Airport.

I feel that the future of aviation will be very different to the past.

  • COVID-19 and the future pandemics, that we will endure from the East and the Americas, will mean that flying will be a very different experience with hygiene and social distancing to the fore.
  • Smaller aircraft, for flights up to 500 miles, will be odd-looking zero-carbon machines with exotic power systems.
  • Larger aircraft will be energy efficient planes powered by aviation biofuels produced from household and industrial waste, and biomass.
  • Boeing 747s and Airbus A380s will only be talked about in tales from older people to the young.
  • Airports will be important rail hubs to more than just the local area.

Wikipedia also says this about expansion of Birmingham Airport.

Plans for a second runway (a third when demand requires) on the other side of the M42 and a new terminal complex and business park have been published, and they could help to create around 250,000 jobs. It has been estimated that if these plans went ahead, the airport could handle around 70,000,000 passengers annually, and around 500,000 aircraft movements.

This Google Map shows the Airport.

Note the M42 motorway passing North-South to the East of the Airport.

Could Birmingham Airport develop towards Birmingham Interchange and High Speed Two?

It is worth looking at the distance to other airports.

  • Aberdeen – 328 miles
  • Amsterdam – 280 miles
  • Dublin – 199 miles
  • Frankfurt – 478 miles
  • Geneva – 558 miles
  • Paris – 304 miles

All could be within range of an electric aircraft like the under-development Eviation Alice.

I believe that large airports will develop low-noise zero-carbon secondary runways.

Birmingham Airport is well-situated to take advantage.

Adding A Second Track Between Leamington Spa And Coventry

This section of track is about ten miles long, with probably under half only single-track.

This Google Map shows the single-track through the new Kenilworth station.

And these are pictures I took soon after the station opened.

It is certainly one of the best of the current crop of new small stations.

I don’t think that adding a second track will be the most challenging of projects.

It should be noted that the Leamington Spa and Nuneaton service could be a candidate for a battery electric train.

  • The route is twenty miles long
  • Nuneaton and Coventry stations are fully electrified.
  • There might be possibilities to extend this service at either or both ends.
  • Nuneaton and Leicester are nineteen miles apart and a new Nuneaton Parkway station is proposed for the route. I wrote about this station in New Railway Station Between Hinckley And Nuneaton Receives Backing.
  • Leamington Spa and Stratford-upon-Avon are fifteen miles apart and would need a reverse at Leamington Spa.

A battery electric train might give a faster and more passenger-friendly service, if the passenger numbers and forecasts would support an extended service.

A Birmingham Moor Street And Oxford Service

This Google Map shows Birmingham Moor Street station.

Note.

  1. The two Northern through platforms on the Snow Hill Lines, that continue under Birmingham to Birmingham Snow Hill station.
  2. At least two, but possibly three bay platforms, that can take Chiltern Railway’s longest trains.
  3. There is more space for possibly another two bay platforms to be reinstated or built.

Birmingham Moor Street station will also be a short walk from High Speed Two’s Birmingham Curzon Street station.

This Google Map shows Oxford station.

Note.

  1. Birmingham Moor Street station is to the North via Banbury and Warwick Parkway stations.
  2. The two long through platforms capable of taking a nine-car train.
  3. There are two bay platforms to the East of the two through platforms, at the Northern end of the station.
  4. The bay platforms handle Chiltern’s services from London Marylebone and could also handle the proposed service to Birmingham Moor Street.

Consider this about the proposed Birmingham Moor Street and Oxford service.

  • The service could stop at Solihull, Warwick Parkway, Warwick, Leamington Spar and Banbury, as was thought necessary.
  • I estimate that Birmingham Moor Street and Oxford are 66 miles apart and that a 100 mph train would take around 66 minutes.
  • Birmingham Moor Street and Banbury are 43 miles apart.
  • Oxford and Banbury are 23 miles apart.

With these timings and a few minutes to reverse at each end of the route, I would estimate that a 2.5 hour round trip would be possible.

But, I also think, that with charging facilities or short lengths of electrification at Birmingham Moor Street, Banbury and Oxford stations, this service could be run by battery electric trains.

  • A three hour round trip should be possible.
  • Three trains would be needed to provide an hourly service.
  • Oxford, Banbury, Leamington Spa and Warwick would have a direct connection to High Speed Two.

It should also be noted

  • Birmingham Moor Street and Stratford-upon-Avon stations are only 25 miles apart and the journey rakes 46 minutes
  • Banbury and Stratford-upon-Avon are 35 miles apart. and the journey takes 57 minutes.
  • Leamington Spa and Nuneaton are 20 miles apart and the journey takes 36 minutes.

There would appear to be tremendous potential for battery electric services between Birmingham and Oxford.

How many tourists would a Birmingham and Oxford service via Stratford-upon-Avon attract?

Improving The Reading And Newcastle Service

Currently, this is a one tph service between Reading and Newcastle stations.

  • It is run by CrossCountry.
  • Intermediate stops include Oxford, Banbury, Leamington Spa, Birmingham New Street, Derby, Sheffield, Doncaster, York, Darlington and Durham.
  • It appears that the full journey takes four-and-a-half hours.

It looks like to run a two tph service would need as many as twenty trains.

There is an alternative route after High Speed Two opens.

  • High Speed Two – Newcastle and Birmingham Curzon Street – 118 minutes
  • Walk – Curzon Street and New Street – 10 minutes
  • CrossCountry – Birmingham New Street and Reading – 90 minutes

This saves about forty-five minutes.

You could even do a double change.

  • High Speed Two – Newcastle and East Midlands Hub – 96 minutes
  • High Speed Two – East Midlands Hub and Birmingham Interchange – 17 minutes
  • Walk – Birmingham Interchange and Birmingham International – 10 minutes
  • CrossCountry – Birmingham International and Reading – 78 minutes

This gives a time of around three hours and twenty minutes.

High Speed Two certainly saves time.

But look at this map clipped from the High Speed Two web site.

Note.

  1. The blue dot shows the location of Curzon Street station.
    The West Coast Main Line running into New Street station, is just to the South of Curzon Street station.
    New Street station can be picked out to the West of Curzon Street station.

This Google Map shows a close-up of the current Curzon Street station site.

The same pattern of rail lines going past the Curzon Street site into New Street station can be picked out.

Surely, a connection could be made to allow trains from a couple of platforms in Curzon Street station to terminate trains from the West Coast Main Line.

To improve services between Newcastle and Reading, trains would do the following.

  • Run on the current East Coast Main Line infrastructure between Newcastle and York. Station stops could be Durham, Darlington and York.
  • Switch to new High Speed Two infrastructure South of York.
  • Run on High Speed Two infrastructure to Birmingham Curzon Street station. Station stops could be Sheffield, Chesterfield and East Midlands Hub.
  • The train would reverse at Birmingham Curzon Street station.
  • Switch to the West Coast Main Line outside Birmingham Curzon Street station.
  • Run on the West Coast Main Line to Birmingham International station.
  • Take the route currently used by CrossCountry between Birmingham International and Reading. Station stops could be Leamington Spa, Warwick Parkway, Banbury and Oxford stations.

Timings would be as follows.

  • Newcastle and Birmingham Curzon Street – 118 minutes – From High Speed Two web site.
  • Birmingham Curzon Street and Reading – 90 minutes – Current CrossCountry timing.

Note.

  1. This saves about an hour over the current CrossCountry timings.
  2. It could use classic-compatible High Speed Two trains.
  3. Between Birmingham Curzon Street and Newcastle, it follows the same route as one of the current proposed High Speed Two services.
  4. The service could be extended to Edinburgh from Newcastle.
  5. The service could be extended to Southampton from Reading
  6. As there are only twelve tph planned to be running on the Eastern leg of High Speed Two, against a total capacity of eighteen tph, it should be possible to accommodate the extra service or services.

This would surely be a very useful High Speed Two service.

Conclusion

It is a comprehensive package of measures, some of which could have a high cost benefit ratio.

 

 

 

 

July 17, 2020 Posted by | Transport | , , , , , , , , , , , , , , , , | 7 Comments

Should High Speed Two’s Macclesfield And London Service Call At Birmingham Interchange?

Connecting Manchester City Centre to the High Speed Two network will be a major undertaking.

  • It looks increasingly likely that High Speed Two and Northern Powerhouse Rail will have a shared line running from the main High Speed Two route through Crewe to Manchester Piccadilly via Manchester Airport.
  • Between Manchester Airport and Manchester Piccadilly will be in a high speed tunnel.
  • Northern Powerhouse Rail will connect Liverpool Lime Street and Warrington to Manchester Airport and Manchester Piccadilly.
  • There will be a major problem keeping train services running between Manchester and Birmingham, London and the South.

But just at Project Rio kept Manchester connected during the rebuilding of the West Coast Main Line in the early years of this century, I believe that a similar creditable alternative route may be starting to evolve.

Avanti’s Additional Class 807 Trains Will Be Delivered

These trains will allow additional services and release some Class 390 trains to reinforce other services.

Avanti West Coast’s Future West Coast Main Line Service

The small fleet of Class 807 trains are needed to provide extra services on the West Coast Main Line.

  • But if these trains are successful, will more be used as replacements for the nearly twenty-years-old Class 390 trains?
  • Will they also be given more traction power to double as the classic-compatible trains for High Speed Two.
  • Other operators might also like to purchase a high capacity 200 metre long high speed train, which would share routes used by High Speed Two.

In Thoughts On Class 807 Trains And High Speed Two’s Classic-Compatible Trains, I discuss the design of extra trains for High Speed Two and the West Coast Main Line.

Surely, though having similar trains handling both roles on the West Coast Main Line and High Speed Two, would be an advantage to Avanti West Coast?

London And Manchester Services

Currently, there are these services between London Euston and Manchester Piccadilly stations.

  • Via Milton Keynes Central, Stoke-on-Trent and Stockport
  • Via Stoke-on-Trent, Macclesfield and Stockport
  • Via Stafford, Crewe, Wilmslow and Stockport

All services have a frequency of one train per hour (tph)

High Speed Two plans to run these services between the South and the Manchester area.

  • 1 tph – 200 metres – London Euston and Wigan North Western via Old Oak Common, Crewe and Warrington Bank Quay
  • 1 tph – 200 metres – London Euston and Macclesfield via Old Oak Common, Stafford and Stoke.
  • 1 tph – 400 metres – London Euston and Manchester Piccadilly via Old Oak Common, Birmingham Interchange and Manchester Airport
  • 2 tph – 400 metres – London Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport
  • 2 tph – 200 metres – Birmingham Curzon Street and Manchester Piccadilly via Manchester Airport
  • 1 tph – 200 metres – Birmingham Curzon Street and Wigan North |Western

Note.

  1. I have included Wigan North Western, as it has good connections to North Manchester.
  2. Services can’t go via Manchester Airport until the tunnel is completed.
  3. The 400 metre services will need to use dedicated High Speed Two tracks, so will need to use the tunnel via Manchester Airport.

Wigan and Macclesfield stations will not be requiring major rebuilding, during the construction of High Speed Two. That should mean the stations will not need to be closed for long periods.

  • Macclesfield station could probably handle up to three tph from the South.
  • Wigan North Western station could probably handle two tph from the South.
  • Work in the Manchester Piccadilly area, may well close the station at times.

I suspect Macclesfield and Wigan North Western could be very useful alternative stations for travelling to and from the South.

Manchester And Birmingham Via Macclesfield

I can see that there could be difficulties for some passengers, if they found themselves at Macclesfield wanting to go to the Birmingham area.

A solution would be for the Macclesfield and London service to stop at Birmingham Interchange, which will be extremely well-connected.

Birmingham Interchange

This map from High Speed Two, shows Birmingham Interchange and Birmingham International stations.

Note.

  • Birmingham Interchange station is marked by the blue dot.
  • Birmingham International station is to the West of the M42.

The two stations will be connected by an automatic people mover.

Destinations and their frequencies available from Birmingham Interchange, when High Speed Two is complete will include.

  • 2 tph – Birmingham Curzon Street
  • 1 tph – Carlisle
  • 1 tph – East Midlands Hub
  • 1 tph – Edinburgh Haymarket
  • 1 tph – Edinburgh Waverley
  • 1 tph – Glasgow Central
  • 1 tph – Leeds
  • 5 tph – London Euston
  • 1 tph – Manchester Airport
  • 1 tph – Manchester Piccadilly
  • 5 tph – Old Oak Common
  • 1 tph – Preston

It looks like if you miss your train to many important cities at Birmingham Interchange, it will be an hour to wait for the next train.

Destinations and their frequencies available from Birmingham International are currently.

  • 8 tph – Birmingham New Street
  • 1 tph – Bournemouth
  • 1 tph – Crewe
  • 0.5 tph to Edinburgh Waverley
  • 0.5 tph to Glasgow Central
  • 7 tph – London Euston
  • 1 tph – Macclesfield
  • 1 tph – Manchester Piccadilly
  • 1 tph – Reading
  • 1 tph – Shrewsbury
  • 1 tph – Southampton
  • 1 tph – Stafford
  • 1 tph – Stoke-on-Trent
  • 2 tph – Wolverhampton

Note that 0.5 tph is one train per two hours.

These two lists can be combined.

  • 10 tph – Birmingham Curzon Street/New Street
  • 1 tph – Bournemouth
  • 2 tph – Carlisle
  • 1 tph – Crewe
  • 1 tph – East Midlands Hub
  • 1.5 tph – Edinburgh Haymarket
  • 1.5 tph – Edinburgh Waverley
  • 1.5 tph – Glasgow Central
  • 1 tph – Leeds
  • 12 tph – London Euston
  • 1 tph – Macclesfield
  • 1 tph – Manchester Airport
  • 2 tph – Manchester Piccadilly
  • 5 tph – Old Oak Common
  • 1 tph – Preston
  • 1 tph – Reading
  • 1 tph – Shrewsbury
  • 1 tph – Southampton
  • 1 tph – Stafford
  • 1 tph – Stoke-on-Trent
  • 2 tph – Wolverhampton

This list is surely missing Bristol, Cardiff, Liverpool, Sheffield and Newcastle.

Conclusion

We should not underestimate the importance of Macclesfield and Wigan North Western stations in getting to and from Manchester during the building of High Speed Two.

July 15, 2020 Posted by | Transport | , , , , , , , , , , | Leave a comment

Thoughts On Class 807 Trains And High Speed Two’s Classic-Compatible Trains

Avanti West Coast’s New Class 807 Trains

Avanti West Coast have ordered a small fleet of Class 807 trains.

This article on Railnews, gives this short description.

There will be more seats, because a seven-car train will have 453 and five-car sets will have 301. First said the seven-car version will have about the same number of seats as a nine-car Pendolino, because each IET vehicle is longer, at 26m.

Adding standard details of other Hitachi trains in the family, the following seems to be known.

  • They are seven-car trains.
  • The cars are the standard twenty-six metres, so a seven-car train will be 182 metres.
  • Ten trains have been ordered.
  • I suspect that like all the other trains in the family, they will be 125 mph trains, that are capable of 140 mph, when the signalling and track allows.
  • They are pencilled in for services between London Euston and Birmingham New Street, Blackpool North and Liverpool Lime Street stations
  • They will not have batteries or diesel engines for emergency or hotel power. Could this mean, that the trains have been designed for high performance, by removing excess weight?
  • The trains don’t have a tilting capability. Does this save weight and increase acceleration?
  • The trains have 453 seats, as opposed to the nine-car Class 390 trains, which have 469 seats.

Could these trains be designed, to be able to better the Class 390 train schedules on the West Coast Main Line?

  • They have no tilting capability.
  • They can only work on electric power, like the Class 390 trains.
  • They could have very fast acceleration, due to the weight loss.
  • They only reduce capacity by 3.5 %, when compared to a nine-car Class 390 train.

In Will Avanti West Coast’s New Trains Be Able To Achieve London Euston and Liverpool Lime Street In Two Hours?, this was my conclusion.

I believe the following will be possible.

    • A two hour service between London Euston and Liverpool Lime Street will be possible with Avanti West Coast’s new Class 807 trains.
    • The current Class 390 trains could go a bit faster.
    • I estimate that a Class 807 train could save as much as two-and-a-half-minutes at each stop.
    • Blackpool North and London times will be comfortably under three hours.
    • Coventry and London times will be comfortably under an hour.

The performance of these Class 807 trains will improve the West Coast Main Line.

What will London in two hours, do for Liverpool?

Class 807 Trains With Different Car Lengths

It is possible to create a table showing car length, train length and capacity for Class 807 trains

  • 26 metres – 182 metres – 453 seats
  • 26.5 metres – 185.5 metres – 462 seats
  • 27 metres – 189 metres – 470 seats
  • 27.5 metres – 192.5 metres – 479 seats
  • 28 metres – 196 metres – 488 seats
  • 28.5 metres – 199.5 metres – 497 seats

It seems that by lengthening all cars by half a metre, just adds nine seats.

Does this point to the fact, that twenty-six metres was a carefully-chosen optimal car length?

Class 807 Trains With Different Numbers Of Cars

A similar table can also be created for different numbers of twenty-six metre cars.

  • 7 cars – 182 metres – 453 seats
  • 8 cars – 208 metres – 518 seats
  • 9 cars – 234 metres – 582 seats
  • 10 cars – 260 metres – 647 seats

Note that as an eleven-car Class 390 train is 265.3 metres, a ten-car Class 807 train will fit all platforms, currently used by eleven-car Class 390 trains.

Replacement Of Eleven-Car Class 390 Trains With Class 807 Trains

The eleven-car Class 390 trains are 265.3 metres long and seat 589 passengers.

Looking at the two tables, nine-car Class 807 trains would be almost direct replacements for an eleven-car Class 390 trains.

  • The performance of the Class 807 trains would be as good if not better.
  • The passenger capacity of both trains would be similar, with just seven seats less in the new trains.
  • The Class 807 trains would also be shorter and could fit any platform currently served by an eleven-car Class 390 train.

It should also be noted, that the Class 807 trains would have to run as singles, as platforms on the West Coast Main Line can’t handle a four hundred metre train.

I believe it is highly likely that the classic-compatible trains for High Speed Two and the trains that replace the Class 390 trains will be the same and based on the Class 807 trains, that are now being assembled at Hitachi’s factory at Newton Aycliffe.

Could A Class 807 Train Be Stretched To Become A High Speed Two Classic-Compatible Train?

The Classic-Compatible trains are described in this section in Wikipedia, by this sentence.

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

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

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

A seven-car Class 807 train with twenty-six metre long cars would appear to be a partial match and tick all the boxes, except for the following.

  • The train’s maximum and cruising speeds are well below what is needed.
  • The train is only 182 metres long.
  • The train has a passenger capacity of 453.

Would a train with eight twenty-five metre long cars be a better fit?

  •  The train length would be 200 metres.
  • I doubt twenty-five metre cars would cause a problem!
  • I estimate the passenger capacity would be 498 seats.

The trains or members of the same family have already shown.

  • They can run on the East Coast, Great Western, Midland and West Coast Main Lines.
  • They can run on High Speed One.
  • They can split and join automatically.
  • When needed they can run on local lines.

If I was Avanti West Coast’s train-Czar, I would be seriously interested in a Classic-Compatible High Speed Two train, that was very similar to one, that I already had in service. Provided, of course it did what it promised in the specification.

In Wikipedia, the car lengths for Class 800, Class 801, Class 802, Class 805 and Class 810 trains are all given and have been reported in the media.

But the car lengths of the Class 803 and Class 807 trains are not given. Is it just an omission or is it deliberate?

Both these trains are designed for demanding routes.

  • The Class 803 trains are designed for London and Edinburgh in four hours.
  • I believe that the Class 807 trains are designed for London and Liverpool in two hours.

To get these demanding times, have Hitachi changed the car lengths?

  • Trains with shorter cars might accelerate better.
  • A redesigned interior might get more passengers in the shorter length.

I shall await the launch of both these lightweight speedsters with interest!

Conclusion

I wouldn’t be surprised that Hitachi’s offering for more trains on the West Coast Main Line and the Classic-Compatible trains for High Speed Two are very similar to the Class 807 trains.

  • The classic-compatible trains for High Speed Two could be eight-car trains with twenty-five metre cars.
  • The replacements for the eleven-car Class 390 trains could be nine-car trains with twenty-six metre cars.

Both would be based on the Class 807 train.

 

 

 

 

 

 

July 15, 2020 Posted by | Transport | , , , , | 5 Comments

Macclesfield Station And High Speed Two

Today, I went to Macclesfield station.

In the latest iteration of High Speed Two, two new destinations were added to the High Speed Two Network; Macclesfield and Lancaster.

These pictures show Macclesfield station.

It is a modern station, with three through platforms, two bridges and some Modernist architecture from the 1970s, that could be improved.

This Google Map shows the layout of the station.

Note.

  1. Platform 1 is in the West and is used by trains to Stockport and Manchester Piccadilly.
  2. Platform 2 is in the middle and is used by trains going to Stoke, London and the South.
  3. Platform 3 is in the East and appears to be used a couple of times per day.
  4. It also appears there might have been a fourth platform.

All platforms appear capable of handling an eleven-car Class 390 train, which are over two hundred and sixty metres in length.

 

Is the plan to use Macclesfield as a High Speed Two terminal feasible?

Which Trains Will High Speed Two Use On Macclesfield Services?

It appears that High Speed Two will have two types of trains.

  1. Trains built to the European loading gauge, that will only be able to work on high lines like High Speed One and High Speed Two. Examples would be Eurostar’s Class 373 and Class 374 trains.
  2. Trains built to the UK loading gauge, that could also work on existing UK 125 mph routes like the East Coast, Great Western, Midland and West Coast Main Lines. Examples would be Class 800. Class 801, Class 802, Class 390 and Class 745 trains.

The second type, which are referred to, as class-compatible trains will be used to Macclesfield, as these services will share track with Class 390 and other trains, that have been or will be built to the smaller UK loading gauge.

Will Classic-Compatible High Speed Two Trains Fit Into Macclesfield Station?

Currently, every hour, one eleven-car Class 390 train calls in Macclesfield station in both directions, as they provide one of Avanti \west Coast’s three trains per hour (tph) between London Euston and Manchester Piccadilly stations.

The current trains are sixty metres longer than the proposed classic-compatible High Speed Two trains, that could be terminating in Macclesfield station.

How Would Passengers Who Started And Finished Their Journeys In Macclesfield, Connect to Manchester?

Currently, these hourly services connect Manchester Piccadilly and Stoke stations.

  • Avanti West Cost – Manchester Piccadilly and London Euston.
  • CrossCountry – Manchester Piccadilly and Bournemouth
  • CrossCountry – Manchester Piccadilly and Bristol
  • Northern – Manchester Piccadilly and Stoke, which stops at all stations.

The characteristics would be common to all these four trains.

  • Services call at Stockport, Macclesfield and Stoke stations.
  • As services share tracks with a High Speed Two service, they must be reasonably fast.
  • All except the Northern service are 125 mph trains.
  • The Northern service is run by a 90 mph Class 323 electric train.
  • As Manchester Piccadilly and Stoke via Stockport is a fully-electrified route, the trains should probably be able to take advantage.

In an ideal world should the frequency be six tph or one train every ten minutes in each direction?

Which Platforms Would Be Used To Terminate High Speed Two Services?

Trains built to the UK loading gauge could probably terminate in any of the three platforms.

But it might be advantageous to terminate all services in the same platform.

Platform 3 would be the obvious choice.

  • It shares an island platform with classic services going South between Manchester Piccadilly and Stoke.
  • Passengers starting their journeys in Manchester Piccadilly or Stockport could just walk across from their connecting train to the High Speed Two train.

It must surely be a possibility to make Platform 2 able to operate bi-directionally, so that all trains between Manchester Piccadilly and Stoke stations in both directions, stop in Platform 2, alongside the High Speed Two train for London and the South, that is waiting in Platform 3. The combined frequency would be eight tph. All passengers would just walk across the island platform to change trains.

Could A North-Facing Bay Platform Be Fitted Into The Northern End Of The Island Platform 2/3?

If you are going to provide a High Speed Two service to and from Macclesfield station, it needs to have superb and comprehensive connections to as many places as possible.

The station currently has four tph to Manchester Piccadilly, Stockport and Stoke, but would a North-facing bay platform with level access to the High Speed Two platform make any of the following feasible?

  • Run a second local stopping service between Manchester Piccadilly and Macclesfield to give all intermediate stations two tph to High Speed Two.
  • Run hourly services to places that don’t have good connections to high speed services to London and the South.
  • The Stockport and Stalybridge Line could be used to connect Stalybridge and Huddersfield to High Speed Two.
  • There might even be a way of creating a link between Macclesfield and Manchester Airport.

Note.

  1. Looking at the platform layout at Macclesfield station, fitting in a bay platform would appear to be feasible.
  2. The important Stockport station, which seems to have been forgotten by High Speed Two would probably have at least six tph to High Speed Two at Macclesfield station.
  3. The local train could be timed to arrive at Macclesfield station, a convenient time before the High Speed Two train is scheduled to depart.

The bay platform could even be part of Platform 3, if it was decided that trains stopping in Platform 3, never used the platform as a through platform. It would be Macclesfield’s version of the Clapham Kiss.

I suspect more space could be found, by moving the signal box at the end of the station.

\remember that these days most signalling is controlled from centralised Rail Operation Centres.

Could High Speed Two Trains Run Between Macclesfield And Manchester Piccadilly?

As I said earlier, High Speed Two’s classic-compatible trains will be the same cross-section and shorter, than an eleven-car Class 390 train.

So the answer to my question must be yes!

  • This would enable a stop at Stockport station.
  • No platform lengthening would be required at Manchester Piccadilly and Stockport stations.

High Speed Two must have good reasons for using Macclesfield as a terminal.

  • There are capacity issues between Macclesfield and Manchester Piccadilly stations.
  • Macclesfield offers opportunities to connect to places, that are difficult to reach from Manchester Piccadilly station.

But these problems could probably be overcome by digital signalling or extension of the Manchester Metrolink.

Could More High Speed Two Services Run Between Macclesfield Station and The South?

Consider.

  • I believe that Macclesfield station could handle more than an hourly High Speed Two train.
  • It is a general principle, that on a metro like the London Overground or Merseyrail, that a single platform can handle up to four or even six tph.
  • Four tph would surely be too high, but Macclesfield could easily handle a second classic-compatible train to and from Birmingham Curzon Street via Stoke and Stafford.
  • During the inevitable works at Manchester Piccadilly station to sccomodate High Speed Two, Macclesfield could offer an alternative route, between London and Manchester.

Using Macclesfield station, as an alternative terminal for Manchester Piccadilly, builds in extra capacity for the future and offers a valuable alternative route during construction and upgrade works.

Rationalisation Between Cross Country And High Speed Two

Consider.

  • In a lot of locations North of Birmingham, CrossCountry and High Speed Two seem to provide similar services between the same stations.
  • Using currently proposed connections between High Speed Two and the classic network, CrossCountry’s services could run faster.
  • CrossCountry’s new fleet of trains will probably be multi-mode trains, that will be very similar to the classic-compatible High Speed Two trains.
  • Some of the routes used by CrossCountry’s services will have a substantial upgrade to allow higher speeds and more trains, to speed up High Speed Two services.

There must be a case for rationalisation of services.

Conclusion

The more I look at High Speed Two terminating at Macclesfield station, the more I like it.

I can see these services running from the station in the future.

  • High Speed Two – Macclesfield and London Euston – One tph – This service would additionally call at Birmingham Interchange to link up with CrossCountry to the South.
  • High Speed Two – Macclesfield and Birmingham Curzon Street – One tph
  • CrossCountry – Macclesfield and Bournemouth, Plymouth or Reading – One tph.
  • Northern and others – Macclesfield and Manchester Piccadilly via Stockport – Four-six tph
  • Northern – Macclesfield and Huddersfield via Stockport and Stalybridge – Two tph
  • Northern – Macclesfield and Manchester Airport – Two tph.

Obviously, this is all speculation, but Macclesfield will develop into an important rail hub to the South-East of Manchester.

 

July 14, 2020 Posted by | Transport | , , , , , , , , | 2 Comments

The Rival Plans For Piccadilly Station, That Architects Say Will ‘Save Millions’

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

This subtitle introduces the idea.

The speculative proposal includes a new underground HS2 station and an ‘s-shaped tunnel’ under the city centre.

The architects are Weston Williamson and I have felt for years that this was the best way and I put my ideas and some fragments from the press and Northern Powerhouse Rail in Manchester Piccadilly ‘Super Hub’ Proposed.

This picture from Weston Williamson, shows their proposed station.

Note.

  1. In the visualisation, you are observing the station from the East.
  2. The existing railway lines into Piccadilly station are shown in red.
  3. Stockport and Manchester Airport are to the left, which is to the South.
  4. Note the dreaded Castlefield Corridor in red going off into the distance to Oxford Road and Deansgate stations.
  5. The new high speed lines are shown in blue.
  6. To the left they go to Manchester Airport and then on to London, Birmingham and the South, Warrington and Liverpool and Wigan, Preston, Blackpool, Barroe-in-Furness, the North and Scotland.
  7. To the right, they go to Huddersfield, Bradford, Leeds, Hull and the North East, and Sheffield, Doncaster and the East.
  8. Between it looks like  a low-level High Speed station with at least four tracks and six platforms.
  9. The Manchester Mretrolink is shown in yellow.
  10. The potential for over-site development is immense. If the Station Square Tower was residential, the penthouses would be some of the most desirable places to live in the North.

This Google Map shows the current station.

Unfortunately, the map is round the other way to the visualisation, but I hope you can see how the shape of the current station is intact and can be picked out in both.

If you’ve ever used London Paddington station in the last few years, you will know that Crossrail is being built underneath. But the massive construction project of building the Crossrail platforms has not inconvenienced the normal business of the station.

Weston Williamson’s proposed station can be built in the same way.

It could be truly transformational

  • Manchester Piccadilly station would have at least 43 percent more platforms.
  • Classic-compatible High Speed commuter trains would run to Barrow, Blackpool, Chester, Derby, Nottingham and Shrewsbury from the low-level High Speed station.
  • The Northern Powerhouse Rail for all TransPennine Express services would use the low-level High Speed station.
  • Glasgow services would use the low-level High Speed station.
  • Manchester Piccadilly and Manchester Airport would have up to 18 high speed trains per hour and would be the finest airport service in the world.
  • Some or all of the low-level High Speed platforms, would be able to take 400 metre long trains.
  • 400 metre long platforms could handle one 200 metre long train from Manchester Airport and one 200 metre long train from Yorkshire.
  • The Castlefield Corridor would only have local trains, limited to a number, with which it could cope.
  • The use of the existing platforms would be reorganised.

It would be a massive increase in the capacity of the station and as been shown at Paddington with Crossrail, I am sure, that it could be built without massive disruption to existing services.

The Ultimate Train To The North

Imagine a pair of 200 metre long classic-compatible trains running between London Euston and Leeds.

  • They would travel via Birmingham Interchange, Manchester Airport, Manchester Piccadilly, Huddersfield and Bradford.
  • The trains would divide at Leeds.
  • One train would go to Hull.
  • The second train would go to York, Darlington, Durham and Newcastle. It could be extended to Edinburgh.
  • It could even run with a Turn-Up-And-Go frequency of four tph.

Why not?

 

 

June 30, 2020 Posted by | Transport | , , , , , , | 1 Comment

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

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

This is the first two paragraphs.

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

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

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

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

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

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

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

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

Note.

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

The Classic-Compatible Trains

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

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

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

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

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

Bedford and Leeds via Leicester and East Midlands Hub

A few facts and thoughts.

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

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

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

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

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

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

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

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

Nottingham and Birmingham Curzon Street via East Midlands Hub

A few facts and thoughts.

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

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

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

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

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

Midland Main Line Electrification

Midlands Connect is calling for full electrification of the Midland Main Line.

The problem is electrification through Leicester station, where there is a low bridge over the track.

In Discontinuous Electrification Through Leicester Station, I showed how the problem might be solved by discontinuous electrification and battery-equipped trains.

The Shared High Speed Two Path

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

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

 

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

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

Southbound services would behave like this.

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

Northbound services would do something similar.

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

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

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

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

I will put these in alphabetical order.

Bedford

Consider.

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

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

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

Cambridge

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

  • Digitally signalled
  • 125 mph-capable
  • Electrified

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

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

Edinburgh

Consider.

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

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

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

Hull

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

Hull is important for various reasons.

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

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

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

Lincoln

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

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

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

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

Milton Keynes

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

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

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

Newcastle

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

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

Northern Powerhouse Rail

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

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

Oxford And Reading

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

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

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

Peterborough

I think Peterborough could be an interesting possibility.

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

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

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

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

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

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

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

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

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

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

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

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

Surely, that is a crazy idea?

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

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

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

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

Sheffield

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

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

Note.

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

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

 

 

 

 

 

May 31, 2020 Posted by | Transport | , , , , , , , , , , , , , , | 4 Comments