Hitachi Regional Battery Train « The Anonymous Widower

Hull Issues New Plea For Electrification

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

This is the introductory paragraph.

Residents and businesses in Hull are being urged to support electrification of the railway to Selby and Sheffield.

This paragraph is about the difficulty of electrifying the route.

“Unlike elsewhere on the trans-Pennine routes, work here can start straightaway and would be a quick win. Our plans involve few extra land purchases, no tunnel widening, and no re-routing,” said Daren Hale, Hull City Council and Hull’s representative on the Transport for the North board.

Services to Hull station are as follows.

Hull Trains – London Kings Cross and Hull via Selby, Howden and Brough.
Hull Trains – Beverley and Hull via Cuttingham
LNER – London Kings Cross and Hull via Selby and Brough
Northern Trains – Halifax and Hull via Bradford Interchange, New Pudsey, Bramley, Leeds, Cross Gates, Garforth, East Garforth, Micklefield, South Milford, Selby and Brough
Northern Trains – Sheffield and Hull via Meadowhall, Rotherham Central, Swinton, Mexborough, Conisbrough, Doncaster, Kirk Sandall, Hatfield & Stainforth, Thorne North, Goole, Saltmarshe, Gilberdyke, Broomfleet, Brough, Ferriby and Hessle,
Northern Trains – Bridlington and Hull via Nafferton, Driffield, Hutton Cranswick, Arram, Beverley and Cottingham.
Northern Trains – Scarborough and Hull via Seamer, Filey, Hunmanby, Bempton, Bridlington, Nafferton, Driffield, Hutton Cranswick, Arram, Beverley and Cottingham.
Northern Trains – York and Hull via Selby, Howden, Gilberdyke and Brough.
TransPennine Express – Manchester Piccadilly and Hull via Stalybridge, Huddersfield, Leeds, Selby, Brough

Note.

Some services are joined back-to-back with a reverse at Hull station.
I have simplified some of the lists of intermediate stations.
Services run by Hull Trains, LNER or TransPennine Express use bi-mode Class 800 or Class 802 trains.
All routes to Hull station and the platforms are not electrified.

Trains approach Hull by three routes.

Selby and Brough
Goole and Brough
Beverley and Cottingham

Could these three routes be electrified?

I have just flown my helicopter along all of them.

I’ve also had a lift in the cab of a Class 185 train between Hull and Leeds, courtesy of Don Coffey.

Hull And Selby via Brough

There is the following infrastructure.

Several major road overbridges, which all seem to have been built with clearance for overhead wires.
There are also some lower stone arch bridges, which may need to be given increased clearance.
No tunnels
The historic Selby Swing Bridge.
Four farm crossings.
Fourteen level crossings.

Hull And Goole via Brough

There is the following infrastructure.

Several major road overbridges, which all seem to have been built with clearance for overhead wires.
No tunnels
A swing bridge over the River Ouse.
A couple of farm crossings
Six level crossings

Hull And Beverley via Cottingham

There is the following infrastructure.

A couple of major road overbridges, which all seem to have been built with clearance for overhead wires.
No tunnels
A couple of farm crossings
Six level crossings

All of the routes would appear to be.

At least double track.
Not in deep cuttings.
Mainly in open countryside.
Built with lots of level crossings

I feel that compared to some routes, they would be easy to electrify, but could cause a lot of disruption, whilst the level crossings and the two swing bridges were electrified.

Speeding Up Services To And From Hull

What Are The Desired Timings?

The Rail Magazine article says this about the desired timings.

Should the plans be approved, it is expected that Hull-Leeds journey times would be cut from 57 minutes to 38, while Hull-Sheffield would drop from 86 minutes to 50 minutes.

These timings are in line with those given in this report on the Transport for the North web site, which is entitled At A Glance – Northern Powerhouse Rail,

The frequency of both routes is given in the report as two trains per hour (tph)

The Performance Of An Electric Class 802 Train

As Hull Trains, LNER and TransPennine Express will be using these trains or similar to serve Hull, I will use these trains for my calculations.

The maximum speed of a Class 802 train is 125 mph or 140 mph with digital in-cab signalling.

This page on the Eversholt Rail web site, has a data sheet for a Class 802 train.

The data sheet shows the following for a five-car Class 802 train.

It can accelerate to 100 mph and then decelerate to a stop in 200 seconds in electric mode.

The time to 125 mph and back is 350 seconds.

Thoughts On Hull And Leeds

Consider.

The Hull and Leeds route is 52 miles long, is timed for a 75 mph train and has an average speed of 55 mph
There are three intermediate stops for fast services, which means that in a Hull and Leeds journey, there are four accelerate-decelerate cycles.
A 38 minute journey between Hull and Leeds would be an average speed of 82 mph
A train travelling at 100 mph would take 31 minutes to go between Hull and Leeds.
A train travelling at 125 mph would take 25 minutes to go between Hull and Leeds.

I also have one question.

What is the speed limit on the Selby Swing Bridge?

I have just been told it’s 25 mph. As it is close to Selby station, it could probably be considered that the stop at Selby is a little bit longer.

These could be rough timings.

A train travelling at 100 mph would take 31 minutes to go between Hull and Leeds plus what it takes for the four stops. at 200 seconds a stop, which adds up to 43 minutes.
A train travelling at 125 mph would take 25 minutes to go between Hull and Leeds plus what it takes for the four stops. at 350 seconds a stop, which adds up to 48 minutes.

Note how the longer stopping time of the faster train slows the service.

I think it would be possible to attain the required 38 minute journey, running at 100 mph.

Thoughts On Hull And Sheffield

Consider.

The Hull and Sheffield route is 61 miles long, is timed for a 90 mph train and has an average speed of 43 mph
There are five intermediate stops, which means that in a Hull and Sheffield journey, there are six accelerate-decelerate cycles.
A 50 minute journey between Hull and Leeds would be an average speed of 73 mph.
A train travelling at 100 mph would take 36 minutes to go between Hull and Sheffield.
A train travelling at 125 mph would take 29 minutes to go between Hull and Sheffield.

I also have one question.

What is the speed limit on the swing bridge over the River Ouse?

As there is no nearby station, I suspect it counts as another stop, if it only has a 25 mph limit.

These could be rough timings.

A train travelling at 100 mph would take 36 minutes to go between Hull and Sheffield plus what it takes for the six stops. at 200 seconds a stop, which adds up to 56 minutes.
A train travelling at 125 mph would take 29 minutes to go between Hull and Sheffield plus what it takes for the six stops. at 350 seconds a stop, which adds up to 64 minutes.

Note how the longer stopping time of the faster train slows the service.

I think it would be possible to attain the required 50 minute journey, running at 100 mph.

Conclusions From My Rough Timings

Looking at my rough timings, I can conclude the following.

The trains will have to have the ability to make a station stop in a very short time. Trains using electric traction are faster at station stops.
The trains will need to cruise at a minimum of 100 mph on both routes.
The operating speed of both routes must be at least 100 mph, with perhaps 125 mph allowed in places.
I feel the Hull and Leeds route is the more difficult.

I also think, that having a line running at 100 mph or over, with the large number of level crossings, there are at present, would not be a good idea.

What Does Hull Want?

Hull wants what Northern Powerhouse Rail is promising.

Two tph between Hull and Leeds in 38 minutes and Hull and Sheffield in 50 minutes.

They’d probably also like faster electric services between Hull and Bridlington, London Kings Cross, Manchester, Scarborough and York.

When Do They Want It?

They want it now!

Is There An Alternative Solution, That Can Be Delivered Early?

This may seem to be the impossible, as electrifying between Hull and Leeds and Hull and Sheffield is not an instant project, although full electrification could be an ultimate objective.

Consider.

Hull and Brough are 10.5 miles apart.
Brough and Leeds are 41 miles apart.
Brough and Doncaster are 30 miles apart and Doncaster and Sheffield are 20 miles apart.
Brough and Temple Hirst Junction are 26 miles apart.
Brough and York are 42 miles apart.
Hull and Beverley are 8 miles apart.
Beverley and Bridlington are 23 miles apart.
Beverley and Seamer are 42 miles apart.

Note that Doncaster, Leeds and Temple Hirst Junction are all electrified.

Hitachi’s Regional Battery Train

Hitachi have just launched the Regional Battery Train, which is described in this Hitachi infograpic.

It has a range of 56 miles and an operating speed of 100 mph.

Class 800 and Class 802 trains could be converted into Regional Battery Trains.

The three diesel engines would be exchanged for battery packs.
The trains would still be capable of 125 mph on fully-electrified routes like the East Coast Main Line.
They would be capable of 100 mph on routes like the 100 mph routes from Hull.
The trains would have full regenerative braking to batteries, which saves energy.
Below 125 mph, their acceleration and deceleration on battery power would probably be the same as when using electrification. It could even be better due to the simplicity and low impedance of batteries.

But they would need some means of charging the batteries at Hull.

A Start To Electrification

If the ultimate aim is to electrify all the lines, then why not start by electrifying.

Hull station.
Hull and Brough
Hull and Beverley

It would only be 18.5 miles of electrification and it doesn’t go anywhere near the swing bridges or about six level crossings.

Battery Electric Services From Hull

I will now look at how the various services could operate.

Note in the following.

When I say Regional Battery Train, I mean Hitachi’s proposed train or any other battery electric train with a similar performance.
I have tried to arrange all power changeovers in a station.
Pantograph operation can happen at line-speed or when the train is stationary.

I have assumed a range of 56 miles on a full battery and an operating speed of 100 mph on a track that allows it.

Hull And London Kings Cross

The legs of the service are as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and Temple Hirst Junction – 26 miles – Not Electrified
Temple Hirst Junction and London Kings Cross – 169 miles – Electrified

Note.

Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 26 miles should be easy.
One changeover between power sources will be done in Brough station.
The other changeover will be done at line speed at Temple Hirst Junction, as it is now!

Hull Trains and LNER would be able to offer an all-electric service to London.

A few minutes might be saved, but they would be small compared to time savings, that will be made because of the introduction of full ERTMS in-cab signalling South of Doncaster, which will allow 140 mph running.

Hull And Leeds

The legs of the service are as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and Leeds – 41 miles – Not Electrified.

Note.

Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 41 miles should be easy.
One changeover between power sources will be done in Brough station, with the other in Leeds station.

If Leeds and Huddersfield were to be electrified, TransPennine Express will be able to run an all-electric service between Manchester and Hull, using battery power in the gaps.

Hull And Sheffield

The legs of the service are as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and Doncaster – 30 miles – Not Electrified
Doncaster and Sheffield – 20 miles – Not Electrified

Note.

Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the battery.
Regional Battery Trains will be able to do 56 miles on a full battery so 30 miles should be easy.
Trains would charge using the electrification at Doncaster.
Doncaster and Sheffield both ways should be possible after a full charge at Doncaster station.
One changeover between power sources will be done in Brough station, with the others in Doncaster station.

An easier alternative for the Doncaster and Sheffield part of the route, might be to electrify between the two stations.

Hull And York

The legs of the service are as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and York- 42 miles – Not electrified

Note.

Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 42 miles should be easy.
One changeover between power sources will be done in Brough station, with the other in York station.
Trains would be fully charged for the return in York station.

This journey will also be effected by the York to Church Fenton Improvement Scheme, which is described on this page on the Network Rail web site. According to the web page this involves.

Replace old track, sleepers, and ballast (The stones which support the track)
Install new signalling gantries, lights, and cabling
Fully electrify the route from York to Church Fenton – extending the already electrified railway from York.

There will be another five miles of electrification., which will mean the legs of the Hull and York service will be as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and Church Fenton – 31.5 miles – Not Electrified
Church Fenton and York – 10.5 miles – Electrified

It is a classic route for a battery electric train.

Note.

Church Fenton and York takes about 19 minutes, so added to the time spent in York station, this must be enough time to fully-charge the batteries.
There will be a changeover between power sources in Church Fenton station.

This appears to me to be a very sensible addition to the electrification.

If you look at a Leeds and York, after the electrification it will have two legs.

Leeds and Church Fenton – 13 miles – Not Electrified
Church Fenton and York – 10.5 miles – Electrified

It is another classic route for a battery electric train.

Hull And Bridlington

The legs of the service are as follows.

Hull and Beverley – 13 miles – Electrified
Beverley and Bridlington – 23 miles – Not Electrified

Note.

Hull and Beverley takes about 13 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 46 miles to Bridlington and back to Beverley, should be possible.
The changeovers between power sources would be in Beverley station.

If necessary, there is a bay platform at Bridlington, that could be fitted with simple electrification to charge the trains before returning.

Hull And Scarborough

The legs of the service are as follows.

Hull and Beverley – 13 miles – Electrified
Beverley and Seamer- 42 miles – Not Electrified
Seamer and Scarborough – 3 miles – Not Electrified

Note.

Hull and Beverley takes about 13 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 45 miles to Scarborough should be easy.
The changeovers between power sources would be in Beverley station.

There would need to be charging at Scarborough, so why not electrify between Scarborough and Seamer?

Power changeover would be in Seamer station.
The electrification could also charge battery electric trains running between York and Scarborough.
Seamer and York are 39 miles apart.
All Northern Trains and TransPennine Express services appear to stop in Seamer station.

This could be three very useful miles of electrification.

Could This Plan Based On Battery Trains Be Delivered Early?

The project could be divided into sub-projects.

Necessary Electrification

Only these double-track routes would need to electrified.

Hull and Brough
Hull and Beverley
Seamer and Scarborough
Doncaster and Sheffield might be sensible but optional.

This also install electrification at Hull and Scarborough stations to charge terminating trains.

In total it would be under twenty-five double-track miles of electrification.

Note.

There are no swing bridges on the routes to be electrified.
There are no tunnels
Many of the overbridges appear to be modern with adequate clearance for electrification.
I don’t suspect that providing adequate power will be difficult.
Hull and Scarborough are larger stations and I believe a full service can be provided, whilst the stations are being electrified.

It would not be a large and complicated electrification project.

Conversion Of Class 800 And Class 802 Trains To Regional Battery Trains

Whilst the electrification was being installed, the existing Class 800 and Class 802 trains needed by Hull Trains, LNER and TransPennine Express could be converted to Regional Battery Trains, by the replacement of some or all of the diesel engines with battery power-packs.

I suspect LNER or GWR could be the lead customer for Hitachi’s proposed conversion of existing trains.

Both train companies have routes, where these trains could be deployed without any electrification or charging systems. Think London Kings Cross and Harrogate for LNER and Paddington and Oxford for GWR.
Both train companies have large fleets of five-car trains, that would be suitable for conversion.
Both train companies have lots of experience with Hitachi’s trains.

It should be noted that GWR, Hull Trains and TransPennine Express are all part of the same company.

What About Northern Trains?

Northern Trains will need some battery electric trains, if this plan goes ahead, to run routes like.

Hull and Bridlington – 46 miles
Hull and Leeds – 41 miles
Hull and Scarborough – 42 miles
Hull and Sheffield – 40 miles
Hull and York – 42 miles
Scarborough and York – 31.5 miles
The distances are the lengths of the route without electrification.

I suspect they will need a train with this specification.

Four cars
Ability to use 25 KVAC overhead electrification.
Battery range of perhaps 50 miles.
100 mph operating speed.

There are already some possibilities.

CAF are talking about a four-car battery electric version of the Class 331 train.
Hitachi have mentioned a battery electric Class 385 train.
Porterbrook have talked about converting Class 350 trains to battery electric operation.
Bombardier have talked about battery electric Aventras.

There are also numerous four-car electric trains, that are coming off lease that could be converted to battery electric operation.

When Could The Project Be Completed?

There are three parts to the project.

Under twenty-five double-track miles of electrification.
Adding batteries to Class 800 and Class 802 trains.
Battery electric trains for Northern.

As the sub-projects can be progressed independently, I can see the project being completely by the end of 2024.

Across The Pennines In A Regional Battery Train

By providing the ability to run Class 802 trains on battery power to Hull and Scarborough, the ability to run Regional Battery Trains from Liverpool in the West to Hull, Middlesbrough and Scarborough in the East under electric power, could become possible.

Looking at Liverpool and Scarborough, there are these legs.

Liverpool Lime Street and Manchester Victoria – 32 miles – Electrified
Manchester Victoria and Stalybridge – 8 miles – Not Electrified
Stalybridge and Huddersfield – 18 miles – Not Electrified
Huddersfield and Leeds – 17 miles – Not Electrified
Leeds and York – 26 miles – Not Electrified
York and Scarborough – 42 miles – Not Electrified

Note.

East of Manchester Victoria, there is electrification in Leeds and York stations, which could charge the train fully if it were in the station for perhaps ten minutes.
Currently, stops at Leeds and York are around 4-5 minutes.
Manchester Victoria and Stalybridge is being electrified.
In this post, I have suggested that between Seamer and Scarborough should be electrified to charge the trains.
I have also noted that between Church Fenton and York is being fully electrified.

This could mean power across the Pennines between Liverpool and Scarborough could be as follows.

Liverpool Lime Street and Manchester Victoria – 32 miles – Electrification Power and Charging Battery
Manchester Victoria and Stalybridge – 8 miles – Electrification Power and Charging Battery
Stalybridge and Huddersfield – 18 miles – Battery Power
Huddersfield and Leeds – 17 miles – Battery Power
Leeds station – Electrification Power and Charging Battery
Leeds and Church Fenton – 13 miles – Battery Power
Church Fenton and York – 10.5 miles – Electrification Power and Charging Battery
York and Seamer – 39 miles – Battery Power
Seamer and Scarborough – 3 miles – Electrification Power and Charging Battery

There are three stretches of the route, where the train will be run on battery power.

Stalybridge and Leeds – 35 miles
Leeds and Church Fenton – 13 miles
York and Seamer – 39 miles

There will be charging at these locations.

West of Stalybridge
Through Leeds Station
Through York Station
East of Seamer Station

I feel it could be arranged that trains left the charging sections and stations with a full battery, which would enable the train to cover the next section on battery power.

To make things even easier, Network Rail are developing the Huddersfield And Westtown Upgrade, which will add extra tracks and eight miles of new electrification between Huddersfield and Dewsbury.

This would change the power schedule across the Pennines between Liverpool and Scarborough to this.

Liverpool Lime Street and Manchester Victoria – 32 miles – Electrification Power and Charging Battery
Manchester Victoria and Stalybridge – 8 miles – Electrification Power and Charging Battery
Stalybridge and Huddersfield – 18 miles – Battery Power
Huddersfield and Dewsbury – 8 miles – Electrification Power and Charging Battery
Fewsbury and Leeds – 9 miles – Battery Power
Leeds station – Electrification Power and Charging Battery
Leeds and Church Fenton – 13 miles – Battery Power
Church Fenton and York – 10.5 miles – Electrification Power and Charging Battery
York and Seamer – 39 miles – Battery Power
Seamer and Scarborough – 3 miles – Electrification Power and Charging Battery

There are now four stretches of the route, where the train will be run on battery power.

Stalybridge and Huddersfield – 18 miles
Dewsbury and Leeds – 9 miles
Leeds and Church Fenton – 13 miles
York and Seamer – 39 miles

I can envisage the electrification being extended.

But battery power on this route gives all the advantages of electric trains, with none of the costs and installation problems of electrification.

Conclusion

I believe a limited electrification of lines for a few miles from the coastal terminals at Hull and Scarborough and battery electric trains can deliver zero-carbon and much faster electric trains to the railways of Yorkshire to the East of Leeds, Sheffield and York.

If this approach is used, the electrification will be much less challenging and if skates were to be worn, the scheme could be fully-implemented in around four years.

The scheme would also deliver the following.

Faster, all-electric TransPennine services.
An all-electric Hull and London service.
A substantial move towards decarbonisation of passenger train services in East Yorkshire.

It is also a scheme, that could be extended South into Lincolnshire, across the Pennines to Lancashire and North to Teesside and Tyneside.

September 13, 2020 Posted by AnonW | Transport/Travel | At A Glance – Northern Powerhouse Rail, Battery-Electric Trains, Class 800 Train, Class 802 Train, Electrification, Hitachi Regional Battery Train, HS3/Northern Powerhouse Rail, Huddersfield And Westtown Upgrade, Hull Station, Hull Trains, Leeds Station, LNER, Selby Station, Selby Swing Bridge, Sheffield Station, TransPennine Express, York Station | 13 Comments

Electrification Plans For Line Between Fife And Clackmannanshire

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

This is the introductory paragraph.

The next stage of development work is due to begin for Network Rail engineers between Alloa and Longannet, which could see passenger services return between Clackmannanshire and Fife.

The article also makes these points.

As part of the Scottish Government’s decarbonisation plan, it is hoped the former freight line will be electrified.
Engineers will be conducting survey work and site and geological investigations.
Three new stations are also hoped to be introduced at Clackmannan, Kincardine and Longannet.
The work is also hoping to bring a two trains per hour (tph) passenger service between Alloa and Longannet.

There will be a lot of surveying and planning before work starts.

Existing Rail Routes And Services In The Area

These are the current routes and services in the area.

Alloa Station

Alloa station was closed in October 1968, when Harold Wilson was Prime Minister and re-opened in 2008.

Wikipedia says this about the re-opening.

Under Scottish Executive funding, the line between Stirling and Alloa was reopened to both passenger and freight traffic, with a key benefit being a reduction in congestion on the Forth Railway Bridge.

The basic train service is an hourly service to Stirling and Glasgow run by a Class 385 train.

Journey times are as follows.

Alloa and Stirling – 9-15 minutes
Alloa and Glasgow Queen Street – 45 minutes

Trains seem to take about twelve minutes to turnround at Alloa station.

This Google Map shows Alloa station.

Note.

The station currently only has one platform.
A second line is already laid through the station and although, it is not electrified, the gantries are positioned to electrify the second track.
The two tracks merge into one to the West of the station.
All passenger trains currently use the Southern platform.

This picture shows the station, just before the electric train services started.

The station also must have one of the largest station shops in the UK, which is an Asda superstore.

The Kincardine Line

The Kincardine Line is the one proposed for electrification.

It is currently, a freight-only route, that was re-opened to serve Longannet power station.
At Alloa station, it is an extension of the route from Stirling.
It may be connected to the new Talgo factory at Longannet, that I wrote about in A Spaniard In The Works!, as the factory will surely need electrified rail access, if any electric trains for the UK are to be built or serviced there.
The line passes through Clackmannan, Kincardine and Longannet.

As the route used to handle long coal trains, could it handle a 200 metre long classic-compatible high speed train, that Talgo might build for High Speed Two at Longannet?

The Fife Circle Line

According to Wikipedia, the Fife Circle Line is the local service North from Edinburgh, that goes in a long loop through Fife.

This map from Wikipedia shows the stations on the Fife Circle Line.

Note.

The route is double-track.
The route is not electrified.
The train service is generally two trains per hour (tph) in both directions.
The distance from Dalmeny to Glenrothes with Thornton via Cowdenbeath is 22.3 miles
The distance from Dalmeny to Glenrothes with Thornton via Kirkcaldy is 21.4 miles
Trains appear to wait between three and seven minutes at Glenrothes with Thornton before returning to Edinburgh by the alternate route.

The map doesn’t show the connection with the Kincardine Line at Dunfermline Town station.

This Google Map shows the Fife Circle Line, through Dunfermline Town station.

Note.

Dunfermline Town station at the top of the map, is indicated by a station sign.
The Northbound Fife Circle Line to Cowdenbeath leaves the map in a North-Easterly direction.
The Southbound Fife Circle Line to Rosyth and Dalmeny, runs behind the building that looks strangely like a signpost and leaves the map in a Southerly direction
There is a junction, called Charlestown Junction, where the Kincardine Line joins the Fife Circle Line.

This Google Map shows Charlestown junction.

Note.

The Fife Circle Line is double-track.
The Kincardine Line is only single-track.
Trains must enter and leave the Kincardine Line from a Northerly direction.
There is a cross-over between Charlestown junction and Dunfermline Town station.

The Google Map shows Dunfermline Town station to a larger scale.

It looks like fitting in an additional platform could be difficult.

Hitachi’s Regional Battery Train

I am introducing this train into the discussion, as the train might be an alternative to electrifying the Kincardine Line.

This infographic from Hitachi, describes the train.

Note that 90 kilometres is fifty-six miles.

From what Hitachi have said, it is likely that Class 385 trains, as used by ScotRail could be fitted with batteries and become a version of the Regional Battery Train.

They could be three or four cars.
They could work in pairs.
They would have a 100 mph operating speed.

Even on battery power, they might save time, against the current diesel units working services in Scotland.

Regional Battery Trains And The Fife Circle Line

This map shows the rail system to the West of Edinburgh.

All lines except for the route through South Gyle and Edinburgh Gateway stations are electrified.

A train going round the Fife Circle Route would do the following legs.

Edinburgh and South Gyle – 4.5 miles – All but one mile electrified.
South Gyle and Dalmeny – 5 miles – Not electrified.
Dalmeny and Glenrothes with Thornton via Cowdenbeath – 22.3 miles – Not electrified
Glenrothes with Thornton and Dalmeny via Kirkaldy – 21.4 miles – Not electrified
South Gyle and Dalmeny – 5 miles – Not electrified.
Edinburgh and South Gyle – 4.5 miles – All but one mile electrified.

This gives the following totals

Not electrified via Cowdenbeath – 28.3 miles
Not electrified via Kirkcaldy – 27.4 miles
Round trip – 62.7 miles
Electrified – 7 miles

It would be very tight for a Regional Battery Train to do a round trip of 62.7 miles consistently with a range of just 56 miles, with only seven miles of electrification at the Edinburgh end.

But if charging at Glenrothes with Thornton were added, this would enable the trains to start out on the near thirty miles without electrification with full batteries from both ends. They would be unlikely to run out of power halfway.

Regional Battery Trains And The Levenmouth Rail Link

In Scottish Government Approve £75m Levenmouth Rail Link, I wrote about the five-mile long Levenmouth Rail Link, and how it could be run by battery trains.

Since I wrote that post, Hitachi have announced their Regional Battery Train.

If these were used on the route, they would join the Fife Circle at Thornton North Junction.
I estimate that the track distance that is not electrified between Leven and Edinburgh via Thornton North junction, is about thirty-five miles, whether the trains go via Glenrothes with Thornton and Cowdenbeath or Kirkcaldy,

As with the Glenrothes with Thornton service, if there was charging at at both ends, the route would be within comfortable range of Hitachi’s Regional Battery Trains.

Regional Battery Trains And The Kincardine Line

Rough distances by road along the Kincardine Line are as follows.

Alloa and Longannet – 8 miles
Alloa and Dunfermline Town – 15 miles
Alloa and Glenrothes with Thornton via Dunfermline Town – 30 miles

This would surely mean that Regional Battery Trains could work all these routes.

Trains would leave Alloa with full batteries after charging on the electrification from Edinburgh, Glasgow and Stirling.
Longannet and Dunfermline Town could be served by a return trip from Alloa on batteries.
Charging at the Fife end would only be needed for the Glenrothes with Thornton route.

Some might think, that this would mean the Kincardine Line needn’t be electrified. But I feel Talgo will want an electrified route to their factory, so trains can move in and out under electric power.

The Design Of The Kincardine Route

These are my thoughts on various topics, taken vaguely from West to East.

Alloa Station

Alloa station already has two tracks, but as the plans envisage two tph between Alloa and Longannet, I am fairly certain a second platform will be needed at Alloa.

There is certainly space, but the station would also need a bridge for passengers.

Perhaps, the architects will use something like this bridge design.

This step-free bridge won the Network Rail/RIBA Footbridge Design Competition, but has yet to be deployed on the UK rail network.

Will the two tph service between Alloa and Longannet continue West to Stirling?

I suspect the track layout with a passing loop at Cambus to add to the one at Alloa station will give sufficient track capacity, so I suspect there will be two tph between Longannet and Stirling.

Would both services terminate at Glasgow or would one go to Glasgow, with the other to Edinburgh?

Clackmannan Station

The small town of Clackmannan has a population of about 3,500 and used to be served by Clackmannan and Kennet station, which closed in 1930.

This Google Map shows the town of Clackmannan.

Note.

The Kincardine Line runs between the North West and South-East corners of the map, through the centre of the town.
The original Clackmannan and Kennet station was to the South-East of this map.

This second Google map shows an enlargement of part of the town.

It would appear that there is space for a station.

Only a single platform would be needed.
What is the plan for the development site?

It could be designed as a walkway station, as has been proposed for Magor and Undy station in Wales.

Kincardine Station

The Kincardine Line runs between the small town of Kincardine and the River Forth and Kincardine station closed in 1930.

This Google Map shows the railway alongside the river.

Note.

Kincardine Bridge crossing the Firth of Forth.
The bridge can be used by pedestrians and cyclists.
The Kincardine Line running along the river.
It is not a long walk between the town centre and the railway.
The blue dot to the South of the road junction marks the start of the Fife Coastal Path, which is over a hundred miles long.

Will the station be built in this area?

Longannet Station

Longannet power station was at the time of closure in 2016, the third-largest coal-fired power station in Europe.

This Google Map shows the site.

Note.

The actual power station is in the middle.
To the West is the coal store.
The Kincardine Line comes along the river and then loops North of the power station, before curving down to the river to go to the East.
There appears to be two triangular junctions either side of the coal store with a loop around the store to allow delivery of coal.

This second Google Map shows between the power station and the coal store.

Note.

The Kincardine Line running West-East across the map.
The triangular junction connecting it to the loop line around the coal store.
The coal conveyor that used to move coal from the store to the power station.

I’d certainly like to see the plans for the site, as it is one with a lot of potential.

There is space for a large rail-connected factory for Talgo.
The station could be placed at the most convenient place.
There is space for a two platform station to make sure a two tph service is possible.
There could be lots of housing and industrial units.
there could be waterside housing.
There could be a convenient rail service to Edinburgh, Glasgow and Stirling.

It could be a big development for the Central Belt of Scotland.

Onward To Dunfermline

I have followed the route to Dunfermline Town station in my helicopter and it doesn’t seem the most difficult of lines to reopen.

Unlike many lines like this, there doesn’t appear to be too many bridges or level crossings.
The connection to the Fife Circle Line looks to be adequate.

I have these thoughts.

Cn this section of the line, could more stations be added?
As the Fife Circle Line is not electrified, would battery electric trains be ideal?
Would turnround facilities be needed at Dunfermline Town stations.

But at the moment, the plan is only to go as far as Longannet.

Thoughts On The Stations

The stations would generally be very simple.

Alloa would be a two-platform station.
Longannet might need provision for a passing loop and a second platform, so extension to Dunfermline wouldn’t be difficult.
All other stations could be single platforms.
All stations would be step-free.

Only two-platform stations would need footbridges.

Final Thoughts On Electrification

Consider.

All services on the Fife Circle Line, Kincardine Line and the Levenmouth Rail Link could be run using Hitachi’s proposed Regional Battery Train, with a few charging facilities at selected stations.
Talgo will need an electrified line to Longannet
As Alloa and Dunfermline Town is only about 15 miles, a Regional Battery Train could run a return trip without recharging.

It would appear that only the single-track between Alloa and Longannet needs to be electrified.

Conclusion

This looks to be a good scheme.

September 6, 2020 Posted by AnonW | Transport/Travel | Battery-Electric Trains, Electrification, Fife Circle Line, Glenrothes With Thornton Station, Hitachi Regional Battery Train, Levenmouth Rail Link, Network Rail/RIBA Footbridge Design Competition | Leave a comment

Running Battery Electric Trains Between London Marylebone And Aylesbury

This post was suggested by Fenline Scouser in a comment to Vivarail Targets Overseas Markets, where they said.

I have long thought that one UK application that would make sense is the Marylebone – Aylesbury via Harrow on the Hill service, the intermediate electrified section lending itself to full recharge on each trip. ? stabling facility at Aylesbury with overnight charging.

It does look to be an idea worth pursuing.

Current And Future Services

Currently, the services between London Marylebone and Aylesbury are as follows.

London Marylebone and Aylesbury via High Wycombe
London Marylebone and Aylesbury via Amersham
London Marylebone and Aylesbury Vale Parkway via Amersham

All services are one train per hour (tph)

In the future, it is planned to extend the Aylesbury Vale Parkway service to Milton Keynes, according to information I found on the East West Rail web site.

It looks like the service will go via High Wycombe, Saunderton, Princes Risborough, Monks Risborough, Little Kimble, Aylesbury, Aylesbury Vale Parkway, Winslow and Bletchley.
The service will have a frequency of 1 tph.
Time between Milton Keynes and Aylesbury is quoted as 33 minutes.
Time between High Wycombe and Milton Keynes is quoted as 63 minutes.

Will this leave the Marylebone and Aylesbury are as follows?

1 tph – London Marylebone and Aylesbury via High Wycombe.
2 tph – London Marylebone and Aylesbury via Amersham

Passengers between London Marylebone and Aylesbury would have the same service.

Distances

These are a few distances, of which some have been estimated.

London Marylebone and Harrow-on-the-Hill – 9.18 miles.chains
Amersham and Harrow-on-the-Hill – 14.27 miles.chains – Electrified
Aylesbury and Amersham – 15.23 miles.chains
London Marylebone and High Wycombe – 28.11 miles.chains
Aylesbury and High Wycombe – 15.28 miles.chains
Aylesbury and Aylesbury Vale Parkway – 2.25 miles.chains
Aylesbury Vale Parkway and Calvert – 8.19 miles.chains
Aylesbury and Milton Keynes – 16.40 miles.chains – Estimated

Note that there are eighty chains to the mile.

Hitachi’s Regional Battery Train

Hitachi’s Regional Battery Train, is the only battery electric train intended for the UK network for which a detailed specification has been released.

This infographic from Hitachi gives the specification.

Note that ninety kilometres is fifty-six miles.

I would suspect that battery trains from other manufacturers, like Bombardier, CAF and Stadler, will have a similar specification.

Battery Electric Trains Between London Marylebone And Aylesbury

I’ll take each possible route in turn.

London Marylebone And Aylesbury Via Amersham

The three sections of the route are as follows.

London Marylebone and Harrow-on-the-Hill – 9.23 miles – Not Electrified
Harrow-on-the-Hill and Amersham – 14.34 – Electrified
Amersham and Aylesbury – 15.29 miles – Not Electrified

Note.

The total distance is 38.85 miles
A typical service takes just under twenty minutes to travel between Harrow-on-the-Hill and Amersham. This should be enough to fully charge the batteries.
A train going South from Harrow-on-the-Hill could reach London Marylebone and return.
A train going North from Amersham could reach Aylesbury and return.

I am fairly confident, that a battery electric train, with the range of a Hitachi Regional Battery Train could work this route.

London Marylebone And Aylesbury Vale Parkway Via Amersham

The four sections of the route are as follows.

London Marylebone and Harrow-on-the-Hill – 9.23 miles – Not Electrified
Harrow-on-the-Hill and Amersham – 14.34 – Electrified
Amersham and Aylesbury – 15.29 miles – Not Electrified
Aylesbury and Aylesbury Vale Parkway – 2.31 miles – Not Electrified

Note.

The total distance is 41.16 miles
A typical service takes just under twenty minutes to travel between Harrow-on-the-Hill and Amersham. This should be enough to fully charge the batteries.
A train going South from Harrow-on-the-Hill could reach London Marylebone and return.
A train going North from Amersham could reach Aylesbury Vale Parkway and return.

I am fairly confident, that a battery electric train, with the range of a Hitachi Regional Battery Train could work this route.

London Marylebone And Aylesbury Via High Wycombe

The two sections of the route are as follows.

London Marylebone and High Wycombe- 28.14 miles – Not Electrified
High Wycombe and Aylesbury – 15.35 miles – Not Electrified

Note.

The total distance is 43.50 miles
There is no electrification to charge the trains.

A battery electric train, with the range of a Hitachi Regional Battery Train will need charging to work this route.

However, with charging at both ends, this would be a route for a battery electric train.

At the London Marylebone end, there are two possible solutions.

Electrify the station traditionally, together with perhaps the tracks as far as Neasden, where the routes split. Either 750 VDC third-rail or 25 KVAC overhead electrification could be used.
Fit fast charging systems into all the platforms at the station.

Note.

Turnround times in Marylebone station are typically nine minutes or more, so using a charging system should be possible.
Power for the electrification should not be a problem, as the station is close to one of London’s central electricity hubs at Lisson Grove by the Regent’s Canal.

The final decision at Marylebone, would be one for the engineers and accountants.

At the Aylesbury end, it should be noted that much of the under twenty miles of track between Princes Risborough and Aylesbury and on to Aylesbury Vale Parkway and Calvert us single-track.

So why not electrify from Princes Risborough and Calvert, where the route joins the East West Railway?

The electrification in Aylesbury station could also be used to top-up trains going to London via Amersham.

I would use 25 KVAC overhead electrification, using lightweight gantries like these, which use laminated wood for the overhead structure.

There is also a video.

Electrification doesn’t have to be ugly and out-of-character with the surroundings.

London Marylebone And Milton Keynes Via High Wycombe, Aylesbury and Aylesbury Vale Parkway

The three sections of the route are as follows.

London Marylebone and High Wycombe- 28.14 miles – Not Electrified
High Wycombe and Aylesbury – 15.35 miles – Not Electrified
Aylesbury and Milton Keynes – 16.50 miles – Partially Electrified

Note.

The total distance is sixty miles
There is some electrification to charge the trains between Bletchley and Milton Keynes.

A battery electric train, with the range of a Hitachi Regional Battery Train should be able to work this route, if they can work London Marylebone and Aylesbury, with charging at Aylesbury.

Milton Keynes Central is a fully-electrified station.

The picture shows Platform 2A, which is South-facing electrified, five-car platform, which could be used by the Chiltern service.

Train Specification

Consider.

Chiltern Railway’s workhorse is a Class 168 train, which is a diesel multiple unit of up to four cars, with a 100 mph operating speed.
The longest leg without electrification could be London Marylebone and Aylesbury via High Wycombe, which is 43.5 miles.
Hitachi’s Regional Battery Train has a range of fifty-six miles.
As there is a need to work with London Underground electrification, a dual-voltage train will be needed.

So a battery electric train with this specification would probably be ideal.

Four cars
Ability to work with both 750 VDC third-rail and 25 KVAC overhead electrification.
100 mph operating speed.
Battery range of perhaps 55 miles.

Could the specification fit a battery-equipped Class 385 train, which will probably be built for Scotland?

Conclusion

I am convinced that battery electric trains can run between London Marylebone and Aylesbury, Aylesbury Vale Parkway and Milton Keynes stations.

The following would be needed.

A battery electric range of perhaps fifty-five miles.
Some form of charging at Marylebone and Aylesbury stations.

I would electrify, the single-track route between Princes Risborough and Aylesbury Vale Parkway.

September 4, 2020 Posted by AnonW | Transport/Travel | Aylesbury Line, Aylesbury Station, Aylesbury Vale Parkway Station, Bletchley Station, Charging Battery Trains, Chiltern Railways, Class 385 Train, East West Railway, Electrification, High Wycombe Station, Hitachi Regional Battery Train, Milton Keynes Central Station | Leave a comment

Bi-Modes Offered To Solve Waterloo-Exeter Constraints

The title of this post is the same as an article by Richard Clinnick in Issue 912 of Rail Magazine.

The article is in turn based on this Continuous Modular Strategic Planning document from Network Rail, which is entitled West of England Line Study 2020.

The document is probably best described, as a document, that will need a lot of digestion for a full reading, but it does provide the reasons for what is said by Richard Clinnick.

The Need For Bi-Mode Trains

This is the a slightly edited version of the start of the Rail Magazine article.

Bi-mode trains should be ordered as part of a scheme to improve the service offered on the West of England route between London Waterloo and Exeter St, Davids, according to Network Rail.

In their extensive study, NR explains that additional capacity could be achieved on the route not only through infrastructure improvements, but also through lengthening some services.

The Network Rail report says.

This cannot be achieved using the current rolling stock fleet currently in operation; which are coming to end of life. Therefore, in the medium term, the opportunity to introduce new,
potentially bi-mode, rolling stock capable of achieving faster journey times and providing more capacity should be considered.

The report also suggests that electric, battery and hydrogen are mentioned as possible power.

South Western Railway’s Short Term Solution

In the short term, South Western Railway (SWR) have reorganised the service to meet short term objectives, which are described fully in the Network Rail report, but can be summed up as follows.

There is a need for a capacity increase between London Waterloo and Basingstoke and Salisbury.
There is a need for a capacity increase between Axminster and Exeter St. Davids.

SWR’s solution has probably been strongly driven by the needs of COVID-19, which means that a greater amount of space must be provided for each occupied seat. In the last couple of weeks, I’ve made six journeys in SWR’s Class 159 trains and like most other travellers, I’ve had four seats to myself. The trains may be thirty years old, but like most British Rail trains of that era, they keep giving valuable service.

For most of the day, SWR seem to offer the following solution.

Nine-car formations of Class 159 trains work between London Waterloo and Salisbury stations at a frequency of two trains per hour (tph)
Six-car formations of Class 159 trains work between Salisbury and Exeter St. Davids stations, at a frequency of one train per two hours (tp2h)
Passengers use a one-way system at Salisbury to walk between the two trains.

Yesterday, I took SWR’s trains between Clapham Junction and Yeovil Junction stations to observe the working of the route and take a few pictures.

My Observations

These are my observations.

Salisbury Station

This Google Map shows Salisbury station and the nearby Salisbury Depot.

These are some pictures I took at the station.

Note that the train in the platform is a nine-car formation which is 207 metres long. I would estimate that the platforms are around 220-240 metres long.

Yeovil Junction Station

This Google Map shows Yeovil Junction station.

These are some pictures I took at the station.

Note that the two trains in the platforms are six-car formations which are 138 metres long. I would estimate that the platforms are around 140-50 metres long.

Replacement Of The Current Class 159 Trains With Bi-Mode Trains

Consider the following train lengths and capacities.

A nine-car formation of Class 159 trains – 207 metres – 588 seats
A six-car formation of Class 159 trains – 138 metres – 392 seats
A nine-car Class 802 train – 234 metres – 647 seats
A five-car Class 802 train – 130 metres – 326 seats
A pair of five-car Class 802 trains – 260 metres – 652 seats

The figures for Class 802 trains are taken from the trains that are in service for Great Western Railway (GWR).

The following timings should also be noted.

London Waterloo and Salisbury – One hour and thirty minutes
Turnback time at Salisbury – Up to thirty minutes
Salisbury and Exeter St. Davids – Two hours and six minutes
Turnback time at Exeter St. Davids – Trains appear to go to Exeter New Yard for refuelling.
Wait at Yeovil Junction – Fourteen minutes

Note.

The wait at Yeovil Junction station is so that trains can fit in with the large lengths of single-track on the West of England Main Line.
The need to refuel the diesel trains would appear to be a major constraint on running more services on the route.
Both legs of the journey have convenient times of one-and-a-half and two hours respectively.

Overall, I think the timings are helpful.

Hitachi’s Regional Battery Train

Hitachi have recently released details of their new Battery Regional train, which are summarised in this Hitachi infographic.

They have also signed an agreement with Hyperdrive Innovation to develop battery packs for their Class 80x trains, as I wrote about in Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains.

Looking at the length and capacity table, I displayed earlier, it would appear there are several ways to run the service between London Waterloo and Exeter St. Davids using Regional Battery Trains.

Run nine-car trains between London Waterloo and Exeter St. Davids
Run five-car trains between London Waterloo and Exeter St. Davids
Run nine-car trains between London Waterloo and Salisbury and five-car trains between Salisbury and Exeter St. Davids
Run a pair of five-car trains between London Waterloo and Salisbury and a single five-car train between Salisbury and Exeter St. Davids, with selective splitting and joining at Salisbury.

Alternatively, the route could be electrified. But that has a few obstacles and disadvantages.

Would the various jobsworths allow this substantial length of third-rail electrification?
Would there be serious objections to using overhead electrification?
Would the travellers on the route, be prepared for all the disruption?
There is also the excessive cost of electrification.

I also believe, that only limited small infrastructure improvements would be needed to replace the current diesel trains with battery electric bi-mode trains like the Regional Battery Trains.

Regional Battery Trains Between London Waterloo And Salisbury

Consider.

London Waterloo and Salisbury stations are 83.5 miles apart.
The fifty miles between London Waterloo and Worting Junction is fully electrified.
Only the 33.5 miles between Salisbury and Worting Junction are not electrified.
In the infographic, Hitachi are claiming a 90 kilometre or 56 mile battery range and a static charging time of between 10-15 minutes.

It would certainly appear, that if a train from London passed Worting Junction with full batteries, it would reach Salisbury. Also a train leaving Salisbury with full batteries would certainly reach Worting Junction and the electrification.

There would be three ways of charging the Regional Battery Trains at Salisbury.

Fit a number of charging stations on the platforms.
Install 25 KVAC overhead electrification.
Install 750 VDC third-rail electrification.

I prefer Option 3 in a station like Salisbury.

It would be easy to install and British Rail probably drew up detailed plans several times, when full third-rail electrification was under consideration.
The trains will be fitted with third-rail shoes to access the third-rail electrification on the way to London.
Because of the depot, there’s probably a good power supply.
For increased safety, modern electrical design, could mean that power was only switched on when a train is connected.

As trains currently wait for some time in Salisbury, it would be likely, that trains would leave the station with a full battery.

Regional Battery Trains Between London Salisbury And Exeter St Davids

Consider.

Salisbury and Exeter St. Davids stations are 88.5 miles apart.
There is no electrification.
Yeovil Junction station is approximately half way and is 49.5 miles from Exeter St. Davids and 39 miles from Salisbury.
Typically, trains wait at Yeovil Junction station for up to fourteen minutes, to get through the single-track sections.

I believe that a similar method of charging to that at Salisbury could be used at Yeovil Junction.

There would also need to be charging at Exeter St. Davids station.

This Google Map shows Exeter St. Davids station.

Services from London Waterloo and Salisbury currently turnback at Exeter St. Davids station in the following manner.

They arrive from the track running to the station from the South East.
They unload passengers in Platform 1 which is the long platform on the East side of the station.
It seems that they then continue through the station to New Yard, where they refuel and do other things, that Class 159 trains do after a long journey.
At the appropriate time, they return to Platform 1, where they load up with passengers and leave by the way they arrived.

If a charging system or electrification, were to be added to Platform 1, the trains would be able to fill up in the station.

Currently, it appears that the Class 159 trains take over an our to do this complicated manoeuvre.
Hitachi are quoting a charging time of 10-15 minutes for their Regional Battery Train.

Could valuable minutes be saved, that would enable a more passenger-friendly timetable?

Charging Regional Battery Trains At Yeovil Junction Station

Currently, the timetable is arranged like this.

The Salisbury to Exeter St. Davids train and the Exeter St. Davids to Salisbury trains pass at Yeovil Junction station.
Both trains wait in the station for nearly fifteen minutes, which is an adequate time to fully-charge the batteries.

The picture shows the two trains in the platform together.

Currently, the timetable would seem to be ideal for battery electric train operation between Salisbury and Exeter St. Davids stations.

A Possible Timetable Between London Waterloo And Exeter St. Davids

It did occur to me, that South Western Railway might be running a timetable, that could possibly be designed for Regional Battery Trains.

A nine-car formation between London Waterloo and Salisbury could be replaced with a nine-car or a pair of five-car Regional Battery Trains.
A six-car Salisbury and Exeter St. Davids could be replaced by a five-car Regional Battery Train.
Trains could pass at Gillingham station between Salisbury and Yeovil Junction, as it is a two-platform station about half-way.
Trains could pass at Honiton station between Yeovil Junction and Exeter St. Davids, as it is a two-platform station about half-way.

I think if it was needed, that two tph would be possible not only between London Waterloo and Salisbury, but also between London Waterloo and Exeter St. Davids.

I also think that the following detailed service pattern would be possible.

A pair of five-car Regional Battery Trains would leave London Waterloo at a frequency of two tph.
The front train would be for passengers for all stations between London Waterloo and Exeter St. Davids.
The rear train would only be for passengers for all stations between London Waterloo and Salisbury.
On arrival at Salisbury, both trains would charge their batteries.
When the batteries were fully-charged, the two trains would split.
The front train would continue on its journey to Exeter St. Davids, leaving the rear train in the platform.
The Exeter St. Davids to London Waterloo service would arrive at Salisbury and join to the train in the platform.
The pair of trains would then run to London Waterloo.

This service pattern has the big advantage that passengers travelling between a station East of Salisbury and one to the West of Salisbury, will not have to change trains

All stations on the line also get a two tph service.
Services would be the same or better on the whole route, to the pre-COVID-19 timetable.
There would be extra capacity between London and Basingstoke.

August 28, 2020 Posted by AnonW | Transport/Travel | Basingstoke Station, Class 159 Train, Electrification, Exeter St. Davids Station, Hitachi Regional Battery Train, Salisbury, Waterloo Station, Yeovil Junction Station | 1 Comment

Beeching Reversal – Magor And Undy Walkway Station

This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

I actually covered this proposal before in ‘Walkway’ Rail Station Plan For Magor As M4 Relief Road Scrapped,

I’ll repeat the start of that post.

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

These are the introductory paragraphs.

A village heavily affected by the decision to scrap the planned M4 relief road is bidding for help to build a £7m railway station there.

Residents of Magor in Monmouthshire have the mainline rail service to London running through the village, but no station.

They want to create a “walkway” station – one with no car parking that travellers will walk or cycle to.

The original Magor station was shut in the Beeching cuts in November 1964.

The Villages Of Magor And Undy

This Google Map shows the villages of Magor and Undy and their relationship to the roads and railway in the area.

Note.

The Northern motorway is the M48, which leads to the original Severn Bridge.
The Southern motorway is the M4, which leads to the newer Second Severn Crossing.
Between the two lies the South Wales Main Line, with the two stations; Severn Tunnel Junction and Caldicot.
At the Western end of the map, the railway runs between the two villages of Magor and Undy.

This second Google Map shows the villages.

Note.

The M4 running East-West to the North of Magor.
Magor services is in the North-West corner of the map.
The South Wales Main Line running through the villages.

There certainly seems to be a lot of housing to provide passengers for the new station.

The Location Of Magor And Undy Station

On this web page on Rail Future, which is entitled Magor, this is said.

The station site is where the B4245 road passes closest to the railway line. The Monmouthshire County Council traffic survey shows that some 11 – 12,000 cars a day pass along this road through the middle of the villages. The shift from car to train use is primarily aimed at capturing those who at present are not prepared to drive the two and half miles to the east just to catch the train at Severn Tunnel Junction to travel the two and a half miles back passing their homes for the seven and a half mile journey into Newport, and hence at present use their car for the whole journey instead. The site also has the advantage of direct integration with the buses as the bus services pass the entrance to the site of the proposed Station and Community centre every half an hour.

This Google Map shows the B4245 road and the railway.

Note.

The B4245 curving across the map.
There are already two bus stops, which are marked by blue dots.
There is a footbridge over the railway, which doesn’t appear to be step-free.

As Rail Future is probably correct, the position of the station is fairly obvious.

Various documents on the Internet talk about the station being built on the Three Field Site, which the local council bought for community purposes some years ago. Could the triangle of land between the B4245 and the railway, be this site?

Thoughts On The Station

Reading the web page on Rail Future, the following seems to be stated.

The platforms will be on the two outside tracks of the four through the station. These are the Relief Lines.
The two Fast Lines will be in the centre.
Existing crossovers will allow trains from the Fast Lines to call in the station.

Unlike at other proposed stations to the West of Newport, the tracks will not need major works to slew them to accommodate the new platforms.

I would also do the following.

Incorporate Wide Platforms

This picture was taken of the new platform at Stevenage station.

If the station gets busy, a wide platform will ease loading and unloading.

As Magor and Undy station, will be one that encourages passengers to cycle to the station, would a wide platform make it easier for passengers, who are travelling with bicycles?

Step-Free Between Train And Platform

Greater Anglia are using similar trains to South Wales and the Stadler Flirts in East Anglia offer step-free access between train and platform, as this picture shows.

South Wales should offer a similar standard of step-free access. as it eases access and cuts train delays.

A Step-Free Footbridge

In Winner Announced In The Network Rail Footbridge Design Ideas Competition, I wrote how the competition was won by this bridge.

So could a factory-built bridge like this be installed at Magor and Undy station?

The bridge can be sized to fit any gap.
If the platforms were wide enough, I think it would be possible.
It can have lifts that can take bicycles.
A bridge like this would also reduce the cost.

So the station can have a stylish, affordable, fully step-free footbridge.

A Walkway Along The Railway

It strikes me that a walkway on the Southern side of the railway to connect the communities South of the railway to the station could be very useful.

Electrification

The South Wales Main Line is electrified between London and Cardiff and Great Western Railway’s Class 802 trains between London and Swansea, change between electricity and diesel at Cardiff Central station.

All four lines at Severn Tunnel Junction appear to be electrified, so will all four lines at Magor and Undy station be electrified?

They certainly should be, to improve the reliability of electric services between London and South Wales.

Train Services

I suspect that the calling pattern of train will be similar to that at Severn Tunnel Junction, which is the next station to the East. The Wikipedia entry for Severn Tunnel Junction says this about services at that station.

The station is served by two main routes – Transport for Wales’ Cheltenham Spa to Cardiff Central and Maesteg via Chepstow local service and Great Western Railway’s Cardiff to Taunton via Bristol line. Both run hourly on weekdays & Saturdays, albeit with some two-hour gaps on the Chepstow line. In the weekday peaks, certain Cardiff to Portsmouth Harbour also stop here, whilst there is a daily train to Fishguard Harbour. CrossCountry also provides very limited services to/from Manchester Piccadilly via Bristol and to Nottingham via Gloucester and Birmingham New Street.

On Sundays, the Bristol to Cardiff service is once again hourly (and runs to/from Portsmouth) whist the Cheltenham service is two-hourly.

I think that this could result in these train frequencies in trains per hour (tph), from Magor station.

Caldicot – 2 tph
Cardiff Central – 4 tph
Cjeltenham – 1 tph
Chepstow – 2 tph
Gloucester – 1 tph
Newport – 4 tph
Severn Tunnel Junction – 4 tph

Note.

I have assumed that the CrossCountry services don’t stop.
As there seem to be proposals to add extra stations between Newport and Cardiff Central, these new stations could also get a service with a frequency of between two and four tph.

Working on rules that apply in Liverpool and London, and may apply to the South Wales Metro, I think that a Turn-Up-And-Go service of a train every fifteen minutes is needed between Magor and Undy station and the important Newport and Cardiff stations.

Battery Electric Trains Along The South Wales Main Line

The railways are being decarbonised and plans will have to be made to run all secondary services on the South Wales Main Line without diesel.

Hitachi have already played their cards, with the announcement of a Regional Battery Train, which will be created by replacing some of the numerous diesel engines on a Class 802 train with battery packs.

This is Hitachi’s infographic for the train.

The range of ninety kilometres or fifty-six miles is interesting.

Cardiff Central and Swansea are 46 miles apart, so with a charging facility at Swansea, Great Western Railway could run diesel-free between London Paddington and Swansea.
I suspect too, that destinations to the West of Swansea could also be served with intelligent placing of a second charging facility at perhaps Carmarthen.

But it’s not just Hitachi, who have made plans for battery electric trains.

Transport for Wales have ordered twenty-four Stadler Class 756 trains, which are tri-mode and can run on electrification, diesel or battery power.
Transport for Wales have also ordered eleven Stadler Class 231 trains, which are only bi-mode.
Both these fleets seem very similar to Greater Anglia’s Class 755 trains, which Stadler have said can be converted to 100 mph tri-mode operation, with perhaps a forty mile range on battery power.
I have ridden several times in Class 755 trains and without doubt, they are one of the best diesel-powered trains, I have used in the UK.

So I don’t think it is unreasonable to believe that Transport for Wales have the capability to run battery electric services with the fleet they have ordered given a few simple upgrades, that may already be planned for Greater Anglia.

But will the Welsh train builder; CAF, be happy with Hitachi and Stadler running their battery electric trains at high speed past their factory and onward to England and West Wales?

I doubt it and CAF have already made a response.

In Northern’s Battery Plans, I said this about CAF’s plans to create a battery electric Class 331 train for Northern.

It appears that CAF will convert some three-car Class 331 trains into four-car battery-electric trains.

A three-car Class 331 train has a formation of DMSOL+PTS+DMSO.
A fourth car with batteries will be inserted into the train.
Batteries will also be added to the PTS car.

I suspect that CAF would be happy to convert some of Transport for Wales order for diesel Class 197 trains into one for suitable battery electric trains.

I believe some of the services that are planned to be run by these diesel trains into Birmingham, Liverpool and Manchester, appear to be ideal routes for battery electric trains.

These diesel trains will still be serviceable in 2060, which will be long past the cut-off date for diesel trains in the UK.

So why not replace them before they are built?

The CAF Civity train is modular, so I doubt it would make much difference to CAF’s manufacturing process.
The diesel version of the Civity has a noisy transmission compared to the electric version.

It would surely, be better for CAF’s marketing.

Could the various routes through Magor be operated by battery electric trains?

These are my thoughts on the various routes.

Maesteg And Cheltenham Spa

This service is hourly and run by Transport for Wales.

Currently, the service seems to be running to Gloucester.
Maesteg and Cardiff Central is not electrified and 28.5 miles long.
Trains seem to take over 8-9 minutes to turn back at Maesteg.
Cardiff Central and Severn Tunnel Junction is electrified.
Severn Tunnel Junction and Gloucester is not electrified and is 35 miles long.
Trains seem to take over 25 minutes to turn back at Gloucester.

It certainly looks that with charging facilities at Maesteg and Gloucester, this service could be run by a battery electric train with a range of forty miles on battery power.

Fishguard And Gloucester

This service is occasional and run by Transport for Wales.

The problem with this service will be to the West of Swansea.

But if Great Western Railway and Transport for Wales put their heads and services together, I feel there is a cunning plan to run battery electric trains to Fishguard, with perhaps charging facilities at Fishguard, Carmarthen and Swansea.

Cardiff And Bristol Temple Meads

This service is two tph and run by Great Western Railway.

On the Welsh side of the Severn Tunnel, this could be an electric service.

On the English side, there is only ten miles of line without electrification between the South Wales Main Line and Bristol Temple Meads station.

This service in wales can be considered an electric service, as it is only onwards from Bristol Temple Meads to Taunton and Portsmouth Harbour, that charging facilities will be needed.

Conclusion

I like this scheme and as it looks like the trains will be running on electric power, through Magor and Undy station, it could be a very good one.

August 26, 2020 Posted by AnonW | Transport/Travel | Battery-Electric Trains, CAF, Great Western Railway, Hitachi Regional Battery Train, Magor Station, South Wales Metro, Stadler, Step-Free, Transport for Wales | 5 Comments

Beeching Reversal – Goodrington and Churston Stations

This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

I wrote about a similar project, that had been proposed by the Association of Train Operating Companies in Between Exeter And Paignton. after I visited Devon, three years ago.

The basic idea is described in a section called Plans in the Wikipedia entry for the Riviera Line, where this is said.

In 2009 the Association of Train Operating Companies identified Brixham as one of fourteen towns for which the provision of a new railway service would have a positive benefit-cost ratio. This would be an extension of the Great Western Railway service beyond Paignton to Churston station on the Paignton and Dartmouth Steam Railway, which would then act as a railhead for Brixham. It would also serve other housing developments in the area since the opening of the steam railway, and may require the doubling of that line between Paignton and Goodrington Sands.

This Google Map shows between Paignton and Goodrington Sands stations.

Note.

Paignton station is marked by a station sign towards the top of the map.
Goodrington Sands station is towards the bottom of the map.

The two stations seem well placed to serve the serve the town of Paignton and its beaches.

This second Google Map shows the Goodrington Sands and Churston stations in relation to Brixham and Berry Head.

Note.

Goodrington Sands station is at the top of the map.
Two other stations on the Dartmouth Steam Railway are shown; Greenway Halt and Churston.
Churston station is the most Northerly of the pair.

Churston station looks well-placed for Brixham.

These are my thoughts.

The Current Train Service

The train service between Paignton and Exeter St. Davids is run by Great Western Railway.

There are basically two services,

A two train per hour (tph) service between Paignton and Exmouth via Torquay and Exeter St. Davids. I have used it and it is a useful local service for commuters, shoppers and visitors, although it could do with some modern trains.
Occasional trains during the day to London Paddington.

There are also some CrossCountry trains going to and from Manchester Piccadilly.

The Dartmouth Steam Railway also runs trains between Paignton and via Goodrington Sands and Churston.

Hitachi’s Regional Battery Train

This train is described in this infographic from Hitachi.

I believe it will revolutionise rail travel in the South West of England, as shorter lengths of electrification, will enable this train based on current Class 800 and Class 802 trains to run all-electric services between London Paddington and Exeter St. Davids, Newquay, Paignton, Penzance and Plymouth.

Exeter St. Davids As A Hub For Battery Electric Trains

Exeter St. Davids station could become a major hub for battery electric trains.

These are distances to various stations.

Barnstaple – 39 miles
Exmouth – 11 miles
Paignton – 28 miles
Plymouth – 52 miles
Taunton – 32 miles
Yeovil Junction – 49 miles

All of these would be in range of a Hitachi Regional Battery Train or any battery electric train with sufficient range, that was fully-charged at Exeter St. Davids station.

The station has plenty of space and several long platforms, so I believe it would make an ideal hub for battery electric trains.

Could Battery Electric Trains Work The Riviera Line?

The Riviera Line was designed by Brunel for atmospheric power. Perhaps, he had observed the weather and felt the massive seas would make it difficult for for the steam locomotives of the day?

As an Electrical Engineer, I certainly couldn’t recommend electrifying through Dawlish with 25 KVAC overhead wires.

I took the picture from an InterCity 125 in 2011 and the seas seem to have got worse. Remember, that the line was washed away at Dawlish in February 2014.

But Hitachi’s Class 802 trains, seem to be handling the route on diesel power, without too much trouble.

I would expect that if one or more of the diesel engines are swapped for battery packs that the performance in heavy seas will not be worse.

But the biggest advantage of battery electric trains on the Riviera Line would surely be one of marketing.

And not just of the environmentally-friendly train service by Great Western Railway and CrossCountry, but by Hitachi in the marketing of their trains all over the world.

The only minor problem, I can see, could be the provision of charging at Paignton, as a 28 mile journey twice might be on the limit of the range of a battery electric train. Unless of course, bigger batteries were fitted!

A Splash-and-Dash At Newton Abbott

Newton Abbott station is roughly halfway between Plymouth and Exeter St. Davids and might be needed to give a Splash-and-Dash to trains between Devon’s two cities.

Some trains terminate at the station and others seem to take a leisurely stop at the station, so it could be a valuable calling point in a discontinuous electrification strategy.

Edginswell Station

Wikipedia has an entry for a new Edginswell station.

This is said.

Edginswell railway station is a proposed station in the Edginswell area of Torquay, Devon. The station would be located on the Riviera Line between Newton Abbot and Torre stations. Edginswell will be the location of employment and housing development and the new station will support this development. The station would also serve Torbay Hospital, The Willows retail park and the Torquay Gateway development area.

Plans for the station are being developed by Network Rail and Devon County Council.

This Google Map shows the area, where I think the station could be built.

Note.

The large red dot indicates Edginswell.
The main road across the map, was built on the North side of the Riviera Line.
The Willows retail park lies to the North of the Hospital on the other side of the road and the railway.
Torbay Hospital lies in the bend of the road and the railway.

This second Google Map shows an enlargement of the area to the North of the large red dot in the previous map.

Note.

The A380 or South Devon Expressway leaving the map to the North-West. This road connects Torquay and the neighbouring towns and villages to the A38 and M5, which connect to the rest of the UK Motorway network.
The Riviera Line passing across the North-East corner of the map.

Could this be the position to build a large Park-and-Ride station?

It is a sizeable site, with good rail and road connections.
I would estimate that the distance between Edginswell and Churston is under ten miles.
Frequent electric shuttle buses could take people to the hospital and the nearby retail parks.
Battery electric shuttle trains with a frequency of up to four tph could run between Exeter St. Davids and Paignton or another suitable terminal.
Shuttle trains could charge at Edginswell and probably manage two round trips in an hour.
This article on DevonLive is entitled Gridlocked Devon: Pollution – The Invisible Killer On Devon’s Roads, says a lot in the title.
Long distance trains run by Great Western Railway or CrossCountry could call.
Could some heritage trains terminate at Edginswell station?
Would a Park-and-Ride station allow some of the land taken up by car parking along the coast, to be released for other purposes, more in tune with today’s mood?

It would be very interesting to see what would happen, if Edginswell station was built as a Park-and-Ride station with a Turn-Up-and-Go service to Torquay and Paignton and their beaches.

Paignton Station

This Google Map shows Paignton station.

Note.

The station has three National Rail platforms and one heritage platform for the Dartmouth Steam Railway.
There is also a level crossing at the Northern end of the station, where Torbay Road crosses the railway.

Obviously, I don’t know the definitive answer, but would fitting a Fast Charge system to charge battery trains into the station be difficult because of the lack of space.

Goodrington Sands Station

This Google Map shows Goodrington Sands station.

Note.

Goodrington Sands station has two platforms.
There is a comprehensive track layout between Paignton and Goodrington Sands stations.
South of Goodrington Sands station, the line becomes single-track
Goodrington Sands station appears to be surrounded by car parks.
The only bridge across the railway appears to be at the North end of the station.

I think that a well-designed Goodrington Sands station could feature the following.

Charging for battery trains.
There might be a bay platform to turn and charge trains.
A step-free bridge across the tracks.
Easy walking routes to the nearby attractions.
At least four tph to and from Edginswell, if that is built as a Park-and-Ride station.

Churston Station

This Google Map shows Churston station.

Note.

Churston station is towards the South-West corner of the map.
The station has two platforms.

Until I see the station, I am inclined to think, that the site would be a difficult one, in which to fit a Fast Charge system.

Conclusion

I can see the addition of Goodrington Sands and Churston turning the Riviera Line into a Coastal Metro between Exmouth and Churston.

I do think, the following would make it the ultimate rail line for the area.

A Park-and-Ride station at Edginswell.
Battery electric operation.
A Turn-Up-and-Go frequency of four tph, between Exeter St. Davids and Churston.
Two tph between Exmouth and Churston.
One tph between London Paddington and Churston.
One tph between Manchester Piccadilly and Churston.

It may be that some trains will turn back at Paignton or Goodrington Sands.

There are certainly a lot of possibilities.

August 19, 2020 Posted by AnonW | Energy Storage, Transport/Travel | Beeching Reversal, Beeching Reversal - Heritage Project, Churston Station, CrossCountry Trains, Dartmouth Steam Railway, Dawlish Weather Problems, Exeter St. Davids Station, Goodrington Sands Station, Great Western Railway, Hitachi Regional Battery Train, Isambard Kingdom Brunel, Paignton, Riviera Line | 1 Comment

Replacement Of South Western Railway’s Class 158/159 Trains

South Western Railway use Class 158 and Class 159 trains on the following routes.

London Waterloo and Salisbury (and Yeovil Pen Mill)
London Waterloo and Exeter St Davids
Romsey and Salisbury
Salisbury and Bristol Temple Meads

The two types of train are very similar, with the Class 159 trains being converted from Class 158 trains.

There are ten two-car Class 158 trains in service with South Western Railway. which have a capacity of around 140 seats
There are thirty three-car Class 159 trains in service with South Western Railway, which have a capacity of 196 seats
Each car has a diesel engine driving two axles through a hydraulic transmission.
Both trains have an operating speed of 90 mph.
The trains are all around thirty years old.

I took these pictures on my trip to Basingstoke station on Friday, when I rode in nine-car formation of three Class 159 trains both ways.

Note.

For much of the route between Clapham Junction and Basingstoke, the trains were doing just a few mph short of ninety on the 100 mph route.
The interiors are fairly spacious and I got a table seat both ways.

As diesel multiple units go, there are worse ones in service in the UK. And I don’t mean Pacers.

Replacement Possibilities

Ideally, these trains should be replaced with zero-carbon trains.

As most of the routes, on which the trains run are not-electrified, there must either be a lot of new third-rail electrification or battery electric trains must be used.

These are my thoughts for the various trains.

Two-Car Class 158 Train

These trains have the following specification.

Length – 46 metres
Seats – 140
Operating Speed – 90 mph

In Converting Class 456 Trains Into Two-Car Battery Electric Trains, I stated that these Class 456 battery electric trains would have the following specification.

Seats – 113
Range on Battery Power – 30-40 miles
Operating Speed – 75 mph

I also felt that as the trains would receive a new AC traction system, that the operating speed could be increased to perhaps 90 mph.

I wouldn’t be surprised to find, that a professional conversion capitalising on Alstom’s work to create the Class 600 hydrogen train, could turn a Class 456 train into a battery electric replacement for a two-car Class 158 train.

Three-Car Class 159 Train

These trains have the following specification.

Length – 69 metres
Seats – 196
Operating Speed – 90 mph

Could these be replaced with a three-car Class 456 battery electric train, lengthened by the addition of a Trailer Car from a Class 321 train, that has been converted to a Class 600 hydrogen train?

As most Class 159 trains probably work in longer formations, this could be a possibility, to replace units working alone.

Two Three-Car Class 159 Trains Working As A Six-Car Formation

These trains have the following specification.

Length – 138 metres
Seats – 392
Operating Speed – 90 mph

This formation would be impossible for Class 456 battery electric trains, so it must be a case for calling up the heavy brigade, in the shape of Hitachi’s Regional Battery Train, which is described in this Hitachi infographic.

A five-car version of this train could have the following specification.

Length – 130 metres
Seats – 326
Range on battery power – 56 miles
Operating Speed – 100 mph
It would probably be able to work with both 25 KVAC overhead and 750 VDC third-rail electrification.

Note.

More seats could probably be fitted if needed.
Platforms where the trains would work can already accept nine-car Class 159 trains, which are 207 metres long.
The trains would charge the batteries using the electrification between London Waterloo and Basingstoke.
Fast Charge facilities would also be needed at some intermediate and terminal stations like Bristol Temple Meads, Exeter St. Davids, Salisbury, Westbury and Yeovil Junction.
These trains would be ten mph faster than the Class 159 trains and this may enable the saving of a few minutes between London Waterloo and Basingstoke stations.

A six-car version would be possible, if more capacity is needed.

Three Three-Car Class 159 Trains Working As A Nine-Car Formation

These trains have the following specification.

Length – 207 metres
Seats – 588
Operating Speed – 90 mph

An eight-car version of Hitachi’s Regional Battery Train could have the following specification.

Length – 208 metres
Seats – 522
Range on battery power – 56 miles
Operating Speed – 100 mph
It would probably be able to work with both 25 KVAC overhead and 750 VDC third-rail electrification.

Note.

More seats could probably be fitted if needed.
Platforms where the trains would work can already accept nine-car Class 159 trains, which are 207 metres long.
The trains would charge the batteries using the electrification between London Waterloo and Basingstoke.
Fast Charge facilities would also be needed at some intermediate and terminal stations like Bristol Temple Meads, Exeter St. Davids, Salisbury, Westbury and Yeovil Junction.
These trains would be ten mph faster than the Class 159 trains and this may enable the saving of a few minutes between London Waterloo and Basingstoke stations.

A nine-car version would be possible, if more capacity is needed.

More Capacity Between London Waterloo And Basingstoke

London Waterloo and Basingstoke was very busy before COVID-19 and it needed more capacity.

All the express passenger trains are capable of 100 mph, with the exception of the diesel Class 158 and Class 159 trains, which can only do 90 mph.
If these diesel trains were to be replaced by Hitachi’s Regional Battery Trains, these trains will be able to do 100 mph on battery power.

This speed increase will enable faster journey times and increase capacity.

But between London Waterloo and Basingstoke, they will be using the third-rail electrification.
Class 800 and Class 801 trains, which are cousins of the Regional Battery Train are currently able to do 125 mph between London Paddington and Swindon and London Kings Cross and Doncaster.
London and Doncaster is being upgraded to 140 mph running.

So will we see 125 mph running between London Waterloo and Basingstoke? I will be very surprised if we didn’t, before 2030.

Charging The Batteries

Much of the charging of batteries will be performed whilst running on electrified lines.

But as I indicated there will need to be Fast Charge facilities at intermediate and terminal stations.

The Need For A Universal Fast Charge Facility For All Battery Electric Trains

If you look at Salisbury for example, the facility would need to be able handle all types of battery electric trains. So the Government, Network Rail and the Office of Road and Rail must come up with a universal design of charging facility that can be used by all battery electric trains.

Standard UK electrification, which can be either 25 KVAC overhead or 750 VDC third-rail, can obviously be used, as all battery electric trains will be designed to be able to charge the batteries, whilst running on electrified lines.

But a Universal Fast Charge system is surely needed, that can charge every battery electric train running on the UK rail network.

Splash-and-Dash At Yeovil Junction Station

But I believe that trains like Hitachi’s Regional Battery Train, when working long routes like Salisbury and Exeter will need the equivalent of Formula One’s Splash-and-Dash, where a fast pit-stop enabled cars to complete the race in the most economic manner.

If you look at timings between Salisbury and Exeter on Real Time Trains, you find the following.

Salisbury and Exeter is 88.5 miles
Salisbury and Yeovil Junction is 39 miles
Yeovil Junction and Exeter St. Davids is 50 miles
Trains seem to be timed to wait between 8-14 minutes at Yeovil Junction station.
At several times during the day the Westbound and Eastbound services pass at Yeovil Junction station.

I would assume the wait and the passing, are so that trains can safely navigate the sections of single-track line, that are a legacy of British Rail’s policy of saving money, that affectively ruined the efficiency of sections of the network.

It would appear that a well-designed Universal Fast Charge facility at Yeovil Junction station could enable battery electric trains to run between Salisbury and Exeter St Davids stations, without any adjustment to the existing timetable.

This Google Map shows Yeovil Junction station.

Note.

Yeovil Junction station is in the South West corner of the map.
The West of England Main Line passes East-West through the station.
The station has two platforms.
The two lines running North to Yeovil Pen Mill and Westbury stations.
The line running between the North side and the South-East corner of the map is the Heart of Wessex Line, between Yeovil Pen Mill in the North and Weymouth in the South.
Most links between the West of England Main Line and the Heart of Wessex Line have been removed.

The station doesn’t appear short of space.

Great Western Railway’s Gloucester And Weymouth Service

If a link between Yeovil Junction station and the Heart of Wessex Line towards Weymouth, this would enable Great Western Railway’s Gloucester and Weymouth service to call at both Yeovil stations, with a reverse at Yeovil Junction.

It would surely, improve the train service for the town of Yeovil.

If in the future, it was desired to run the Gloucester and Weymouth service using a battery electric train, Yeovil Junction station could be used to charge the train’s batteries.

Vivarail’s Fast Charge System

Vivarail’s Fast Charge system has been patented and demonstrated and this could be used with both the battery electric Class 456 train and Hitachi’s Regional Battery Train.

So it could be used as an initial design for a Universal Fast Charge system.

Conclusion

A mix of these battery electric trains could probably replace the Class 158 and 159 trains.

Two-car Class 456 train
Three-car Class 456 train
Five-car Hitachi Regional Battery Train
Eight-car Hitachi Regional Battery Train

Note.

Universal Fast Charge facilities would also be needed at some intermediate and terminal stations like Bristol Temple Meads, Exeter St. Davids, Romsey, Salisbury, Westbury and Yeovil Junction.
Services between London Waterloo and Basingstoke could be faster.

These rebuilt and new trains would fully decarbonise South Western Railway.

August 16, 2020 Posted by AnonW | Energy Storage, Transport/Travel | Charging Battery Trains, Class 158 Train, Class 159 Train, Class 456 Train, Class 600 Train, COVID-19, Global Warming/Zero-Carbon, Hitachi Regional Battery Train, South Western Railway | 6 Comments

CrossCountry’s Bournemouth And Manchester Piccadilly Service

Whilst I was at Basingstoke station yesterday one of CrossCountry‘s services between Bournemouth and Manchester Piccadilly came through, so I took these pictures.

It was a long formation of Class 220 trains.

Could This Service Be Replaced By Hitachi Regional Battery Trains?

This Hitachi infographic gives the specification of the Hitachi Regional Battery Train.

I feel that in most condition, the range on battery power can be up to 56 miles.

I can break the Bournemouth and Manchester Piccadilly route into a series of legs.

Bournemouth and Basingstoke – 60 miles – 750 VDC third-rail electrification
Basingstoke and Reading – 15.5 miles – No electrification
Reading and Didcot North Junction – 18 miles – 25 KVAC overhead electrification
Didcot North Junction and Oxford – 10 miles – No electrification
Oxford and Banbury – 22 miles – No electrification
Banbury and Leamington Spa – 20 miles – No electrification
Leamington Spa and Coventry – 10 miles – No electrification
Coventry and Manchester Piccadilly – 101 miles – 25 KVAC overhead electrification

Note.

63 % of the route is electrified.
The short 15.5 mile gap in the electrification between Basingstoke and Reading should be an easy route for running on battery power.
But the 62 mile gap between Didcot North Junction and Coventry might well be too far.

The train would also need to be able to work with both types of UK electrification.

If some way could be found to bridge the 62 mile gap reliably, Hitachi’s Regional Battery Trains could work CrossCountry’s service between Bournemouth and Manchester Piccadilly.

Bridging The Gap

These methods could possibly be used to bridge the gap.

A Larger Battery On The Train

If you look at images of MTU’s Hybrid PowerPack, they appear to show a basic engine module with extra battery modules connected to it.

Will Hitachi and their battery-partner; Hyperdrive Innovation use a similar approach, where extra batteries can be plugged in as required?

This modular approach must offer advantages.

Battery size can be tailored to routes.
Batteries can be changed quickly.

The train’s software would know what batteries were fitted and could manage them efficiently.

I wouldn’t be surprised to see Hitachi’s Regional Battery Train able to handle a gap only six miles longer than the specification.

Battery And Train Development

As Hitachi’s Regional Battery Train develops, the following should happen.

Useable battery capacity will increase.
The train will use less electricity.
Actions like regenerative braking will improve and recover more electricity.
Driving and train operating strategies will improve.

These and other factors will improve the range of the train on batteries.

A Charging Station At Banbury Station

If some form of Fast Charge system were to be installed at Banbury station, this would enable a train stopping at Banbury to take on enough power to reliably reach Oxford or Coventry depending, on their final destination.

This method may add a few minutes to the trip, but it should work well.

Electrification Of A Section Of The Chiltern Main Line

This could be an elegant solution.

I have just flown my helicopter between Bicester North and Warwick Parkway stations and these are my observations.

The Chiltern Main Line appears to be fairly straight and has received a top class Network Rail makeover in the last couple of decades.
There are a couple of tunnels, but most of the bridges are new.
Network Rail have done a lot of work on this route to create a hundred mph main line.
It might be possible to increase the operating speed, by a few mph.
The signalling also appears modern.

My untrained eye, says that it won’t be too challenging to electrify between say Bicester North station or Aynho Junction in the South and Leamington Spa or Warwick Parkway stations in the North. I would think, that the degree of difficulty would be about the same, as the recently electrified section of the Midland Main Line between Bedford and Corby stations.

The thirty-eight miles of electrification between Bicester North and Warwick Parkway stations would mean.

The electrification is only eight-and-a-half miles longer than Bedford and Corby.
There could be journey time savings.
As all trains stop at two stations out of Banbury, Leamington Spa, Warwick and Warwick Parkway, all pantograph actions could be performed in stations, if that was thought to be preferable.
Trains would be able to leave the electrification with full batteries.
The electrification may enable some freight trains to be hauled between Didcot and Coventry or Birmingham using battery electric locomotives.

Distances of relevance from the ends of the electrification include.

London Marylebone and Bicester North stations – 55 miles
London Marylebone and Aynho junction – 64 miles
Didcot North and Aynho junctions – 28 miles
Leamington Spa and Coventry stations – 10 miles
Leamington Spa and Birmingham Snow Hill stations – 23 miles
Leamington Spa and Stratford-upon-Avon stations – 15 miles
Warwick Parkway and Birmingham New Street stations – 20 miles
Warwick Parkway and Birmingham Snow Hill stations – 20 miles
Warwick Parkway and Kidderminster – 40 miles
Warwick Parkway and Stratford-upon-Avon stations – 12 miles

These figures mean that the following services would be possible using Hitachi’s Regional Battery Train.

Chiltern Railways – London Marylebone and Birmingham Moor Street
Chiltern Railways – London Marylebone and Birmingham Snow Hill
Chiltern Railways – London Marylebone and Kidderminster
Chiltern Railways – London Marylebone and Stratford-upon-Avon
CrossCountry – Bournemouth and Manchester Piccadilly
CrossCountry – Southampton Central and Newcastle
Midlands Connect – Oxford and Birmingham More Street – See Birmingham Airport Connectivity.

Other services like Leicester and Oxford via Coventry may also be possible.

As I see it, the great advantage of this electrification on the Chiltern Main Line is that is decarbonises two routes with the same thirty-eight miles of electrification.

Conclusion

CrossCountry’s Bournemouth And Manchester Piccadilly service could be run very efficiently with Hitachi’s proposed Regional Battery Train.

My preferred method to cross the electrification gap between Didcot North junction and Coventry station would be to electrify a section of the Chiltern Main Line.

The electrification would be less than forty miles.
I doubt it would be a challenging project.
It would also allow Hitachi’s proposed trains to work Chiltern Main Line routes between London Marylebone and Birmingham.

I am fairly certain, that all passenger services through Banbury would be fully electric.

August 15, 2020 Posted by AnonW | Transport/Travel | Banbury Station, Basingstoke Station, Birmingham Moor Street Station, Birmingham Snow Hill Station, Bournemouth, Chiltern Railways, Class 220 Train, CrossCountry Trains, Discontinuous Electrification, Hitachi Regional Battery Train, Manchester Piccadilly Station, Midlands Connect, Vivarail/GWR Fast Charge | Leave a comment

Converting Class 456 Trains Into Two-Car Battery Electric Trains

Mark Hopwood is the interim Managing Director of South Western Railway and in Special Train Offers A Strong Case For Reopening Fawley Line, I quote him as saying the following about the trains for the Fawley Branch Line.

However, SWR’s Mark Hopwood favours a much bolder plan. “We’d have to take a decision, once we knew the line was going ahead. But my personal belief is that we should be looking for a modern environmentally-friendly train that can use third-rail electricity between Southampton and Totton and maybe operate on batteries down the branch line.”

Pressed on whether that would mean Vivarail-converted former-London Underground stock, Hopwood ads. “It could be. Or it could be a conversion of our own Class 456, which will be replaced by new rolling stock very shortly. But I don’t think this is the time to use old diesels.

Mark Hopwood is so right about using old diesels.

Where possible new and refurbished trains should be zero-carbon.
Diesel is to be banned by 2035 in Scotland and 2040 in England and Wales.
Diesel trains and hydrogen trains for that matter need to refuelled.
Get the diagrams right and battery electric trains can be charged on existing electrification or automatic Fast Charging systems, when they turn back at terminal stations.
Electric trains attract passengers.
Battery electric trains are mouse-quiet!

Who would use anything else other than electric trains with a battery option for sections without electrification?

The Class 456 Train

These pictures show some of the twenty-four Class 456 trains, that are in South Western Railway’s fleet.

This is the specification of a Class 456 train.

Two cars
Operating speed – 75 mph.
Capacity – 152 seats – Although the plate on the train says 113!
Built 1990-1991
Ability to work in pairs.

Most trains seem to be used to lengthen trains from eight to ten cars, as some of the pictures shows. As these 4+4+2 formations will be replaced with new 10-car Class 701 trains or pairs of five-car Class 701 trains, the trains will be looking for a new role.

Does this explain Mark Hopwood’s statement?

It should be noted that the Class 456 trains are members of the Mark 3 family, and bare a strong resemblance to the Class 321 train, which are shown in these pictures.

Note that I have included the side view, as it shows the amount of space under these trains.

Some Class 321 trains are being converted to Class 600 hydrogen trains, by Alstom at Widnes. Others have been given a life-extending Renatus upgrade.

Are The Driver Cars Of Class 456 and Class 321 Trains Identical?

The trains may look similar, but does the similarity go deeper?

Could Alstom Use Class 600 Hydrogen Train Technology To Create A Class 456 Train With a Battery Capability?

Consider.

Alstom are positioning themselves as Train Upgrade Specialists in the UK. They have already signed a near billion pound deal to upgrade and maintain Avanti West Coast’s fleet of Class 390 trains.
Alstom are creating the Class 600 hydrogen train from withdrawn Class 321 trains.
A hydrogen-powered train is basically a battery electric train with a hydrogen tank and fuel cell to charge the batteries.
The Class 600 train doesn’t appear to be making fast progress and is still without an order.
One possible hydrogen route must surely be London Waterloo and Exeter, so I suspect Alstom are talking to South Western Railway.
The Class 456 trains are owned by Porterbrook, who would probably like to extend the useful life of the trains.

Could it be that the battery core and AC traction package of Alstom’s hydrogen system for the Class 600 train can turn old British Rail-era electric multiple units into battery electric multiple units with a useful range?

It is certainly a possibility and one that is also within the capability of other companies in the UK.

Could The Class 456 Trains Receive a Class 321 Renatus Interior And Traction Package?

As Class 321 and Class 456 trains were built around the same time, the two trains must share components.

These pictures show the current interior of a Class 456 train.

This is excellent for a two-car electric multiple unit, built thirty years ago! Although, the refurbishment is more recent from 2014-15.

Note the wheelchair space and the copious rubbish bins.
I also spotted a stowed wheel-chair ramp on the train. It can be seen if you look hard in the picture that shows the wheelchair space.
Some might feel that toilets should be provided.

These pictures show the interior of a Class 321 train, that has been given the Renatus upgrade.

What is not shown is the more efficient AC traction package.

I have been told or read, that the Renatus interior will be used in the conversion of a Class 321 train to an Alstom Class 600 or Breeze hydrogen train.

On the other hand, the current Class 456 interior would probably be ideal for a branch line, where one of initial aims would be to attract passengers.

Could A Class 456 Train Have a Lightweight Traction Package?

Consider.

The Class 456 train will access electrification that is only 750 VDC third-rail.
Batteries work in DC.
The new traction motors will work in AC, if they follow the practice in the Class 321 Renatus and the Class 600 train.
Regenerative braking will charge the batteries in both trains.
Air-conditioning and other hotel services can work in DC.

Some components needed to run from 25 KVAC like a transformer could be left out to save weight and improve acceleration.

I would suspect that a Class 456 train with batteries could use a slimmed-down traction system from the Class 600 train.

On both Class 456 and 600 trains a core system, that would power the train, might contain.

The traction battery or batteries.
The traction motors that both drive and brake the train,
Third-rail electrification shoes, so that the batteries could be charged in a station, as required.
A clever computer system, that controls the acceleration, braking and charging as required.

On the Class 600 train, there would also be the following.

Hydrogen tanks and fuel cells to provide an independent power source to charge the batteries.
A pantograph to access 25 KVAC overhead electrification.
Extra electrical gear to access the electrification.

I think it would be possible to design the Class 456 train with batteries as the basic train and just add the extra hydrogen and electrical gubbins to make it a Class 600 train.

Could A Class 456 Train Be Modified To Use 25 KVAC Overhead Electrification?

As I said, there are a lot of similarities between Class 456 trains and Class 321 trains.

As the Class 321 trains are equipped to use 25 KVAC Overhead Electrification, I suspect train modification specialists could create a Class 456 train, that could use overhead electrification.

What Battery Range And Size Would Be Needed In A Class 456 Train?

These are typical branch line lengths for South Western Railway.

Fawley Branch – 8 miles
Wareham and Swanage – 11 miles
Lymington Branch – 5.6 miles
Reading and Basingstoke – 15.5 miles

I would suspect that a range of thirty miles on battery power would be sufficient for a Class 456 train with batteries.

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

So applying that formula gives battery capacity of between 180 kWh and 300 kWh.

In Issue 864 of Rail Magazine, there is an article entitled Scotland High Among Vivarail’s Targets for Class 230 D-Trains, where this is said.

Vivarail’s two-car battery units contains four 100 kWh lithium-ion battery rafts, each weighing 1.2 tonnes.

If 200 kWh can be placed under the floor of each car of a rebuilt London Underground D78 Stock, then I think it is reasonable that up to 200 kWh can be placed under the floor of each car of the proposed train.

This picture of the Driver Car of a Class 321 train, shows that there is quite a bit of space under those trains.

Are the Class 456 trains similar? This is the best picture I have got so far.

It does appear that space is similar to that under a Class 321 train.

If we assume that the Class 456 train can have the following specification.

Battery capacity of 200 kWh in both cars.
Regenerative braking to battery.
Power consumption of 4 kWh per vehicle mile.

I think we could be approaching a range of fifty miles on a route without too many energy-consuming stops.

Charging The Batteries

I like the Vivarail’s Fast Charge concept of using third-rail equipment to charge battery trains.

This press release from the company describes how they charge their battery electric Class 230 trains.

The system is patented.
The system uses a trickle-charged battery pack, by the side of the track to supply the power.
The first system worked with the London Underground 3rd and 4th rail electrification standard.

As the length of rails needed to be added at charging points is about a metre, installing a charging facility in a station, will not be the largest of projects.

Under How Does It Work?, the press release says this.

The concept is simple – at the terminus 4 short sections of 3rd and 4th rail are installed and connected to the electronic control unit and the battery bank. Whilst the train is in service the battery bank trickle charges itself from the national grid – the benefit of this is that there is a continuous low-level draw such as an EMU would use rather than a one-off huge demand for power.

The train pulls into the station as normal and the shoe-gear connects with the sections of charging rail. The driver need do nothing other than stop in the correct place as per normal and the rail is not live until the train is in place.

That’s it!

As an electrical engineer, I’m certain the concept could be adapted to charge the batteries of a conventional third-rail train.

Vivarail’s press release says this about modification to the trains.

The train’s shoe-gear is made of ceramic carbon so it is able to withstand the heat generated during the fast charge process.

That wouldn’t be a major problem to solve.

Class 456 Train With Batteries And Class 600 Train Compared

The following sub-sections will compare the trains in various areas.

Lightweight Design

As I suspect that the basic structure of the Class 456 and Class 600 trains are similar, systems like toilets, air-conditioning, traction motors and seats will be chosen with saving weight in mind.

Every kilogram saved will mean faster acceleration.

Operating Speed

The current Class 321 train is a 100 mph train, whilst the current Class 456 train is only a 75 mph train.

I wonder if applying the modern traction package of the Class 321 Renatus to the Class 456 train could speed the shorter train up a bit?

Range Away From Electrification

Alstom have quoted ranges of hundreds of miles for the Class 600 train on one filling of hydrogen, but I can’t see the Class 456 train with batteries doing much more than fifty miles on a full charge.

But using a Fast Charge system, I can see the Class 456 train with batteries fully-charging in under ten minutes.

Fast Charge systems at Romsey and Salisbury stations would surely enable the Class 456 trains with batteries to run the hourly service over the thirty-eight mile route between the two stations.

Passenger Capacity

The current Class 456 trains have a capacity of 152 seats.

In Orders For Alstom Breeze Trains Still Expected, I said this.

The three-car Alstom Breeze is expected to have a similar capacity to a two-car diesel multiple unit.

But until I see one in the flesh, I won’t have a better figure.

If South Western Railway were wanting to replace a two-car diesel Class 158 train, they’d probably accept something like 180 seats.

Increasing Passenger Capacity

There are compatible trailer cars around from shortening Class 321 trains from four to three cars and there may be more from the creation of the Class 600 trains.

I suspect that these could be added to both Class 456 and Class 600 trains to increase capacity by fifty percent.

As a two-car train, the Class 456 train might be a bit small, but putting in a third car, which had perhaps slightly more dense seating and possibly a toilet and even more batteries could make the train anything the operator needed.

Suitability For London Waterloo and Exeter via Salisbury

This is South Western Railway’s big need for a zero emission train.

It is around 170 miles
Only 48 miles are electrified.
It is currently worked by three-car Class 159 trains working in pairs.
Class 159 trains are 90 mph trains.

I have believed for some time, that with fast charging, a battery electric train could handle this route.

But, I would feel that.

Class 456 trains would be too slow and too small for this route.
Class 600 trains would be too small for this route.

On the other hand, I believe that Hitachi’s Class 800 train with a battery electric capability or Regional Battery Train, which is described in this infographic from the company, could be ideal for the route.

The proposed 90 km or 56 mile range could even be sufficient take a train between Salisbury and Exeter with a single intermediate charge at Yeovil Junction station, where the trains wait up to ten minutes anyway.

There are other reasons for using Hitachi’s Regional Battery Train rather than Class 600 trains.

First Group have a lot of experience of running Hitachi Class 80x trains, through their various subsidiaries.
They could share depot facilities at Exeter.
No specialist facilities would be needed.
A five-car Class 801 with batteries would have a convenient 300 seats.
I suspect they could be delivered before Alstom’s Class 600 train.

As the only new infrastructure required would be Fast Charge facilities at Salisbury and Yeovil Junction stations, I feel that Hitachi’s Regional Battery Train, should be a shoe-in for this route.

First Delivery

The Wikipedia entry for the Class 600 train, says introduction into traffic could be in 2024. Given, the speed with which Greater Anglia’s Class 321 trains were updated to the Renatus specification, we could see Class 456 trains with a battery capability and new interiors running well before 2024.

A Few Questions

These questions have occurred to me.

Could The Technology Be Used To Create A Class 321 Battery Electric Train?

I don’t see why not!

I believe a Class 321 battery electric train could be created with this specification.

Three or four cars. Remember the Class 320 train is a three-car Class 321 train.
100 mph operating speed.
Regenerative braking to the batteries.
Renatus or operator-specified interior.
Toilet as required.
Electrification as required.
Battery range of around sixty miles.
Ability to use a Fast Charge system, that can easily be installed in a terminal platform.

Trains could be tailored to suit a particular route and/or operator.

Any Other Questions?

If you have any other questions, send them in and I’ll add them to this section.

Conclusion

It does appear that if the Class 456 trains, were to be fitted with a battery capability, that they would make a very useful two-car battery electric train, with the following specification.

Two cars
Operating speed – 75 mph. This might be a bit higher.
Capacity – 152 seats
Ability to work in pairs.
Modern interior
Range of 45-50 miles on batteries.
Ability to charge batteries in ten minutes in a station.
Ability to charge batteries on any track with 750 VDC third-rail electrification.

This is the sort of train, that could attract other operators, who don’t have any electrification, but want to electrify short branch lines.

August 12, 2020 Posted by AnonW | Energy Storage, Hydrogen, Transport/Travel | Alstom, Class 321 Hydrogen/Alstom Breeze, Class 456 Train, Class 600 Train, Exeter, Hitachi Regional Battery Train, Porterbrook, Regenerative Braking, Salisbury, South Western Railway, Vivarail/GWR Fast Charge | 14 Comments

Westbury Station – 30th July 2020

I went to Westbury station today and took these pictures.

I found Westbury station to be a station in extremely good condition.

It also had a buffet, where I was able to purchase a delicious ice cream.

Passenger Services Through Westbury Station

I was at the station for about an hour and several trains passed through.

Great Western Railway services through the station include.

One train per two hour (tp2h) – London Paddington and Exeter St. Davids – Stops
One tp2h – London Paddington and Penzance – Passes through
One tp2h – London Paddington and Plymouth – Passes through
One train per hour (tph) – Cardiff Central and Portsmouth Harbour – Stops
One tp2h – Great Malvern and Westbury
One tp2h – Gloucester and Weymouth – Stops
One tp2h – Swindon and Westbury

Train classes included Class 800 trains and Class 166 trains.

South Western Railway services through the station include.

Five trains per day – Salisbury and Bristol Temple Meads – Stops

Train classes include Class 159 trains.

Battery Trains Through Westbury

Hitachi’s Class 800 train with a battery electric capability or Regional Battery Train, is described in this infographic from the company.

The proposed 90 km or 56 mile range could even be sufficient take a train between Westbury and Bristol Temple Meads stations on a return trip.

Many of the trains through Westbury go to the same stations.

Distances are as follows.

Bristol Temple Meads – 28 miles
Newbury – 42 miles
Salisbury – 24 miles
Swindon – 32.5 miles
Taunton – 47 miles

It looks like all of these places should be in range of an electric train with a battery capability, providing there is a charging facility at the other end.

An Electrification Island At Westbury Station

I have been advocating an island of electrification around Westbury station for some time and feel about a dozen miles of electrification through the station would be sufficient for Class 800 trains with a battery capability to bridge the gap.

At Newbury, trains would access the current electrification into London Paddington.
Between Exeter and Taunton, the rail route runs alongside the M5, so why not electrify this stretch, as the wires will not be so noticeable?

Looking at Westbury, to my untrained eye, it would appear that a short section of electrification around the station, would not be the most challenging of projects.

I believe that discontinuous electrification between Newbury and Exeter would be possible and could gradually be extended across Devon and Cornwall.

It should also be noted that one of Hitachi’s Regional Battery Trains has a range of 56 miles, so that these places from Westbury could be an return trip on batteries, with a well-driven train with excellent energy management.

Bath Spa – 17 miles
Bradford-on-Avon – 7 miles
Bristol Temple Meads – 28 miles
Chippenham – 16 miles
Frome – 6 miles
Salisbury – 24 miles
Trowbridge – 4 miles
Warminster – 9 miles

Obviously, the number of stops and the terrain will play a part.

Freight Might Drive Full Electrification Through Westbury Station

As the pictures show, there are heavy freight trains going through the area, which bring long and weighty loads of stone from the Mendips to London.

There are regularly two or three stone trains in an average hour of the day.
Like in the picture, I suspect they are usually hauled by a noisy, smelly, polluting and carbon-dioxide emitting Class 66 Locomotive. Not all of these, are as clean and well-maintained, as the one in the picture.
Some trains start at Merehead Quarry, which is about fifteen miles from Westbury station.

I believe that we must decarbonise freight trains.

But freight and electric haulage is not a simple subject.

I once had extensive talks with a Senior Crane Driver at the Port of Felixstowe during an Ipswich Town Away match. Ports don’t like overhead wires, as containers do get dropped and fall off rail wagons.
Suppose a historic line without electrification, like the Settle and Carlisle has a serious land-slip, which it did a couple of years ago. How do you haul in the materials for repair?
Because freight can be of a random and unpredictable nature, to electrify freight, you probably need to electrify the whole rail network.

For these and other reasons, we need independently-powered freight locomotives and I feel that a new freight locomotive will develop, that will be needed by the rail industry all over the world.

There are several solutions.

Biodiesel

Biodiesel is the simplest solution and would mean that the current diesel locomotives could be used.

In Grant Shapps Announcement On Friday, I talked about Government support for an industrial process, that has been developed by Oxford University and their spin-off company; Velocys, from the the Fischer-Tropsch Process, which can produce, the following fuels from household and industrial waste.

Aviation biofuel.
Biodiesel.

A plant to process 500,000 tonnes per year of Lincolnshire finest waste is now being built at Immingham to create 50,000,000 litres of fuel, by Altalto, which is a partnership between Velocys, British Airways and Shell.

If nothing else, waste-to-fuel is the interim solution to the decarbonisation of tricky sectors like heavy rail freight, rail construction, large diesel-powered machines, ships or long-distance aviation.

This fuel could be ideal to haul the heavy stone trains from the Mendips.

Hydrogen

I did think, it would be hydrogen powered, but I’m not so sure now, as hydrogen trains and locomotives seem to have a slow development cycle.

Although, there is one factor, that might influence the use of hydrogen as a fuel, which I wrote about in Thirsty High-Rollers … Mining’s Heavy Haulers Prime Candidates For Hydrogen Conversion.

Mining and quarrying don’t have a good green image, but converting mines and quarries to hydrogen power, would surely have operational and good public relational advantages.

It would also ensure a plentiful and convenient supply of hydrogen, for any hydrogen-powered locomotives.

Hydrogen-powered locomotives, with their electric transmissions, would probably be able to use electrification for traction power, so they would put pressure on the Government to electrify between Westbury and Newbury stations, so that there was a fully-electrified route between the Mendips and London.

Rolls-Royce’s Staggering Development

Staggering is not my word, but that of Paul Stein, who is Rolls-Royce’s Chief Technology Officer.

He used the word in a press release, which I discuss in Our Sustainability Journey.

To electrify aviation, Rolls-Royce has developed a 2.5 MW generator, based on a small gas-turbine engine, which Paul Stein describes like this.

Amongst the many great achievements from E-Fan X has been the generator – about the same size as a beer keg – but producing a staggering 2.5 MW. That’s enough power to supply 2,500 homes and fully represents the pioneering spirit on this project.

This generator is designed for flight and the data sheet for the gas-turbine engine is available on the Internet.

It has a weight of under a couple of tonnes compared to the thirteen tonnes of the diesel engine and generator in a Class 68 locomotive.
It is also more powerful than the diesel.
It looks to be as frugal, if not more so!
Rolls-Royce haven’t said if this gas-turbine can run on aviation biofuel, but as many of Rolls-Royce’s large engines can, I would be very surprised if it couldn’t!

Rolls-Royce’s German subsidiary is a large producer of rail and maritime diesel engines, so the company has the expertise to customise the generator for rail applications.

I can see this generator ending up in a high-powered heavy independently-powered electric locomotive for hauling stone and inter-modal container trains.

As with hydrogen-powered locomotives, this new breed of gas-turbine locomotive with its electric transmission, will be able to use electrification, where it exists.

So would locomotive developments drive the electrification through Westbury and especially between Westbury and Newbury?

I would rate is likely, that in the future, increasingly rail locomotives will have sophisticated electric transmissions, between their prime motive power of diesel, hydrogen, gas-turbine or whatever and their traction system. All of these locomotives will have pantographs and/or third-rail shoes to access electrification, where it exists.

These locomotives will surely add to pressure to electrify between Westbury and Newbury.

Biodiesel is surely the interim freight solution, if one is needed.

Future Zero-Carbon Passenger Services

Passenger services through Westbury can be divided into three groups.

Great Western Railway’s Services Between London Paddington And Devon And Cornwall

From Beeching Reversal projects put forward over the last few months, it looks like these services will increase and stop at several new and refurbished stations.

I can see discontinuous electrification being used to create a series of electrification islands to allow Class 800 trains, with a battery capability reach the Far South West of Cornwall.

Electrification islands could be at places like

Around Westbury station.
Between Taunton and Exeter St. Davids stations alongside the M5.
Between Plymouth station and the Royal Albert bridge.
Around Bodmin Parkway station
Around Truro station
At Newquay station
At Penzance station

Obviously, the number and type of the various installations will depend on the methods used and the engineering required.

I do believe that with Hitachi trains, that meet their specification, that trains will be able to travel between Paddington and Penzance without touching a drop of diesel.

Great Western Railway’s Cardiff Central And Portsmouth Harbour Service

The service can be split into the following legs.

Cardiff Central and Filton Junction – 33 miles – Electrified
Filton Junction and Bristol Temple Meads – 5 miles – Not Electrified
Bristol Temple Meads and Westbury – 28 miles – Not Electrified
Westbury and Salisbury – 24 miles – Not Electrified
Salisbury and Southampton Central – 15 miles – Not Electrified
Southampton Central and Portsmouth Harbour – 26 miles – Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

It can leave the Great Western Main Line at Filton Junction with a full battery.
It can leave the electrification at Westbury station with a full battery.
It can leave Southampton Central station with a full battery.
Third-rail shoes are fitted for working between Southampton Central and Portsmouth Harbour stations.

Recharging batteries at Bristol Temple Meads and Salisbury stations, although probably welcome, are not necessary.

I can envisage Hitachi Class 800 and Class 385 trains being able to fulfil this role, along with Bombardier Electrostars and Aventras and Siemens Desiros.

As Great Western Railway have forty-five Class 387 trains, conversion of some of these to battery electric operation must be a possibility.

Great Western Railway’s Gloucester and Weymouth Service

The service can be split into the following legs.

Gloucester and Bristol Temple Meads – 39 miles – Not Electrified
Bristol Temple Meads and Westbury – 28 miles – Not Electrifield
Westbury and Dorchester Junction – 52 miles – Not Electrified
Dorchester Junction and Weymouth – 4 miles – Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

It can leave Gloucester station with a full battery.
It can leave Bristol Temple Meads with a full battery.
It can leave Westbury with a full battery.
It can leave the South Western Main Line at Dorchester Junction with a full battery.

It would be a tight trip for a battery electric train and I suspect, that there would be some extra electrification between Westbury and Dorchester Junction or perhaps charging facilities at Frome or Yeovil Pen Mill stations.

The alternative would be to fit larger batteries on the train.

As to the train to be used, a Class 387 train with a battery capability would surely be ideal.

Great Western Railway’s Swindon and Westbury Service

The service can be split into the following legs.

Swindon and Chippenham – 16 miles – Electrified
Chippenham and Westbury- 16 miles – Not Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

It can leave Chippenham station with a full battery.

This would have sufficient charge to do the thirty-two mile round trip from Chippenham to Westbury and back.

As to the train to be used, a Class 387 train with a battery capability would surely be ideal.

South Western Railway’s Bristol Temple Meads and Salisbury Service

The service can be split into the following legs.

Bristol Temple Meads and Westbury – 28 miles – Not Electrified
Westbury and Salisbury- 24 miles – Not Electrified

t would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

It can leave Bristol Temple Meads station with a full battery.
It can leave Westbury with a full battery.
It can leave Salisbury with a full battery.

But, I do wonder, if with a slightly larger battery, a well-driven train could work the route with only charging the battery at Westbury station?

Conclusion

Could Westbury station develop into a zero-carbon rail transport hub for Wiltshire?

It has an hourly train service between London Paddington and Exeter St. Davids.
It has an hourly service between Bristol Temple Meads and Weymouth.
There are hourly services to stations like Bath Spa, Bradford-on-Avon, Bristol Temple Meads, Chippenham, Dorchester, Frome, Swindon, Taunton, Trowbridge and Yeovil

It could be electrified to charge battery electric trains as they pass through.

July 30, 2020 Posted by AnonW | Energy Storage, Hydrogen, Transport/Travel | Battery-Electric Trains, Class 158 Train, Class 165 Train, Class 800 Train, Electrification, Electrification Island, Freight, Global Warming/Zero-Carbon, Great Western Railway, Hitachi Regional Battery Train, Rolls-Royce, Rolls-Royce 2.5 MW Generator, South Western Railway, Westbury Station | 2 Comments

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What this blog will eventually be about I do not know.

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Beeching Reversal – Goodrington and Churston Stations

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CrossCountry’s Bournemouth And Manchester Piccadilly Service

Converting Class 456 Trains Into Two-Car Battery Electric Trains

Westbury Station – 30th July 2020

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