Dwell Time On High Speed Two Trains
This document on the Government web site is the Train Technical Specification for High Speed Two trains.
There is a Section 7.15.6, which is entitled Dwell Time
This is said.
The Unit shall deliver 95% confidence of achieving a Dwell Time of 2 minutes at intermediate stations, calculated in accordance with the Static Dwell Time Model in Appendix I using the 1SL.
The rationale is also given.
Achievement of a two-minute Dwell Time is key to achievement of HS2 railway capacity and journey times.
The Static Dwell Time Model evaluates the key architectural elements of the interior layout that impact the Passenger exchange part of Dwell Time.
Dwell time is mentioned many times in the Technical Specification.
There is a Section 9.7.3.4, which is entitled Train Captain Changeover Time
This is said.
The Unit shall facilitate a changeover of Train Captains within a two-minute Dwell Time.
In this time period there shall be time for the exiting Train Captain to:
-
- Release and opening doors.
- Log out of the Cab
- Exit the Cab and Unit.
In this time period there shall be time for the entering Train Captain to:
-
- Enter the Unit and Cab
- Log in to the Cab
- Adjust Cab setting to the Train Captain’s personal preferences
- Fulfil the Train Captain’s role in closing doors, which does not include checking the PTI.
Note how all these actions must be performed in a two-minute dwell time.
The Technical Specification is certainly very detailed.
ATO Stop and Safe Location On High Speed Two Classic-Compatible Trains
This document on the Government web site is the Train Technical Specification for High Speed Two trains.
There is a Section 8.6.2, which is entitled ATO Stop and Safe Location
This is said.
ATO Stop is an additional function compared to the ATO over ETCS SRS. The purpose of
this function is to enable the Train Captain to command the Train to stop at the next Safe
Location. A Safe Location is a pre-defined location on the HS2 Network where Trains can
wait safely, and evacuation can be carried out if necessary. If it is not necessary to make an
emergency brake application, this enables more control of where Trains make un-planned
stops.
Perhaps all vehicles on motorways need to be fitted with a similar system.
The Cross-Section Of A High Speed Two Classic-Compatible Train
This document on the Government web site is the Train Technical Specification for High Speed Two trains.
There is a Section 7.14.3, which is entitled Maximum Cross Section
This is said.
The Unit shall have a maximum cross-section of 11m².
The rationale is also given.
HS2 interface – This maximum cross-section has been used in the design of the tunnels.
HS2’s gauging analysis has shown that a Vehicle compatible with the CRN infrastructure will probably
have a cross-section closer to 10m²
A Class 800 train is 2.70 metres wide, so if a High Speed Two Classic-Compatible train is the same width, the height based on the 10m² figure will be around 3.7 metres or about the same as an Electrostar.
The next section 7.14.4 gives an interesting piece of information.
Tunnels on the HS2 Network include porous tunnel portals in the infrastructure design to mitigate the adverse effects of micro-pressure waves. Therefore it will not be necessary to include micro-pressure wave mitigation features in the Unit design.
Interesting that they are tackling what is best described as tunnel-plop in the design of the tunnels, rather than catering for it on the train. I wrote about this in HS2 Way Out In Front In Tunnel Design For High-Speed Rail.
High Speed Two Trains Will Have A Moveable Step At Every Passenger Door
This document on the Government web site is the Train Technical Specification for High Speed Two trains.
There is a Section 7.15.2, which is entitled Moveable Step, which is labelled Mandatory.
This is said.
The Unit shall have a Moveable Step at every Exterior Door, which shall be automatically
deployed (unless inhibited) when the door is released, and fully retracted whenever the
Unit is in motion.
The rationale is also given.
A Moveable Step is considered necessary to provide an improvement in the PTI compared
with existing rolling stock and to meet HS2 goals for accessibility.
About time too!
If Stadler can do it, so can everybody else.
The picture shows a Class 755 train.
I think this step-free feature applies to all High Speed Two trains.
What Does High Speed Two Mean By Classic Compatible Trains?
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 Classic-Compatible trains will share these characteristics with 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.
But what characteristics will the Classic-Compatible trains share with other trains on the UK network?
The Classic-Compatible trains will share some tracks with other trains, according to High Speed Two’s latest plans.
- On the East Coast Main Line, the trains will run between York and Newcastle.
- On the Liverpool Branch between Weaver junction and Liverpool Lime Street station.
- On the Midland Main Line between Clay Cross North junction and Sheffield.
- On the Midland main Line between East Midlands Hub and Bedford.
- On the West Coast Main Line, the trains will run between Crewe and Glasgow.
- On the West Coast Main Line, the trains will run between Stafford and Macclesfield.
As High Speed Two develops, the Classic-Compatible trains could venture off the main routes to places like Aberdeen, Barrow-in-Furness, Blackburn, Blackpool, Cleethorpes, Holyhead, Huddersfield, Inverness, Middlesbrough, Redcar, Scarborough, Stirling and Sunderland.
They will need to be able to go anywhere, which is worthwhile to connect to High Speed Two.
The main restriction is the size of the train and so a Classic-Compatible train probably can’t be larger than the largest train on the UK network, with respect to width, height and to a certain extend length.
Widths of typical trains are as follows.
- Class 319 train – 2.82 metres
- Class 321 train – 2.82 metres
- Class 387 train – 2.80 metres
- Class 700 train – 2.80 metres
- Class 710 train – 2.77 metres
- Class 745 train – 2.72 metres
- Class 800 train – 2.70 metres
- Mark 4 coach – 2.73 metres
Heights of typical trains are as follows.
- Class 319 train – 3.58 metres
- Class 321 train – 3.78 metres
- Class 387 train – 3.77 metres
- Class 710 train – 3.76 metres
- Class 745 train – 3.95 metres
- Mark 4 coach – 3.79 metres
Note.
- I find it odd, that the smallest width is one of the newest trains; Hitachi’s Class 800.
- Length is fairly irrelevant as many trains in the UK are almost 240 metres long.
I suspect that Classic-Compatible trains will have width of between 2.70 and 2.80 metres and a height of around 3.80 metres.
Could A High Speed Two Classic-Compatible Train Go Through The Thameslink Tunnel?
I ask this question, as surely in a post-pandemic world, where we are all flying there may be a case to be made for a train service between the North of England and Gatwick Airport.
But when East Midlands Railway has their new Class 810 trains, it might be possible, if they didn’t use the diesel engines.
Signalling would not be a problem, as in a few years time, all trains will be equipped with the latest digital signalling systems.
If running a Class 810 train, through the tunnel is possible, given that a Classic-Compatible train will not be larger than a Class 810 train, will High Speed Two’s trains be able to cross London in the Thameslink Tunnel?
As Midlands Connect are planning to run a Leeds and Bedford service using High Speed Two Classic-Compatible trains, could this service be extended through the Thameslink Tunnel to Gatwick Airport and Brighton?
I have a feeling that this will be physically possible.
- It would be under the control of the signalling.
- There’s no reason, why a high speed train can’t have a precise low speed performance.
- It would stop at all stations.
- It would use one of the Bedford and Brighton paths on Thameslink
Passengers would like catching a train at a station in Central London and like being whisked all the way to East Midlands Hub and Leeds.
Could A High Speed Two Classic-Compatible Train Go Through The Crossrail Tunnel?
Consider.
- It would surely be possible to arrange tracks at Old Oak Common to allow High Speed Two Classic-Compatible trains to go between High Speed Two and Crossrail.
- Crossrail is considering running to Ebbsfleet.
- It might even be possible to connect in East London.
- The High Speed Two Classic-Compatible trains would be digitally-signalled and controlled through Crossrail without stopping.
- Platform edge doors would ensure safety, but also prevent the trains from stopping at the existing stations.
I have just looked at the London railway map on carto metro, there are stretches of Crossrail under London, where there is space for a station with 200 metre, if not a 400 metre platforms, to the West or East of current Crossrail stations.
- To the West of Bond Street
- To the East of Tottenham Court Road
- To the West of Farringdon
- To the East of Liverpool Street
- To the West of Canary Wharf
- To the East of Canary Wharf
Would all appear to have the required space and be possibilities for extra High Speed Two platforms.
Effectively, some stations would have two sets of platforms on the tracks beside each other.
- One pair of platforms would be the existing station, with platform edge doors compatible with Crossrail’s Class 345 trains.
- The other pair of platforms would be the High Speed Two station, with platform edge doors compatible with High Speed Two Classic-Compatible trains.
- The signalling and train control systems would automatically stop trains in the appropriate platform.
- Extra passageways would link the new platforms to the existing station.
I suspect when Crossrail was designed, the possibility of adding extra stations to the underground section was considered and there is a method of adding extra platforms in Crossrail’s book of cunning engineering ideas.
Conclusion
I don’t rule out a High Speed service between Birmingham and stations in the North of Great Britain and major cities on the Continent.
- Crossrail would be used to link High Speed One and High Speed Two.
- High Speed Two Classic-Compatible trains would be used.
- Stops in London could be Old Oak Common, Bond Street, Liverpool Street, Canary Wharf and Ebbsfleet
It may sound to be a fanciful idea, but I believe it is possible.
Thoughts On Phase 2a Of High Speed Two
This map shows the route of Phase 2a of High Speed Two.
Note.
- The blue circles are stations.
- From the top, the stations are Crewe, Stoke-on-Trent, Stafford, Birmingham Curzon Street and Birmingham Interchange.
- The lighter blue track is sections of the West Coast Main Line, that will be used by High Speed Two services.
- The darker blue track is Phase 1 of High Speed Two.
- The orange track is Phase 2b of High Speed Two to East Midlands Hub, Leeds and Sheffield.
- The mauve track is Phase 2a of High Speed Two.
This page on the High Speed Two web site, which is entitled Phase 2a: West Midlands To Crewe, says this about the building and opening of Phase 2a.
It will be built at the same time as the line between London and the West Midlands. High speed services will begin operating between London, Birmingham and Crewe between 2029 and 2033.
It is my opinion, to build Phase 1 and Phase 2a together is a good move.
- Crewe is a very well-connected station.
- It will reduce times between Crewe and London Euston by 34 minutes.
But most importantly, it completes a second separate route for the West Coast Main Line between Crewe and London Euston.
Just think what new bypasses and motorways have done for your driving.
These are some thoughts and observations.
West Coast Main Line Benefits
The High Speed Two web page, which is entitled Phase 2a: West Midlands To Crewe, has a section called West Coast Main Line Benefits, where this is said.
Phase 2a unlocks more rail capacity on the West Coast mainline. It will carry six long distance high speed services per hour, freeing up the West Coast Mainline between Lichfield and Crewe. This could see services rise from hourly to half-hourly or better between Crewe and Stoke-on-Trent to Nuneaton, Tamworth, Lichfield and Rugeley, as well as more services from Crewe to Runcorn and Liverpool, as well as via Crewe between North Wales, Chester and London.
It would appear the six long-distance services could be.
- Train 1 – London Euston and Lancaster – Splits and joins with Train 2 at Crewe.
- Train 2 – London Euston and Liverpool – Splits and joins with Train 1 at Crewe.
- Train 3 – London Euston and Liverpool – Single train
- Train 4 – London Euston and Edinburgh/Glasgow – Splits and joins at Carlisle for Edinburgh and Glasgow
- Train 5 – London Euston and Edinburgh/Glasgow – Splits and joins at Carlisle for Edinburgh and Glasgow
- Train 6 – Birmingham Curzon Street and Edinburgh/Glasgow – Serves Edinburgh and Glasgow alternately.
Note that all services use a single or a pair of High Speed Two Classic Compatible trains.
A High Speed Test Route Can Be Created
Consider.
- At the Northern end of the Phase 2a track is Crewe station.
- At the Southern end of the Phase 2a track is Birmingham Interchange station.
- The track between the two end stations will be newly-laid modern high speed track capable of 225 mph running.
- There will be no intermediate stations or Victorian throwbacks like level crossings.
- The only junctions are at the end of the route.
- If the High Speed Two trains are built in this country, there will be a need for somewhere to check them out.
The Phase 2a track will surely make an ideal test track for testing trains and systems and training drivers.
A Big Advantage Of Only Ten Platforms For High Speed Two At Euston Station
Many of us have been involved in the start-up and handover of a new project, even it is just buying a new house to live in from a builder.
All projects have one thing in common. Something will go wrong, even if it is just the lock on the toilet door.
Harold Macmillan expressed it memorably as “Events, Dear Boy! Events!”
This article on Ian Visits is entitled Call For A Rethink Of HS2’s Euston Station Plans.
These two paragraphs describe the current plan for Euston station.
The current plans for the HS2 station at Euston will see it delivered in two phases, with six platforms opened first to carry HS2 trains on the first stage of the railway up to the West Midlands. The second phase of the Euston station would open later, with an additional 5 platforms to manage demand when HS2 is extended to Crewe, Manchester and Leeds.
Phase one was scheduled for completion in 2026, and phase two in 2033.
This paragraph describes the latest idea from the Department for Transport.
However, the Oakervee review from last year called for a redesign of the station scaling back the station and increasing the amount of oversite development to fund it. Earlier this year it was revealed that the Department for Transport has instructed HS2 to refine the development to build it in one phase, but with just 10 platforms instead of 11 platforms.
There are now two camps arguing as to whether the station should be built with ten or eleven platforms.
The eleven platform station project will involve.
- Two-phase construction
- Five platforms by 2026
- Eleven platforms by 2033
On the other hand, the ten platform station project will involve.
- Single-phase construction
- Ten platforms on opening.
- More oversite development.
Note.
- There will be eleven trains per hour (tph) in Phase 1 of High Speed Two from London Euston.
- , Trains will serve Birmingham, Carlisle, Lancaster, Liverpool, Macclesfield, Manchester. Preston, Stafford, Stoke-on-Trent and Scotland.
- Full-size trains will be able to run to Birmingham Curzon Street and Crewe, but not to the two Manchester stations, as the trains don’t fit the infrastructure.
I suspect that Speed Two Classic-Compatible Trains will be running to Manchester.
The Big Advantage Of A Two-Phase Project With Ten Platforms
In the two-phase project with eleven platforms to rebuild Euston station, there will be five platforms, when the station opens, but in the single-phase project with ten platforms, there will be ten platforms.
If there are ten platforms, the station must be easier to operate, especially during the tricky phase of opening the new station.
With ten platforms, there will be more space to sort out those unexpected events!
Why Does Birmingham Interchange Station On High Speed Two Need Four Long Platforms?
This page on the High Speed Two web site describes the design and construction at Birmingham Interchange station.
This paragraph talks about the overall design philosophy of the station.
The Interchange Station itself will be made up of two 415 metre long island platforms, offering 4 platform faces, as well as 2 central high speed through lines for non-stopping services. The station will be linked to the NEC, Birmingham International Station and Birmingham Airport via an automated people mover carrying up to 2,100 passengers per hour in each direction. In addition to the APM, the station will be fully integrated with other local buses, taxis and private vehicle options.
Note.
- There would appear to be six tracks through the station.
- The four platforms will accept the longest High Speed Two trains.
- The automated people mover appears to be very comprehensive.
Birmingham Interchange certainly seems to have been designed as a very high capacity station.
This table gives the a list of the trains that will call at Birmingham Interchange station.
- Train 2 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 3 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 7 – London Euston and Manchester – 400 metre Full-Size
- Train 11 – London Euston and Edinburgh – Classic Compatible
- Train 11 – London Euston and Glasgow – Classic Compatible
- Train 14 – London Euston and Leeds – 400 metre Full-Size
Note.
- 400 metre Full-Size trains will be a pair of 200 metre trains.
- Train 11 is a pair of 200 metre long Classic-Compatible trains, that split and join at Carlisle.
Only five 400 metre trains call at Birmingham Interchange.
I have some thoughts.
Stations Served From Birmingham Interchange
These destinations are served from Birmingham Interchange.
- Two tph – Birmingham Curzon Street
- One tph – Carlisle
- One tph – East Midlands Hub
- One tph – Edinburgh Haymarket
- One tph – Edinburgh Waverley
- One tph – Glasgow Central
- One tph – Leeds
- Five tph – London Euston
- One tph – Manchester Airport
- One tph – Manchester Piccadilly
- One tph – Motherwell
- One tph – Preston
I suspect as the service develops more services will stop at Birmingham Interchange, to reduce the number of passenger journeys where a change is necessary.
Surely Liverpool needs a service from Birmingham Interchange, as it doesn’t have one from Birmingham Curzon Street.
Perhaps, the Liverpool/Lancaster service should stop at Birmingham Interchange?
Splitting And Joining At Birmingham Interchange
Consider.
- The position of Birmingham Interchange to the South of the junction where the Western and Eastern legs, surely makes it an ideal place for splitting and joining a pair of trains, one of which serves the Western leg and the other serves the Eastern.
- The Liverpool/Lancaster service could split and join at Birmingham Interchange to give better connectivity between the North West and the West Midlands.
Intelligent use of splitting and joining at Birmingham Interchange could make better use of paths to and from Euston.
Splitting And Joining Of Full-Size Trains At Birmingham Interchange
According to the currently proposed timetable Birmingham Curzon Street, Manchester Airport and Manchester Piccadilly will all get three Full-Size tph to and from London Euston, with East Midlands Hub and Leeds getting two Full-Size tph.
This may be a right decision, but if four Full-Size tph is the frequency needed on some routes, then splitting and joining of Full-Size trains can be used at Birmingham Interchange to increase frequencies.
Suppose it was decided that the Leeds and Manchester services needed to be four Full-Size tph.
- The London and Manchester service that stops at Birmingham Interchange would split into two trains at the station, with one train going to Manchester and the other going to Leeds.
- The London and Leeds service that stops at Birmingham Interchange would split into two trains at the station, with one train going to Manchester and the other going to Leeds.
Coming South the two services would join at Birmingham Interchange.
I can almost envisage Full-Size pairs of trains leaving London Euston every ten minutes, which then split and join at Birmingham Interchange to give Leeds and Manchester a core service of six Full-Size tph.
There are a large number of possibilities.
Down One Leg Up T’Other
Birmingham Interchange can be used as an interchange station for journeys where you come South on one leg and then go North on the other.
It might even be possible to arrange some changes with an interchange across one of the island platforms at Birmingham Interchange.
Turning Back Trains
There is a worry about late trains delaying everything.
But because it has four platforms, it could be the station, where trains are turned back, when they are running very late.
It could be better to turnback a train at Birmingham Interchange, rather than let it run all the way to Euston and create havoc.
Perhaps, simulation has shown, that two extra platforms at Birmingham Interchange enable the optimal working of ten platforms t Euston?
Line Blocked Or Blockaded Between Birmingham And Euston
Events happen and there may be reasons why services can’t run through to London.
It could easily be turned into a mini-terminus for services to the North and linked to London by either the West Coast Main Line or a Rail Replacement Bus.
Conclusion
Because of its position in the middle of the country, I suspect there are many reasons for the four long platforms at Birmingham Interchange station.
How Many High Speed Two Trains Will Be Able To Terminate In Euston Station?
This is one of those questions for which you get a different answer depending on what conditions you put on the question.
But there are some physical constraints that have been built into the design.
High Speed Two Tracks And Signalling Are Designed For Eighteen Trains Per Hour
It seems to be an accepted fact, that High Speed Two tracks and signalling will be able to handle 18 trains per hour (tph) or a train every three minutes and twenty seconds.
If this applies to all High Speed Two routes it is certainly a big increase in capacity of the UK rail network.
Seventeen Trains Per Hour In Euston Station
Does it also mean that Euston station must be able to handle 18 tph? Not necessarily, as High Speed Two will only need to handle 17 tph, because they will be keeping one path for recovering the service, after perhaps a train breaks down.
- If the station has eleven platforms, that means each platform must handle 1.5 tph or in practice two tph or a train every thirty minutes.
- If the station has ten platforms, that means each platform must handle 1.7 tph or in practice two tph or a train every thirty minutes.
Ten platforms appear to make little difference in normal operation But when things go wrong, it is more likely, there will be another platform to park a late train.
Turning Trains In Thirty Minutes At Euston Station
One train every thirty minutes means that operating procedures and staff training must be such that trains can be turned within this time.
If trains could be turned faster, then this would enable services to be recovered after a delay.
Twenty-Four Trains Per Hour In Euston Station
If say at some time in the future, signalling improves and 24 tph on High Speed Two is possible with perhaps Automatic Train Operation, this would mean that if there were ten platforms each would have to handle 2.4 tph, or in practice three tph or a train every twenty minutes.
A frequency of 24 tph won’t happen in my lifetime, but I do believe it is possible on High Speed Two with ten platforms at Euston station.
Thirty Trains Per Hour In Euston Station
Thirty tph may be practical on Metros today and could be possible on High Speed Two in the far future, but in practice, that would only be four tph or a train every fifteen minutes.
The Initial Full Timetable Is Seventeen Trains Per Hour
Currently, this is planned to be the case and the trains to and from London Euston are planned to be as follows.
- Train 1 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 2 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 3 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 4 – London Euston and Lancaster – Classic Compatible
- Train 4 – London Euston and Liverpool – Classic Compatible
- Train 5 – London Euston and Liverpool – Classic Compatible
- Train 6 – London Euston and Macclesfield – Classic Compatible
- Train 7 – London Euston and Manchester – 400 metre Full-Size
- Train 8 – London Euston and Manchester – 400 metre Full-Size
- Train 9 – London Euston and Manchester – 400 metre Full-Size
- Train 10 – London Euston and Edinburgh – Classic Compatible
- Train 10 – London Euston and Glasgow – Classic Compatible
- Train 11 – London Euston and Edinburgh – Classic Compatible
- Train 11 – London Euston and Glasgow – Classic Compatible
- Train 12 – London Euston and Sheffield – Classic Compatible
- Train 12 – London Euston and Leeds – Classic Compatible
- Train 13 – London Euston and Leeds – 400 metre Full-Size
- Train 14 – London Euston and Leeds – 400 metre Full-Size
- Train 15 – London Euston and Sheffield – Classic Compatible
- Train 15 – London Euston and York – Classic Compatible
- Train 16 – London Euston and Newcastle – Classic Compatible
- Train 17 – London Euston and Newcastle – Classic Compatible
Note.
- I have assumed 400 metre Full-Size trains will be a pair of 200 metre trains.
- Trains 4, 10, 11, 12 and 15 are pairs of 200 metre long Classic-Compatible trains, that split and join at Crewe. Carlisle, Carlisle and East Midlands Hub respectively.
- Trains 5, 6, 16 and 17 are single 200 metre long Classic-Compatible trains.
This graphic shows the 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.
In an hour, the following trains will leave London Euston.
- 8 – 400 metre Full-Size trains, each of which consist of a pair of 200 metre trains.
- 5 – Pairs of 200 metre long Classic-Compatible trains.
- 4 – Single 200 metre long Classic-Compatible trains.
Note.
- Adding up the 200 metre trains gives a total of thirty trains.
- If all paths were handling a pair of 200 metre trains, the total would be thirty-four trains.
As I showed in Could High Speed Two Serve Holyhead?, these four trains can be used to serve extra destinations by appropriate splitting and joining.
So in answer to the question in the title of this post, the answer is thirty-four 200 metre trains.
- Each path can carry one pair of 200 metre trains per hour.
- The number of paths is determined by the 18 tph that each leg can handle, reduced by one for a path for recovery.
I am assuming each platform can handle two tph.
But thirty or forty years in the future, this figure with more advanced trains and signalling could be a lot higher.
Does Euston Station Need Ten Or Eleven Platforms?
Mathematically, the following is possible.
- Ten platforms can handle thirty tph, if trains can be turned in fifteen minutes.
- Ten platforms can handle twenty-four tph, if trains can be turned in twenty minutes.
- Ten platforms can handle seventeen tph, if trains can be turned in thirty minutes.
The only need for the eleventh platform, is for when things go seriously wrong.
Could High Speed Two Serve Holyhead?
Why?
It could be a way to create a zero- or low-carbon route between the islands of Great Britain and Ireland.
Battery-Electric Trains Could Be The Solution
In Will High Speed Two’s Classic-Compatible Trains Have Battery Operation?, I suggested that it might be feasible for High Speed Two’s Classic-Compatible trains to have batteries.
I said this at the start of that post.
I believe it is very likely, that High Speed Two’s new classic-compatible trains will have battery capabilities.
-
- Batteries would handle energy generated by regenerative braking.
- Batteries would give a train recovery capability in case of overhead catenary failure.
- Batteries would be used for depot movements.
- Batteries would probably improve the energy efficiency of the trains.
Effectively, the batteries would power the train and would be topped-up by the electrification and the regenerative braking.
Since I wrote that post in February 2020, Hitachi have launched two battery-electric trains, one of which is the Hitachi Intercity Tri-Mode Battery Train, which is described in this Hitachi infographic.
As diesel (or should I say Stuart) engines are so nineteenth-century. any high speed independently-powered train would probably use batteries, have no diesel engines and be a battery-electric train.
So could Hitachi or any other bidder for the High Speed Two Classic-Compatible trains produce a train, that would be capable of handling the long-distance routes from London, that would be difficult or expensive to electrify, by the use of batteries?
- Batteries will improve dramatically in the next few years.
- Batteries will also become more affordable.
- Engineers will also learn how to package them in better and more innovative ways.
I think it is very likely, that a High Speed Two Classic-Compatible train could be produced with a reliable range of over eighty miles on batteries.
Holyhead And Crewe By Battery-Electric Classic-Compatible High Speed Train
These are the distances between stops on the route between Holyhead and Crewe
- Holyhead and Bangor – 25 miles.
- Bangor and Llandudno Junction – 16 miles
- Llandudno Junction and Colwyn Bay – 4 miles
- Colwyn Bay and Rhyl – 10 miles
- Rhyl and Prestatyn – 4 miles
- Prestatyn and Flint – 14 miles
- Flint and Chester – 13 miles
- Chester and Crewe – 21 miles
Note.
- It is a route of only 105 miles.
- There is no 25 KVAC electrification, except at Crewe.
- It is nearly all double-track.
- The operating speed is 90 mph
- The route is also generally flat and mainly along the coast.
Suppose the following were to be done.
- Erect traditional electrification between Chester and Crewe.
- Hitachi ABB Power Grids build a section of their discontinuous electrification around Llandudno Junction.
- Install a battery charging system at Holyhead.
An alternative might be to put another section of discontinuous electrification through Bangor, if installing the charging station at Holyhead proved to be difficult.
I believe it would be possible to run a High Speed Two Classic-Compatible train equipped with batteries between London Euston and Holyhead.
What Time Would Be Possible?
Consider.
- High Speed Two are predicting 56 minutes between London Euston and Crewe.
- Avanti West Coast are showing journey times of one hour and 57 minutes between Crewe and Holyhead.
- Avanti West Coast are using 125 mph Class 221 trains, but are restricted to a lot less than this speed.
- The HSC Dublin Swift can sail between Dublin and Holyhead in several minutes under two hours.
I believe that a High Speed Two Classic-Compatible train equipped with batteries could go between London Euston and Holyhead in under three hours.
If this were to be linked to the latest hydrogen-powered fast ferry between Holyhead and Dublin, would London Euston and Dublin be fast enough to attract passengers from the airlines?
- The journey time could be under five hours.
- It would be zero-carbon.
- By cutting stops to the West of Chester and track improvements train times could be reduced.
- It would be the sort of adventure, that some families like!
I think that Avanti West Coast and the ferry company could have a rail and ferry service, that would appeal to many travellers.
Would There Be A Path To Euston For Another High Speed Service?
In How Many Trains Are Needed To Run A Full Service On High Speed Two?, I listed the trains that would use the Western leg of High Speed Two.
- Train 1 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 2 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 3 – London Euston and Birmingham Curzon Street – 400 metre Full-Size
- Train 4 – London Euston and Lancaster – Classic Compatible
- Train 4 – London Euston and Liverpool – Classic Compatible
- Train 5 – London Euston and Liverpool – Classic Compatible
- Train 6 – London Euston and Macclesfield – Classic Compatible
- Train 7 – London Euston and Manchester – 400 metre Full-Size
- Train 8 – London Euston and Manchester – 400 metre Full-Size
- Train 9 – London Euston and Manchester – 400 metre Full-Size
- Train 10 – London Euston and Edinburgh – Classic Compatible
- Train 10 – London Euston and Glasgow – Classic Compatible
- Train 11 – London Euston and Edinburgh – Classic Compatible
- Train 11 – London Euston and Glasgow – Classic Compatible
- Train 12 – Birmingham Curzon Street and Edinburgh or Glasgow – Classic Compatible
- Train 13 – Birmingham Curzon Street and Manchester – 200 metre Full-Size
- Train 14 – Birmingham Curzon Street and Manchester – 200 metre Full-Size
Note.
- A lot of the paths into London Euston would appear to be allocated.
- Train 4 is a pair of 200 metre long Classic-Compatible trains, that will split and join at Crewe, with one train going to Liverpool and the other going to Lancaster.
- Train 5 is only a single 200 metre long Classic-Compatible train.
I suspect it would be possible to make Train 5 a pair of 200 metre long Classic-Compatible trains, that will split and join at Crewe, with one train going to Liverpool and the other going to Chester and Holyhead.
It does appear that the proposed timetable for High Speed Two has been designed so extra trains can be added if the demand is there.
What Times Would Be Possible Between Holyhead And Crewe?
Consider.
- I have looked at the route from my virtual helicopter and suspect that much of the route can be upgraded to 100 mph running.
- The current average speed between Holyhead and Crewe is 54 mph.
- London Liverpool Street and Norwich is 114.5 miles and is regularly achieved in ninety minutes on a 100 mph line, which is an average speed of 76 mph.
- The number of stops could be reduced.
I can build a table of times for faster average speeds.
- 60 mph – One hour and 45 minutes – Two hours and 41 minutes
- 70 mph – One hour and 30 minutes – Two hours and 26 minutes
- 80 mph – One hour and 19 minutes – Two hours and 15 minutes
- 90 mph – One hour and 10 minutes – Two hours and 6 minutes
- 100 mph – One hour and 3 minutes – One hour and 59 minutes
Note.
- The first time is Holyhead and Crewe.
- The second time is London and Holyhead.
I am fairly certain, that a substantial time improvement is possible.
Why Not Electrify All The Way Between Holyhead And Crewe?
I am seventy-four and can remember several incidents of serious storms and flooding along the North Wales Coast Line.
There was a warning earlier this year according to this article on the BBC.
Perhaps it would be better to spend the money on improving the resilience and operating speed of the track?
Conclusion
London Euston and Holyhead could be a serious proposition.
With some development and a new fast ferry, it could also open up a practical zero-carbon route between Great Britain and Ireland.
Times of four and a half hours between London Euston and Dublin could be possible.
The Anonymous Widower 