Could A Battery-Electric High Speed Two Classic-Compatible Train Be Developed?
A Battery-Electric High Speed Two Classic-Compatible Train, would not be needed for High Speed Two, as it is currently envisaged, as all lines will be electrified.
But Hitachi have already said that they are developing the Hitachi Intercity Battery Hybrid Train, which is described in this infographic.
This page on the Hitachi Rail web site gives this description of the Hybrid Battery Train.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. A retrofit programme would involve removing diesel engines and replace with batteries.
Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train, this ensures trains can be returned to service as quickly as possible for passengers. Adding a battery reduces fuel costs up to 30% or increase performance.
These trains will be able to enter, alight and leave non–electrified stations in battery mode reducing diesel emissions and minimising noise – helping to improve air quality and make train stations a cleaner environment for passengers.
Our battery solution complements electrification, connecting gaps and minimising potential infrastructure costs and disruption to service.
It looks to me, that Hitachi are playing an old Electrical/Electronic Engineer’s trick.
As a sixteen-year-old, I spent a Summer in a rolling mills, building replacement transistorised control units for the old electronic valve units. They had been designed, so they were plug-compatible and performed identically.
It appears, that Hitachi’s battery supplier; Hyperdrive Innovation of Sunderland has just designed a battery pack, that appears to the train to be a diesel engine.
In the Technical Outline, this is said.
- Train Configuration: 5 – 12 car
- Nominal Vehicle Length: 26m
- Power Supply: Battery
The AT-300 trains generally have twenty-six metre cars.
In How Much Power Is Needed To Run A Train At 125 Or 100 mph?, I calculated that a Class 801 train uses 3.42 kWh per vehicle mile, at 125 mph.
- This means that a five-car train will use 1710 kWh to do 100 miles at 125 mph.
- The train has three diesel engines, so three batteries of 570 kWh would be needed.
- Alternatively, if a battery was put in each car, 342 kWh batteries would be needed.
- In the Wikipedia entry for battery-electric multiple unit, there are two examples of trains with 360 kWh batteries.
I believe building 570 kWh batteries for fitting under the train is possible.
What would be the maximum range for this train at 100 mph?
- I will assume that five batteries are fitted.
- As drag is proportional to the square of the speed, I’ll use a figure of 2.07 kWh per vehicle mile, at 100 mph.
This is a table of ranges with different size batteries in all cars.
- 50 kWh – 24.1 miles
- 100 kWh – 48.3 miles
- 200 kWh – 96.6 miles
- 300 kWh – 145 miles
- 400 kWh – 193.2 miles
- 500 kWh – 241.5 miles
They are certainly useful ranges.
LNER Will Be Ordering Ten New Bi-Mode Trains
In LNER Seeks 10 More Bi-Modes, I discussed LNER’s need for ten new bi-mode trains, which started like this.
The title of this post, is the same as that of an article in the December 2020 Edition of Modern Railways.
This is the opening paragraph.
LNER has launched the procurement of at least 10 new trains to supplement its Azuma fleet on East Coast Main Line services.
Some other points from the article.
- It appears that LNER would like to eliminate diesel traction if possible.
- On-board energy storage is mentioned.
- No form of power appears to be ruled out, including hydrogen.
- LNER have all 65 of their Azumas in service.
I believe that ten trains would be enough to handle LNER’s services on lines without electrification to the North of Scotland.
- London and Aberdeen has 130 miles without wires.
- London and Inverness has 146 miles without wires.
- Electrification plans are progressing North to Perth and to Thornton Junction.
I suspect both routes could be upgraded to under a hundred miles without wires.
I believe, that if Hyperdrive Innovation pull out every trick in the book to save power in their batteries that a five-car Azuma with a 300 kWh battery in each car, will have sufficient range with reserves to go between Edinburgh and Inverness or Aberdeen at 100 mph.
A Battery-Electric High Speed Two Classic-Compatible Train
Consider.
- I am a great believer in regenerative breaking to batteries on the train, as my experience says it the most efficient and also gives advantages, when the catenary fails.
- Stadler’s approach with the Class 777 train, where all trains have a small battery for depot movements, is likely to be increasingly copied by other train manufacturers.
- Hitachi have also designed the Class 803 trains for Lumo with emergency batteries for hotel power.
I could envisage provision for batteries being designed into a High Speed Two Classic-Compatible Train.
Suppose it was wanted to run High Speed Two Classic-Compatible Trains between Crewe and Holyhead.
- The train has eight cars.
- The route is 105.5 miles.
- I will assume an average speed of 100 mph.
- A Class 801 train uses 3.42 kWh per vehicle mile, at 125 mph.
- As drag is proportional to the square of the speed, I’ll use a figure of 2.07 kWh per vehicle mile, at 100 mph.
- This means that an eight-car train will use 1747.08 kWh to do 105.5 miles at 100 mph.
- I would put a traction battery in each car, to distribute the weight easily.
Each battery would need to be 218.4 kWh, which is totally feasible.
How far would the train travel on 300 kWh batteries at 100 mph?
- Total battery capacity is 2400 kWh.
- One mile will use 16.56 kWh.
- I am assuming the train is using regenerative braking to the battery at each stop.
The train will travel 145 miles before needing a recharge.
On the Crewe and Holyhead route, there would be a reserve of around 40 miles or nearly 500 kWh.
Conclusion
I am convinced that Hitachi and their highly regarded partner; Hyperdrive Innovation, have developed a battery pack, that gives enough power to match the performance of Class 800/802/805/810 trains on diesel and give a range of upwards of a hundred miles on battery power at 100 mph, if you put a 300 kWh battery pack in all cars.
- But then Stadler have run an Akku for 115 miles and a Class 777 for 84 miles on battery power alone.
- I think the key is to put a battery in each car and harvest all the electricity you can from braking.
- Remember too that Hitachi can raise and lower their pantographs with all the alacrity of a whore’s drawers, so strategic lengths of overhead electrification can also be erected.
Hitachi and Hyperdrive Innovation appear to have invented the High Speed Battery Train.
We’ll know soon, when the order for the LNER bi-modes is announced.
Whatever works on LNER, should work on High Speed Two.
Should There Be Five-Car High Speed Two Classic-Compatible Trains?
The High Speed Two Classic-Compatible Trains have the following characteristics.
- Eight cars.
- 200 metres long.
- 550 passengers.
- Two can be coupled together to make a 16-car train, that is 400 metres long.
- Trains can join and split en route.
This graphic shows the preliminary schedule.
Note that Train 4, starts as a pair of trains, before splitting at Crewe, with one train going to Lancaster and the other to Liverpool Lime Street.
I wonder, if some trains were to be five-cars, would this give the operator more flexibility, by allowing three trains to be coupled together to serve three destinations.
This could be a simple example.
- A three train formation could leave Euston.
- At Crewe one train would detach and go to Liverpool Lime Street, with stops at Runcorn and Liverpool South Parkway.
- At Preston, the two remaining trains would split, with one train going to Lancaster and the other going to Blackpool with appropriate stops.
Three trains might give the operators more flexibility in providing appropriate capacity to various destinations.
Other Applications
I believe these trains would have other applications.
These are a few thoughts.
Battery-Electric High Speed Train
Battery technology is improving and I believe that a train could be designed with the following specification.
- Five cars
- High-Speed Two Classic-Compatible performance.
- A battery pack in each car.
- Up to maximum operating speed of digitally-signalled high speed lines.
- 140 mph on digitally-signalled classic high speed lines, like the East and West Coast Main Lines. the Midland Main Line and the Great Western Railway.
- Range on battery of around 120 miles at 100 mph.
- Ability to work with fully-electric versions.
Note.
- I suspect that like current Hitachi AT-300s and Bombardier Aventras, the onboard computer would know what cars have been coupled together and what the train can do.
- A battery in each car would distribute the extra weight of the batteries equally and not affect the handling too much.
- These trains would allow High Speed Two services to be extended onto non-electrified lines.
I suspect that an eight car battery-electric High-Speed Two Classic-Compatible train would also be possible for working with the standard length trains.
Thoughts On High Speed Two
These are a few thoughts about High Speed Two, after the reports of major changes today.
This article on the BBC is entitled HS2 Line Between Birmingham And Crewe Delayed By Two Years.
This is the sub-heading.
The Birmingham to Crewe leg of high speed railway HS2 will be delayed by two years to cut costs.
These are the three opening paragraphs.
Some of the design teams working on the Euston end of the line are also understood to be affected.
Transport secretary Mark Harper blamed soaring prices and said it was “committed” to the line linking London, the Midlands and North of England.
HS2 has been beset by delays and cost rises. In 2010, it was expected to cost £33bn but is now expected to be £71bn.
Delivering The Benefits Of High Speed Two Early
It is my belief that with a large project taking a decade or more , it is not a bad idea to deliver some worthwhile benefits early on.
The Elizabeth Line opened in stages.
- The new Class 345 trains started replacing scrapyard specials in 2017.
- The rebuilt Abbey Wood station opened in 2017.
- Paddington local services were transferred to the Elizabeth Line in 2019.
- Outer stations reopened regularly after refurbishment from 2018.
- The through line opened in May 2022.
There’s still more to come.
Some projects wait until everything is ready and everybody gets fed up and annoyed.
Are there any parts of High Speed Two, that could be completed early, so that existing services will benefit?
In 2020, the refurbishment of Liverpool Lime Street station and the tracks leading to the station was completed and I wrote about the station in It’s A Privilege To Work Here!, where this was my conclusion.
Wikipedia says this about Liverpool Lime Street station.
Opened in August 1836, it is the oldest still-operating grand terminus mainline station in the world.
I’ve used Lime Street station for fifty-five years and finally, it is the station, the city needs and deserves.
I’ve been to grand termini all over the world and Lime Street may be the oldest, but now it is one of the best.
Are there any stations, that will be served by High Speed Two, that should be upgraded as soon as possible to give early benefits to passengers, staff and operators?
Avanti West Cost have solved the problem of the short platforms at Liverpool South Parkway station, by ordering shorter Class 807 trains. Will High Speed Two lengthen the platforms at this station?
A good project manager will need to get all the smaller sub-projects in a row and work out what is the best time to do each.
Digital Signalling
I would assume, as this will be needed for High Speed Two services in the West Coast Main Line to the North of Crewe, this is surely a must for installing as early as possible.
If the existing trains could run for a hundred miles at 140 mph, rather than the current 125 mph, that would save five worthwhile minutes.
Trains could run closer together and there is the possibility of organising services in flights, where a number of trains run together a safe number of minutes apart.
Remove Bottlenecks On Classic Lines, That Could Be Used By High Speed Two
I don’t know the bottlenecks on the West Coast Main Line, but there are two on the East Coast Main Line, that I have talked about in the past.
Could ERTMS And ETCS Solve The Newark Crossing Problem?
Improving The North Throat Of York Station Including Skelton Bridge Junction
Hopefully, the digital signalling will solve them.
Any bottlenecks on lines that will be part of High Speed Two, should be upgraded as soon as possible.
Birmingham And Crewe
I will start by looking at the leg between Birmingham and Crewe.
This section of the HS2 map shows High Speed Two between Birmingham and Lichfield.
Note.
- The blue circle on the left at the bottom of the map is Birmingham Curzon Street station.
- The blue circle on the right at the bottom of the map is Birmingham Interchange station.
- The High Speed Two to and from London passes through Birmingham Interchange station.
- The branch to Birmingham Curzon Street station connects to the main High Speed Two at a triangular junction.
- North of the triangular junction, High Speed Two splits.
- The Eastern branch goes to East Midlands Parkway station.
- The Northern branch goes to Crewe, Liverpool Lime Street, Manchester Piccadilly, Preston and Scotland.
At the top of the map, the Northern branch splits and lines are shown on this map.
Note.
- The junction where the Northern and Eastern branches divide is in the South-East corner of the map.
- To the North of Lichfield, the route divides again.
- The Northern purple line is the direct line to Crewe.
- The shorter Southern branch is a spur that connects High Speed Two to the Trent Valley Line, which is the current route taken by trains between London Euston and Crewe, Liverpool Lime Street, Manchester Piccadilly, Preston and Scotland.
- Crewe station is in the North-West corner of the map.
The route between the junction to the North of Lichfield and Crewe is essentially two double-track railways.
- High Speed Two with a routine operating speed of 205 mph.
- The Trent Valley Line with a routine operating speed of 140 mph.
- High Speed Two Classic-Compatible trains can run on all tracks.
- High Speed Two Full-Size trains may be able to run on the Trent Valley Line at reduced speed.
- Eighteen trains per hour (tph) is the maximum frequency of High Speed Two.
I feel in an emergency, trains will be able to use the other route.
Will This Track Layout Allow An Innovative Build?
Suppose the link to the Trent Valley Line was built first, so that High Speed Two trains from London for Crewe, Liverpool Lime Street, Manchester Piccadilly, Preston and Scotland, could transfer to the Trent Valley Line as they do now.
- All lines used by High Speed Two services North of the junction, where High Speed Two joins the Trent Valley Line would be updated with digital signalling and 140 mph running. This will benefit current services on the line. For instance Euston and Liverpool/Manchester services could be under two hours.
- The current services would be replaced by High Speed Two services run by High Speed Two Classic-Compatible trains.
- The direct High Speed Two route between Lichfield and Crewe would now be built.
- When this section of High Speed Two is complete, High Speed Two services would use it between Lichfield and Crewe.
- As the direct route would be built later, this would delay the building of the Birmingham and Crewe high-speed route.
Currently, trains run the 41.8 miles between Lichfield and Crewe in 28 minutes, which is an average speed of 89.6 mph.
I can build a table of average speeds and times for Lichfield and Crewe.
- 100 mph – 25.1 minutes – 2.9 minutes saving
- 110 mph – 22.8 minutes – 5.2 minutes saving
- 120 mph – 20.9 minutes – 7.1 minutes saving
- 125 mph – 20.1 minutes – 7.9 minutes saving
- 130 mph – 19.3 minutes – 8.7 minutes saving
- 140 mph – 17.9 minutes – 10.1 minutes saving
- 160 mph – 15.7 minutes – 12.3 minutes saving
- 180 mph – 13.9 minutes – 14.1 minutes saving
- 200 mph – 12.5 minutes – 15.5 minutes saving
Note.
- Even a slight increase in average speed creates several minutes saving.
- Times apply for both routes.
I believe that a 125 mph average should be possible on the Trent Valley route, which may be enough for Euston and Liverpool/Manchester services to be under two hours.
Improving Classic Lines Used By High Speed Two North Of Lichfield
Real Time Trains shows these figures for a Glasgow Central to Euston service.
- Glasgow and Lichfield Trent Valley is 298.2 miles.
- Glasgow and Lichfield Trent Valley takes five hours.
This is an average speed of 59.6 mph.
Note.
- The average speed is low considering the trains are capable of cruising at 125 mph and 140 mph with digital signalling.
- High Speed Two services between Euston and Glasgow will use the classic network, to the North of Lichfield.
I can build a table of average speeds and times for Glasgow and Lichfield.
- 100 mph – 179 minutes – 121 minutes saving
- 110 mph – 163 minutes – 157 minutes saving
- 120 mph – 149 minutes – 151 minutes saving
- 125 mph – 143 minutes – 157 minutes saving
- 130 mph – 138 minutes – 162 minutes saving
- 140 mph – 128 minutes – 172 minutes saving
This table illustrates why it is important to improve all or as many as possible of classic lines used by High Speed Two to enable 140 mph running, with full digital signalling. Obviously, if 140 mph is not feasible, the speed should be increased to the highest possible.
Routes that could be updated include.
- London Euston and Glasgow Central
- London Euston and Liverpool Lime Street
- London Euston and Manchester Piccadilly (all routes)
- London Euston and Blackpool
- London Euston and Holyhead
- London Euston and Shrewsbury
Not all these routes will be served by High Speed Two, but they could be served by 140 mph trains.
What Times Would Be Possible?
The InterCity 225 was British Rail’s ultimate electric train and these two paragraphs from its Wikipedia entry, describe its performance.
The InterCity 225 was designed to achieve a peak service speed of 140 mph (225 km/h); during a test run in 1989 on Stoke Bank between Peterborough and Grantham, an InterCity 225 was recorded at a speed of 162 mph (260.7 km/h). Its high speed capabilities were again demonstrated via a 3hr 29mins non-stop run between London and Edinburgh on 26 September 1991. British regulations have since required in-cab signalling on any train running at speeds above 125 mph (201 km/h) preventing such speeds from being legally attained in regular service. Thus, except on High Speed 1, which is equipped with cab signalling, British signalling does not allow any train, including the InterCity 225, to exceed 125 mph (201 km/h) in regular service, due to the impracticality of correctly observing lineside signals at high speed.
The InterCity 225 has also operated on the West Coast Main Line (WCML). In April 1992, one trainset achieved a new speed record of two hours, eight minutes between Manchester and London Euston, shaving 11 minutes off the 1966 record. During 1993, trials were operated to Liverpool and Manchester in connection with the InterCity 250 project.
- The fastest London Euston and Manchester Piccadilly services appear to be two hours and six minutes tomorrow, with stops at Nuneaton and Stoke-on-Trent.
- The fastest London King’s Cross and Edinburgh service is four hours seventeen minutes tomorrow.
It does appear that British Rail’s 1980s-vintage InterCity 225 train did very well.
Trains that would be able to run at 140 mph with updated signalling include.
- Alstom Class 390
- Hitachi Class 800, 801, 802, 803, 805, 807 and 810
- British Rail InterCity 225
- High Speed Two Classic-Compatible.
All are electric trains.
Could High Speed Two, West Coast Main Line and East Coast Main Line Services Be Run By High Speed Two Classic-Compatible Trains?
I don’t see why not!
- They would be able to use short stretches of High Speed Line like Lichfield and Crewe.
- LNER and CrossCountry could also use the trains.
- High Speed Two is providing the framework and it’s there to be used, provided the paths are available.
This graphic shows the preliminary schedule.
It only shows ten trains going through Crewe, so there could be up to eight spare high speed paths between Birmingham and Crewe.
Could High Speed Two Classic-Compatible Trains Be Used To Advantage On The East Coast Main Line?
I published this extract from the Wikipedia entry for the InterCity 225 earlier.
The InterCity 225 was designed to achieve a peak service speed of 140 mph (225 km/h); during a test run in 1989 on Stoke Bank between Peterborough and Grantham, an InterCity 225 was recorded at a speed of 162 mph (260.7 km/h). Its high speed capabilities were again demonstrated via a 3hr 29mins non-stop run between London and Edinburgh on 26 September 1991.
The London and Edinburgh run was at an average speed of around 112 mph.
I wonder what time, one of LNER’s Class 801 trains, that are all-electric could do, once the new digital signalling has been fully installed on the route? I suspect it would be close to three hours, but it would depend on how long the trains could run at 140 mph.
It should be noted that the Selby Diversion was designed for 160 mph, when it was built by British Rail in the 1980s.
In Are Short Lengths Of High Speed Line A Good Idea?, I look at the mathematics of putting in short lengths of new railway, which have higher speeds, where this was part of my conclusion.
I very much feel there is scope to create some new high speed sections on the current UK network, with only building very little outside of the current land used by the network.
I would love to know what some of Network Rail’s track experts feel is the fastest time possible between London and Edinburgh that can be achieved, by selective upgrading of the route.
If some of the trains were High Speed Two Classic-Compatible Trains, with a top speed of 205 mph, provided the track allowed it, there could be some interesting mathematics balancing the costs of track upgrades, new trains with what passengers and operators need in terms of journey times.
Could High Speed Two Classic-Compatible Trains Be Used To Advantage On The West Coast Main Line?
Much of what I said about the East Coast Main Line would apply to the West Coast Main Line.
But in addition, the West Coast Main Line will be a superb place to test the new High Speed Two Classic-Compatible Trains.
I believe, that before High Speed Two opens, we’ll see High Speed Two Classic-Compatible Trains, carrying passengers between Euston and Avanti West Coast’s destinations.
Could High Speed Two Be Split Into Two?
Consider.
- Under earlier plans, the East Coast Main Line to the North of York, will be used by High Speed Two.
- With digital signalling the East Coast Main Line will support continuous running at 140 mph for long sections of the route.
- The East Coast Main Line has a recently-rebuilt large Southern terminal at King’s Cross with eleven platforms and good suburban services and excellent connections to the London Underground.
- The East Coast Main Line has a very large Northern terminal at Edinburgh Waverley with twenty platforms and good local train connections.
- There are large intermediate stations on the East Coast Main Line at Doncaster, Leeds, Newcastle, Peterborough and York. All these stations have good local train connections.
- The East Coast Main Line has important branches to Cambridge, Harrogate, Huddersfield, Hull King’s Lynn, Lincoln, Middlesbrough, Nottingham, Scarborough, Sheffield, Skegness and Sunderland.
We are talking about an asset, that needs improving rather than sidelining.
Could High Speed Two Be A One-Nation Project?
Over three years ago, I wrote Could High Speed Two Be A One-Nation Project? and tried to answer the question in the title.
But now the core network is better defined, perhaps it is time to look at extending the High Speed network again.
The next few sections look at possible extensions.
Serving Chester And North Wales
I looked at this in Could High Speed Two Trains Serve Chester And North Wales?, which I have updated recently.
This was my conclusion.
It looks to me, that when High Speed Two, think about adding extra destinations, Chester and Holyhead could be on the list.
I also suspect that even without electrification and High Speed Two services, but with the new Class 805 trains, the route could be a valuable one for Avanti West Coast.
These are current and promised times for the two legs to Holyhead.
- Euston and Crewe – 90 minutes – Fastest Class 390 train
- Euston and Crewe – 55 minutes – High Speed Two Classic-Compatible train from Wikipedia
- Crewe and Holyhead – 131 minutes – Fastest Class 221 train
- Crewe and Holyhead – 70 minutes – 90 mph average speed
- Crewe and Holyhead – 63 minutes – 100 mph average speed
- Crewe and Holyhead – 57 minutes – 110 mph average speed
- Crewe and Holyhead – 53 minutes – 120 mph average speed
- Crewe and Holyhead – 45 minutes – 140 mph average speed
Note.
- I have assumed that Crewe and Holyhead is 105.5 miles.
- The operating speed of the North Wales Coast Line is 90 mph.
- In the following estimates, I have assumed a change of train at Crewe, takes 6 minutes.
I think there are several options to run fast services to Chester and North Wales.
Pre-HS2 – Class 805 all the way
I believe this train will match the following.
- The fastest Class 390 train between Euston and Crewe.
- The fastest Class 221 train between Crewe and Holyhead.
This would give a time of 3 hours 41 minutes.
Pre-HS2 – Class 805 all the way, but with perhaps less stops and some track improvement
I believe this train will match the following.
- The fastest Class 390 train between Euston and Crewe.
- 110 mph train Crewe and Holyhead.
This would give a time of 2 hours 27 minutes.
Pre-HS2 – Class 805 all the way, but with perhaps less stops and Crewe and Holyhead uprated largely to 125 mph
I believe this train will match the following.
- The fastest Class 390 train between Euston and Crewe.
- 120 mph train Crewe and Holyhead.
This would give a time of 2 hours 23 minutes.
Pre-HS2 – Class 805 all the way, but with perhaps less stops and Crewe and Holyhead Crewe and Holyhead electrified and uprated to 140 mph
I believe this train will match the following.
- The fastest Class 390 train between Euston and Crewe.
- 140 mph train Crewe and Holyhead.
This would give a time of 2 hours 15 minutes.
After-HS2 – High Speed Two Classic-Compatible train to Crewe, the Class 805 train to Holyhead
I believe this train will match the following.
- The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
- The fastest Class 221 train between Crewe and Holyhead.
This would give a time of 3 hours 12 minutes.
After-HS2 – High Speed Two Classic-Compatible train to Crewe, the Class 805 train to Holyhead, but with perhaps less stops and some track improvement
I believe this train will match the following.
- The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
- 110 mph train Crewe and Holyhead.
This would give a time of 1 hours 58 minutes.
After-HS2 – High Speed Two Classic-Compatible train to Crewe, the Class 805 train to Holyhead, but with perhaps less stops and Crewe and Holyhead uprated largely to 125 mph
I believe this train will match the following.
- The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
- 120 mph train Crewe and Holyhead.
This would give a time of 1 hours 54 minutes.
After-HS2 – High Speed Two Classic-Compatible train to Crewe, Class 805 train to Holyhead, but with perhaps less stops and Crewe and Holyhead electrified and uprated to 140 mph
I believe this train will match the following.
- The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
- 140 mph train Crewe and Holyhead.
This would give a time of 1 hours 46 minutes.
After-HS2 – High Speed Two Classic-Compatible train all the way, but with perhaps less stops and Crewe and Holyhead electrified and uprated to 140 mph
I believe this train will match the following.
- The fastest High Speed Two Classic-Compatible train between Euston and Crewe.
- 140 mph train Crewe and Holyhead.
This would give a time of 1 hours 40 minutes.
From these estimates, I have come to these conclusions.
- A sub-two and a half-hour service can be attained with the new Class 805 trains and some improvements to the tracks along the North Wales Coast Line.
- A sub-two hour service can be attained with a High Speed Two Classic-Compatible train to Crewe and a Class 805 train to Hplyhead along a 140 mph electrified North Wales Coast Line.
- If the North Wales Coast Line is electrified, the journey from London Euston, Birmingham Interchange, Crewe, Chester, Liverpool and Manchester would be zero-carbon.
We should be looking to building a zero-carbon fast passenger ferry for sailing between Holyhead and Dublin.
- The current fastest ferries appear to take three hours and 15 minutes, which means that a six-hour low-carbon journey between London Euston and Dublin, should be possible with the new Class 805 trains, prior to the opening of High Speed Two.
- A five-hour journey after the opening of High Speed Two to Crewe and electrification of the North Wales Coast Line should be possible.
If the advanced zero-carbon ferry could knock an hour off the journey, four hours between London and Dublin along a spectacular coastal railway with a fast sea voyage, would be a route that would attract passengers.
- High Speed Two would need to be opened to Crewe.
- The North Wales Coast Line would need to be upgraded to a 140 mph digitally-signalled line.
- The North Wales Coast Line would need to be electrified.
- Full electrification may not be needed, as discontinuous electrification will have advanced to provide zero-carbon running, in a more affordable and less disruptive manner.
- Trains could either be High Speed Two Classic-Compatible trains all the way from London or there could be a change at Crewe to Class 805 trains.
- The ferry would use the best zero-carbon and operational technology.
The improvement and electrification of the North Wales Coast Line could be planned to take place in a relaxed manner, so that journey times continuously got quicker.
I would start the improvement of the North Wales Coast Line, as soon as possible, as all these improvement will be used to advantage by the new Class 805 trains.
Serving West And South West England And South Wales
Suppose you want to go between Glasgow and Cardiff by train, after High Speed Two has opened.
- You will take one of the half-hourly High Speed Two Classic-Compatible trains between Glasgow Central and London.
- Three and a half-hours later, you will get off the train in one of the below ground platforms at Old Oak Common station.
- A short ride in an escalator or lift and you will be in the Great Western Railway station at ground level.
- From here, fifty minutes later, you will be in Cardiff.
The journey will have taken four hours and twenty minutes.
This may seem a long time but currently Glasgow and Cardiff by train takes over seven hours by train.
- Glasgow and Bristol Temple Meads takes eight hours, but using High Speed Two and GWR will take 5 hours.
- Glasgow and Cheltenham Spa takes six hours, but using High Speed Two and GWR will take 5 hours and 30 minutes.
- Glasgow and Penzance takes twelve hours, but using High Speed Two and GWR will take 8 hours and 33 minutes.
- Glasgow and Swansea takes nearly nine hours, but using High Speed Two and GWR will take 6 hours and 9 minutes.
The High Speed Two route only has one simple change, whereas some routes now have up to four changes.
Conclusion
Proposed High-Speed Two Services Are Not Complete
This diagram shows High Speed Two services.
Note.
- Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
- Full-Size trains are shown in blue.
- Classic-Compatible trains are shown in yellow.
- The dotted circles are where trains split and join.
- In the red boxes routes alternate every hour.
Click on the diagram to enlarge it.
Are The Services Incomplete Or Has Someone Left Something Out?
Look at trains 4, 5 and 6.
- Train 4 is a pair of Classic-Compatible trains, which split at Crewe, with one going to Liverpool Lime Street and the other to Lancaster.
- Train 5 is a single Classic-Compatible train, that goes to Liverpool Lime Street.
- Train 6 is a single Classic-Compatible train, that goes to Macclesfield.
As an example, Train 5 could be a pair of Classic-Compatible trains, which split at Crewe, with one going to Liverpool Lime Street and the other to Chester, Llandudno, Bangor and Holyhead. I actually believe that this would be a way of creating a low-carbon route to Dublin, with a zero-carbon high-speed ferry from Holyhead.
What to do with Train 6 is more difficult.
- Stafford and Stoke need to be served by High Speed Two.
- Stafford, Stoke and Macclesfield are not stations with long platforms, so may not be suitable places to split a pair of Classic-Compatible trains.
- Places North of Macclesfield to terminate trains are not numerous and probably only Manchester and Huddersfield may be suitable.
The alternative might be to split a pair of Classic-Compatible trains forming Train 6 at Birmingham Interchange, one going to Stafford, Stoke and Macclesfield and the other going to Blackburn, Blackpool, Crewe, Lancaster, Liverpool or Preston
West Coast Main Line Electro-Diesels On Test
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
The first two of 13 Hitachi Class 805 electro-diesel trainsets ordered for Avanti West Coast services are undergoing testing on the West Coast Main Line ahead of entry into service later this year.
These Class 805 trains will go to places like Chester, Bangor and Holyhead via Crewe.
It is interesting to look at various Crewe to London Euston services this morning.
- 0740 – Class 390 train – From Liverpool – One Stop – 1 hour 40 minutes
- 0755 – Class 221 train – From Holyhead – One Stop – 1 hour 40 minutes
- 0832 – Class 390 train – From Manchester – One Stop – 1 hour 37 minutes
- 0844 – Class 390 train – From Glasgow – 1 hour 28 minutes
Note.
- The first field is the four-figure time that the train left Crewe.
- The last field is the journey time between Crewe to London Euston.
- The Class 390 and 805 trains will use electricity to run between Crewe and London Euston, whereas the Class 221 train will use diesel.
- Crewe and London Euston is 158 miles.
- The Glasgow train covers the 158 miles at an average speed of 107.7 mph.
I have some thoughts.
What Will Be The Time For A Class 805 Train Between Crewe And London Euston?
Consider.
- From Crewe, the Class 805 train will be using the electrification to London Euston.
- The Class 390 train can tilt, whereas the Class 805 train can’t!
- The Class 805 train is at least three tonnes lighter per car, than the Class 390 train.
- The lighter weight and possibly more power of the Class 805 trains, will give better acceleration.
- There is twenty-one years of difference in the build dates of the two trains. In that time, I also suspect that Network Rail have improved the track between Crewe and London Euston.
- Norton Bridge junction has been improved to avoid conflicts.
- It would be very convenient for Avanti West Coast and Network Rail, if the performance under electrification of the two trains were similar.
For these reasons, I believe that the performance of a non-stop Crewe And London Euston service using a Class 805 train will be such that it can match that of a Class 390 train.
I would also expect that with a similar stopping pattern between Crewe And London Euston, there would be little to choose between the two trains.
I can see with its better acceleration and lighter weight that the time between Crewe and London Euston will be perhaps a dozen minutes faster than the current time.
Using the electrification will also save a lot of diesel fuel with all its emissions.
Along The North Wales Coast Line
Consider.
- Crewe and Holyhead is 105.5 miles and takes two hours and two minutes in a typical service.
- These figures give an average speed of 52 mph.
- There are six stops, which are scheduled to take a total of ten minutes.
- About half the North Wales Coast Line has a maximum operating speed of 90 mph, but through Chester, Llandudno Junction and West of Bangor, the operating speed is 75 mph or less.
I am fairly sure, that with both the current Class 221 trains and the new Class 805 trains, it will be the track, rather than the train that determines the average speed.
It would therefore appear that if the average speed can be raised by track improvements these time savings could be achieved.
- 60 mph – 105.5 mins – 16.5 mins
- 70 mph – 90 mins – 32.5 mins
- 80 mph – 79 mins – 43 mins
- 90 mph – 70 mins – 52 mins
- 100 mph – 63 mins – 59 mins
- 110 mph – 58 mins – 64 mins
- 120 mph – 53 mins – 69 mins
- 130 mph – 49 mins – 73 mins
- 140 mph – 45 mins – 77 mins
Note.
- The first column is the average speed.
- The second column is the time between Holyhead and Crewe.
- The third column is the saving.
- I suspect that 90 or 100 mph would be the highest possible practical average speed.
- Trains average 100 mph on several long sections of the Great Eastern Main Line.
- I put in the higher speeds to show what is possible, if the North Wales Coast Line were to be converted into a 140 mph electrified line with digital signalling.
Even at these relatively slow speeds compared to High Speed Two, there are considerable time savings to be made, just by improving the tracks.
Incidentally, High Speed Two is quoted in Wikipedia as aiming for a Crewe and London Euston time of 56 minutes, so by averaging 100 mph between Crewe and Holyhead, London Euston and Holyhead could be under two hours.
Batteries And Class 805 Trains
I wouldn’t be surprised that soon after the Class 805 trains are delivered, they could be converted to a version of Hitachi’s Intercity Tri-Mode Battery Train, the specification of which is shown in this Hitachi infographic.
Note.
- I suspect that the batteries will be used to handle regenerative braking on lines without electrification, which will save diesel fuel and carbon emissions.
- The trains accelerate faster, than those they replace.
- The claimed fuel and carbon saving is twenty percent.
- It is intended that these trains will be introduced in 2023.
But Hitachi have not given any predictions of the range of these trains on battery power alone.
However, they do claim a battery range of 56 miles for the Hitachi Regional Battery Train, which is based on similar technology.
These trains could help in speeding the stops between Crewe and Holyhead.
- Batteries would be charged at Holyhead and on the electrification to the South of Crewe.
- At each stop, trains would use a proportion of the power in the battery to accelerate faster and save fuel and cut emissions.
- Battery power would be used in stations for train hotel power.
- Westbound trains would arrive in Holyhead and Southbound trains would arrive in Crewe, with not much power in the battery.
I suspect that, whether diesel or battery power is used, will be controlled by a sophisticated computerised control system.
Electrification Along The North Wales Coast Line
I think this will eventually happen to allow High Speed Two Classic-Compatible trains to run to Chester and along the North Wales Coast Line to Llandudno, Bangor and Holyhead.
But there is no benefit to be gained in electrifying until higher speeds are possible, after track improvements.
I believe these times will be possible with track improvements and the opening of High Speed Two.
- Holyhead and Crewe – Class 805 train and 80 mph average – 79 mins
- Holyhead and Crewe – Class 805 train and 90 mph average – 70 mins
- Holyhead and Crewe – High Speed Two Classic-Compatible train, electrification and 100 mph average – 63 mins
- Crewe and London Euston – Class 805 train – 80 mins
- Crewe and London Euston – High Speed Two Classic-Compatible train – 56 mins
Note, electrification will be needed, to run High Speed Two Classic-Compatible trains along the North Wales Coast Line.
I am confident that these times will be possible.
- Holyhead and London Euston – Class 805 train and 90 mph average along the coast – 2 hours 30 mins
- Holyhead and London Euston – High Speed Two Classic-Compatible train and 100 mph average along the coast – 2 hours
The current time between Holyhead and London Euston is over three hours 45 minutes.
Conclusion
These trains will certainly speed up trains to North Wales.
A Thought On Broughton Station
This Google Map shows Hawarden Airport to the West of Chester.
Note.
- Airbus make wings for their aircraft at their Broughton factory on this airport.
- The wings are flown to Europe for final assembly.
- The North Wales Coast Line passes the Northern end of the runway.
When I bought my return ticket between Chester and Holyhead, which was good value at £25.25 with my Senior Railcard, I got chatting with the clerk about Airbus and their Broughton factory.
He felt it needed a station and afterwards I checked and found that the Welsh Government had been trying to build one for some time.
Thinking back, I wonder if he keeps getting asked about getting to the Airbus factory and wishes that the government and Airbus would make his job easier by building a Broughton station.
A station at Broughton might also cut the factory’s carbon footprint, by allowing more staff to go to work by train.
A Merseyrail Extension To Shotton
Shotton is already served by the Borderlands Line which connects Wrexham and Bidston.
This line is shown on the West side of this map, which shows how the Merseyrail network might look in the future.
Note.
- Chester could have services that terminate in the East at Crewe and Runcorn East stations.
- Chester already has electric services from Liverpool, which will receive new Class 777 trains in the next few months.
- The new trains can be fitted with a battery electric capability.
I just wonder, if a Cross-Chester Metro could be built.
- Eastern termini would be Runcorn East or possibly Warrington Bank Quay and Crewe.
- Shotton is only 7.9 miles from Chester.
- Shotton low-level station used to have four tracks.
- I suspect that Shotton or even Flint could be the Western terminus.
- Extra stations could be added as required.
Note.
It would probably be best, if the trains were battery-electric that could use 25 KVAC overhead electrification, as this would allow them to charge at the Eastern termini.
I also feel that Crewe and Chester should be electrified, so that Chester could be reached by the new Class 805 trains running under electric power.
This would also allow Chester to become a High Speed Two destination, that was served by High Speed Two Classic-Compatible trains.
I believe that a Cross-Chester Metro is a possibility.
Artemis Technologies Unveils World’s Most Advanced 100% Electric Passenger Ferry
The title of this post, is the same as that of this press release from Artemis Technologies.
These bullet points list the features of the EF-24 passenger ferry.
- With a top speed of 38 knots and a foiling range of 115 nautical miles at 25 knots, these vessels will transform the global passenger ferry market as it races to decarbonise
- Produces minimal wake, enabling high-speed operations in busy waterways
- Riding above the waves results in a comfortable ride, reducing effects of seasickness
- Efficiency of foils and electric drive system delivers significant OPEX savings including lower maintenance costs and up to 85% fuel savings
- Electric propulsion generates zero emissions in operation, removing air, water and noise pollution
- These 24 metre vessels designed and built by Artemis Technologies represent ground-breaking green innovations for commercial ferries, radically different from traditional ferries in operation
- First EF-24 Passenger ferry will be operated by Condor Ferries in 2024
- 100% electric, the vessels and systems developed by Artemis Technologies are designed to make the lowest possible impact on the environment
It certainly looks the part, but then it was designed using technology from racing yachts.
I have a few thoughts.
The Bangor And Belfast Trial Route
The press release says this about a trial route.
Artemis Technologies has partnered with Condor Ferries to operate a pilot scheme using the first EF-24 Passenger ferry. This will come into service in 2024, running between Belfast and Bangor in Northern Ireland.
This Google Map shows the location of the two cities.
Note.
- Belfast is in the South-East corner of the map.
- The Titanic Quarter and George Best Airport are marked.
- I walked between the Airport and the Titanic Quarter, when I visited five years ago.
- Bangor is in the North-East corner of the map.
I have actually travelled between Belfast and Bangor on a train, which I wrote about in A Train Trip From Belfast To Bangor.
As the Thames Clipper in London competes well for commuters and other passengers in London, I would think that they will attract passengers.
I regularly go one way to Battersea Power Station on the Northern Line and come back on the Clipper to London Bridge, as it puts a bit of fresh air in my lungs.
Will the good burgers of Belfast do the same?
As the service will start at the Titanic Quarter, it could be a tourist attraction.
Other Routes
If you look at the Wikipedia entry for hydrofoil, there are a lot of route possibilities.
I have a few suggestions.
Thames Clippers
The Thames Clipper fleet is all diesel and typical boats have a 28 knot cruising speed and carry between 150-172 passengers.
So it would appear that EF-24 Ferries would have a similar performance.
Thames Clippers have promoted the possibility of a service from London to Gravesend, which is under thirty miles by road.
An EF-24 Ferry might be ideal for the longer route.
High-Speed Routes Between Great Britain And Ireland
In High-Speed Low-Carbon Transport Between Great Britain And Ireland, I laid out ideas to travel between the two islands.
I showed that by using high speed trains to Holyhead and then a high speed ferry, times of under five hours could be achieved to both Belfast and Dublin.
If a High Speed Two Classic-Compatible Train were to be used timings from Euston to Holyhead could be.
- Euston and Crewe – 56 minutes – High Speed 2 prediction
- Crewe and Holyhead – 1 hour 58 minutes – Current time.
The second leg would be faster, if the route were to be electrified.
Mersey Ferries
Like Merseyrail’s elderly Class 508 trains, the Mersey Ferries are long in the tooth and need replacing.
In my view, Artemis Technologies could build some very suitable electric ferries.
New routes might also be developed to appeal to tourists.
I am sure there are many more routes in the UK and around Europe and the wider world.
Call For Rail Sector To Mobilise To Get Ukrainian Agricultural Exports Moving
The title of this post, is the same as that of this article on Railway Gazette.
These are the first two paragraphs.
Rail has a central role in the European Commission’s plan to establish ‘Solidarity Lanes’ for the transport of Ukrainian agricultural exports which would normally use the Black Sea ports that are being blockaded by Russia.
Announcing its plan, the commission said the Russian blockade is threatening global food security, creating an urgent need for alternative transport routes. Ukraine is the largest exporter of sunflower oil (50% of world exports), the third largest of rapeseed (20%) and barley (18%), the fourth of maize (16%) and the fifth of wheat (12%).
It certainly is a big problem and not just for Ukraine, but for any country that habitually buys these agricultural products from Ukraine.
But it will probably require a lot of investment to solve.
These are points from the article.
- Trains handling 1,400 tonnes are possible.
- The average waiting time for wagons at the Ukrainian border is sixteen days.
- The capacity of existing freight corridors must be expanded and new ones must be created.
After reading the whole article, it does seem that an EU plan is being created.
I have my thoughts.
Gauge Change
Consider.
- There will be a gauge change between standard and Russian gauge.
- Spanish company; Talgo has developed the technology, so that trains can run on both gauges and even change between gauges at a slow speed.
- The technology is used on the Strizh train, which runs passenger services between Berlin and Moscow via Warsaw.
I feel it is likely, that Talgo could develop freight wagons to move the agricultural products between Ukraine and ports in Poland or Germany.
Talgo’s Plans
In A Spaniard In The Works!, I outlined Talgo’s plans, which included building a factory at Longannet in Scotland.
But their plans must have been disrupted, as the company did not secure the High Speed Two Classic-Compatible rolling stock contract.
On the other hand Longannet could be an ideal place to build trains for Eastern Europe. They could go on a ferry to Gdansk, Helsinki or other ports.
Northern Eden Project Worth £125 million Gets Green Light
The title of this post, is the same as that of this article on The Times.
These are the first two paragraphs.
Plans to transform the seafront of a deprived town into a £125 million northern outpost of the Eden Project have been given the green light.
Councillors in Lancashire approved plans for the site on Morecambe seafront which it is hoped will attract around a million visitors and create 400 jobs.
I think the Eden Project Morecambe could be a real Northern success.
Here’s my reasoning.
Location, Location, Location
These are the three most important factors with any house, building or property.
Morecambe has a superb location for visitors coming by car or train, as is close to both the M6 Motoway and the West Coast Main Line.
I wrote about getting to the Eden Project in Getting To The Proposed Morecambe Eden Project By Train.
I suspect visitors coming by road, would drive to a suitable Park-and-Ride and then take a train.
Lancaster Will Be A High Speed Two Station
Lancaster will be served by the following High Speed Two services.
- London Euston – Two hours and three minutes – One tph
- London Old Oak Common – One hour and fifty-six minutes – One tph
- Birmingham Curzon Street – One hour and six minutes – One tph
- Crewe – Fifty-nine minutes – One tph
- Warrington Bank Quay – Forty-two minutes – One tph
- Wigan North Western – Thirty-one minutes – Two tph
- Preston – Seventeen minutes – Two tph
- Oxenholme – Twelve minutes – One tp2h
- Penrith – Thirty-five minutes – One tp2h
- Carlisle – Fifty-two minutes – One tph
- Lockerbie – One hour and eleven minutes – One tph
- Edinburgh – Two hours and twelve minutes – One tp2h
- Motherwell – One hour and fifty-six minutes – One tp2h
- Glasgow – Two hours and twelve minutes – One tp2h
Note.
- tph is trains per hour.
- tp2h is trains per two hours.
- A shuttle train between Lancaster and the Eden Project Morecambe will probably add ten minutes.
High Speed Two will make the Eden Project Morecambe one of the best connected entertainment venues in the UK.
Avanti West Coast And TransPennine Express North Of Warrington Bank Quay After High Speed Two Opens
When High Speed Two opens, it is likely that North of Warrington Bank Quay station, the operating speed of this section of the West Coast Main Line will be faster than the current 125 mph, as the track will have been straightened and digital signalling will have been installed.
It will probably be at least 140 mph.
These trains will be running express passenger services on the route and will be able to match the speed and timings of High Speed Two’s Classic-Compatible trains to the North of Warrington Bank Quay station.
- Avanti West Coast’s Class 390 trains
- TransPennine Express’s Class 397 trains
- TransPennine Express’s Class 802 trains
There is likely to be savings of a few minutes on these services.
- Avanti West Coast – London Euston and Glasgow Central
- TransPennine Express – Manchester Airport, Manchester Piccadilly and Glasgow Central
- TransPennine Express – Liverpool Lime Street and Glasgow Central
Connections from the North-West of England and Southern Scotland will be fast and frequent.
Eden Project Morecambe Will Be A Day Trip For Greater North West England
An area defined by Carlisle, Blackburn, Manchester, Crewe, Chester, Liverpool and Blackpool will be close enough to have a day trip to the venue.
Eden Project Morecambe Is Unlikely To Be A Poor Attraction
The Eden Project Morecambe must be worth attending, but with twenty years experience of running a similar attraction in Cornwall, it is unlikely to be a failure.
Eden Project Morecambe Will Be Easier To Travel To Than The Original Eden Project For Many
I have never even been past the Eden Project in Cornwall, as it is not the easiest place to get to without a car.
I intend to go, but it will probably need two nights in a hotel to do it justice.
But Eden Project Morecambe could well be much shorter trip from London.
Currently, Avanti West Coast’s fastest time between London Euston and Lancaster are two hours and forty minutes, which would mean an under three hours trip both ways to and from Eden Project Morecambe. The Cornish site is probably nearly five hours by public transport.
Conclusion
All these factors should contribute to the success of the attraction.
The Anonymous Widower 