Bristol Temple Meads Station – 28th July 2020
I took these pictures of Bristol Temple Meads station, when I visited.
Note.
- The station is Listed to the highest level of Grade 1.
- London services seem to use Platforms 15 and 16.
- There is quite a fair bit of space between the tracks.
.Do Network Rail need all the hassle of full electrification of one of Brunel’s most famous creations?
Bristol Temple Meads Station And Trains With a Battery Capability
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 would even be sufficient take a train between Chippenham and Bristol Temple Meads stations on a return trip. So this means that one of these trains could work the London Paddington and Bristol Temple Meads stations service via Bath Spa using the electrification between London Paddington and Chippenham stations.
But where could trains reach, if they were able to leave Bristol Temple Meads station with a fully-charged battery?
- Bristol Parkway – 6 miles
- Cardiff Central – 5 miles to the electrified Great Western Main Line.
- Cheltenham Spa – 41 miles
- Filton Abbey Wood – 4 miles
- Gloucester – 39 miles
- Newport – 5 miles to the electrified Great Western Main Line.
- Severn Beach – 13.5 miles
- Taunton – 45 miles
- Westbury – 28.5 miles
- Weston-super-Mare – 19 miles
Note.
- Return trips to Bristol Parkway, Filton Abbey Wood, Severn Beach and Western-super-Mare would be possible.
- The other destinations will need charging facilities.
Other local destinations could be added as the Bristol Metro develops.
This Google Map shows the station.
Note.
- The curving nature of the platforms doesn’t make 25 KVAC overhead electrification easy.
- Trains to and from London appear to use the two Eastern platforms 13 and 15.
- It might be possible to increase platform lengths to run longer trains to and from places like London.
I believe that there are three possible ways of charging the trains in Bristol Temple Meads station.
25 KVAC Overhead Electrification
This could be short length of standard 25 KVAC overhead electrification in platforms, that would be served by trains with pantographs like the Class 800 trains.
The driver would stop in the correct place in the platform and connect the pantograph, whilst waiting in the station.
Note that the Class 800 trains to and from London typically take 35-20 minutes to turn round, which is time enough for a full charge.
750 VDC Third-Rail Electrification
This could be short lengths of standard 750 VDC third-rail electrification in platforms, that would be used by standard third-rail shoes on trains.
The train would connect automatically and charging would take place, whilst waiting in the station.
A Specialist Charging Facility Like Vivarail’s Fast Charge System
Vivarail’s Fast Charge system is described in Vivarail Unveils Fast Charging System For Class 230 Battery Trains.
This extract from this Vivarail press release explains how the system works.
he 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!
I believe that this system or something like it could be adapted to work with all trains with a battery capability in the UK.
I also believe that this system can be designed so that it is ultra-safe and doesn’t disrupt, the visual impact of the station.
Conclusion
Bristol Temple Meads station could be converted into a station, where a high proportion of trains ran solely on electricity.
Bath Spa Station – 28th July 2020
I took these pictures as I twice passed through Bath Spa station.
These are my thoughts.
Electrification Gantries On The Platforms
As somebody, whose eyesight is on the wane, I am not a lover of electrification, where the gantries are bolted to the platforms. These pictures show some installations of this type at Crouch Hill station.
Would electrification gantries like these, be appropriate in Bath Spa station?
Could Lightweight Electrification Gantries Be Placed Between The Tracks?
These pictures show the wide gap between the two tracks in Bath Spa station.
Could double-track lightweight structures, based on a design like this be placed between the tracks?
These structures are made out of laminated wood and are surely a possibility.
A Makeover For Bath Spa Station
If you look at much of the woodwork and paint in the fabric of the station, it appears tired and in need of refurbishment.
Whether the station is electrified or not, the station will need a high-class makeover.
Services Through Bath Spa Station
Three train companies run services through Bath Spa station.
- CrossCountry which only operates diesel trains.
- Great Western Railway operates Class 800 electro-diesel trains and some assorted diesel trains.
- South Western Railway only operates Class 159 diesel trains.
There are also some freight services hauled by diesel locomotives.
Trains leave Bath Spa station using one of three routes via either.
- Bristol Temple Meads station, which is 11.5 miles away without electrification.
- Chippenham station, which is where the electrification to London starts and is 13 miles away.
- Westbury station, which is on the Reading and Taunton Line and 17 miles away without electrification.
Most trains seem to go via Bristol Temple Meads station.
- The distance between Bristol Temple Meads and Chippenham stations are 24.5 miles.
- The distance between Bristol Temple Meads and Westbury stations are 28.5 miles.
Neither distance is that long.
An Alternative To Full Electrification
When I look at the distances between Bristol Temple Meads, Chippenham and Westbury stations, they tell me that they are within the range of Hitachi’s Class 800 train with a battery electric capability or Regional Battery Train, which is described in this infographic from the company.
The proposed 90 km or 56 mile range would even be sufficient take a train between Chippenham and Bristol Temple Meads stations on a return trip.
Notes for each station follow.
Bristol Temple Meads
Charging facilities would be needed.
Destinations in battery range would include.
- Bristol Parkway – 6 miles
- Cardiff Central – 5 miles to the electrified Great Western Main Line.
- Cheltenham Spa – 41 miles
- Gloucester – 39 miles
- Taunton – 45 miles
- Weston-super-Mare – 19 miles
Note.
- Return trips to Bristol Parkway and Western-super-Mare would be possible.
- The other destinations will need charging facilities.
Bristol Temple Meads station could become a major hub for battery trains.
All local services and all passing longer distance services could be trains with a battery capability.
I write more about Britol Temnple Meads station as a battery train hub in Bristol Temple Meads Station – 28th July 2020.
Chippenham
A train would leave Chippenham station with a full battery after charging on the fully-electrified route from London.
Chippenham and Weston-super-Mare would be in battery range with a charging facility at Weston-super-Mare station.
It should be noted that every extra mile of electrification past Chippenham, can be added to the distance electric trains with a battery capability can reach.
Westbury
Charging facilities would be needed.
Destinations in battery range would include.
- Salisbury – 24 miles.
- Southampton – 49 miles to the electrified South Western Main Line, at Southampton Central station.
- Weymouth – 53 miles to the electrified South Western Main Line at Dorchester Junction.
Note.
- A return trip to Salisbury would be possible.
- Trains would need to have the capability to access 750 VDC third-rail electrification.
- A few extra miles of electrification may make operation South from Westbury station easier, more reliable and allow more destinations to be included.
Westbury station could be a major hub for battery trains.
This Google Map shows Westbury station and the lines around it.
I would probably electrify a few miles either side of Westbury, so that passing trains could be in contact with the overhead wires for perhaps five to ten minutes and take a good long drink.
- Electrification could be either 25 KVAC overhead or 750 VDC overhead.
- Newbury, where the electrification to London starts is 42 miles away and trains can pick it up at speed.
- Taunton is 47 miles away and could be electrified to Exeter St. Davids.
Great Western Railway could run all their services between London Paddington and the South-West using Class 800 trains with a battery capability.
Conclusion
The prolitical, heritage and engineering problems of electrifying through Bath Spa station can be voided, by electrification and charging facilities at stations like Bristol Temple Meads, Taunton, Westbury and Weston-super-Mare.
Beeching Reversal – New Station For Langport And Somerton Area
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
This Google Map shows the Langport and Somerton area.
Note.
- This map is probably best clicked to see in a large size.
- Langport is in the South-West corner of the map.
- Somerton is in the North-East corner of the map.
- The Reading-Taunton Line goes through both villages, although both stations are now closed.
- Somerton station was in a cutting in the middle of the village.
The station’s location is shown in this second Google Map.
According to the Wikipedia entry for Somerton station, this seems to be the plan.
A May 2018 transport strategy suggested that a station should be opened to serve the Somerton and Langport area.
Judging from the map, there should be space for a two-platform station.
Services Though Somerton Station
Currently, there are three Great Western Railway (GWR) services on this route.
- London Paddington and Exeter St. Davids via Reading, Newbury, Pewsey, Westbury, Castle Cary, Taunton and Tiverton Parkway.
- London Paddington and Plymouth via Reading, Taunton, Tiverton Parkway, Exeter St Davids, Newton Abbot and Totnes.
- London Paddington and Penzance via Reading, Taunton, Tiverton Parkway, Exeter St Davids, Newton Abbot, Totnes, Plymouth, Liskeard, Bodmin Parkway, Lostwithiel, Par, St Austell, Truro, Redruth, Camborne and St Erth.
All services have a frequency of one train per two hours (tp2h)
The frequency of trains between Reading and Taunton on the 24th July was around each hour as follows.
- 7 – 4/1
- 8 – 4/1
- 9 – 5/2
- 10 4/0
- 11 6/2
- 12 5/2
- 13 – 5/1
- 14 – 5/2
- 15 – 4/1
- 16 – 3/0
- 17 – 7/2
- 18 – 3/0
- 19 – 3/0
- 20 – 3/0
- 21 – 3/1
- 22 – 0/0
- 23 – 0/0
- 24 – 1/1
Note.
- The first figure is the total number of trains per hour (tph).
- The second figure is the total number of freight tph.
There is under two tph in both directions and under one freight tph.
As the Reading-Taunton Line is a 110 mph route, my scheduling experience, says that with 125 mph Class 800 trains running all the passenger services, there should be some space for a few more services on the route.
So could this mean a fourth service between London Paddington and the South West?
- The new service could call at the new Somerton station.
- It could terminate at Exeter St. Davids. Penzance, Plymouth or a new destination of Taunton station.
- The Beeching Reversal project of Transforming The Newquay Line, would enable termination at Newquay station.
- The Beeching Reversal project of Increased Service Provision Bodmin General-Bodmin Parkway, would enable termination at Bodmin General station.
- The Restoring Your Railway Fund project of Reopening Of Wellington and Cullompton Stations, will need calling trains at the two stations.
- The Restoring Your Railway Fund project of Reinstatement Of Rail Access To Devizes Via A New Station At Lydeway will also need callers.
Are we seeing the emergence of a stopping service, between London Paddington and Exeter St. Davids?
Hitachi’s Proposed Class 800 Trains With Batteries
Hitachi’s proposed train is described in this infographic.
Note the phrase – Allows Discontinuous Electrification; at the top of the infographic.
Suppose the train ran these legs.
- Newbury – Westbury – 42 miles
- Westbury – Taunton – 48 miles
- Taunton – Exeter St. Davids – 30 miles
- Exeter St. Davids – Plymouth – 52 miles
All would be under the 55 mile limit for battery range.
Conclusion
It looks like GWR are building up to increase services between London Paddington and Exeter St Davids.
Could Hitachi’s Class 800 Trains Work The Cornish Main Line On Battery Power?
The distance between Plymouth and Penzance stations along the Cornish Main Line is just seventy-nine miles and thirty-eight chains. I’ll call it 79.5 miles.
Hitachi’s proposed train is described in this infographic.
The range on battery power of 90 km or 56 miles, will not be quite enough to get all the way between Plymouth and Penzance!
But note the phrase – Allows Discontinuous Electrification; at the top of the infographic.
Will Electrification Be Needed?
Obviously or the train could perhaps wait at Truro for ten minutes to charge the batteries.
But how customer-unfriendly and disruptive to good operating practice is that?
Could Bigger Batteries Be Fitted?
This obviously is a possibility, but surely an operator would prefer all of their trains to have the same battery range and updating them all for a longer distance might not be an economic proposition.
Could Intelligent Discontinuous Third-Rail Electrification Be Used?
Third-rail electrification, is hated by the Health & Safety Taliban, as it occasionally kills people trespassing or falling on the railway. But in the UK, we have around 1,500 miles of third-rail electrified line, that generally operates to a high level of safety.
Can my modern successors make third-rail electrification absolutely safe in new installations?
Third-Rail And Discontinuous Electrification Installations!
To connect to overhead electrification, the driver or an automatic system on the train, must raise the pantograph. It doesn’t often go wrong, but when it does, it can bring down the wires. This section on panotograph weaknesses from Wikipedia give more details.
With third-rail, the connection and disconnection is automatic, with far less to go wrong.
These pictures show a gap in the third-rail electrification at the Blackfriars station, which was rebuilt in 2012, so it must meet all modern regulations.
Note the gap in the third-rail, which carries the current.
- The third-rail shoes on the train disconnect and connect automatically, as the train passes through.
- The only rails with voltage are between the tracks for safety.
- The high-tech shields appear to be real tree wood painted yellow.
As an Electrical Engineer, I actually suspect, that this gap in the conductor rail, is to isolate the North and South London electricity supplies from each other,, so that a catastrophic failure on one side doesn’t affect both halves of Thameslink.
Third-Rail Electrification In Stations
Most rail passengers in the UK, understand third-rail electrification, if they’ve ever used trains in the South of London or Merseyside.
Electrifying stations using third-rail equipment could enable battery trains to go further.
- Stopping trains could top-up their batteries.
- Passing trains, that were low on power could make a pit-stop.
- All trains would connect automatically to the third-rail, when in the station.
The safety level would be raised by making sure that the third-rail was electrically-dead unless a train was over the top.
I am by training a Control Engineer and one of my first jobs in a dangerous factory as a fifteen-year-old, was designing and building safety systems, that cut power to guillotines, when the operator put their hands somewhere they shouldn’t! I remember endlessly testing the system with an old broom, which survived unscathed.
I believe that only switching on the electrification, when a train completes the circuit, is a fairly simple operation for modern control switchgear. I can imagine an intelligent switch constantly monitoring the resistance and only switching on power, when the resistance in the circuit looks like a train.
Third-Rail Electrification In Discrete Locations
Overhead electrification can receive complaints in scenic locations, but third-rail electrification can be invisible in tunnels and over bridges and viaducts.
The Cornish Main Line has four tunnels, two bridges, which include the Royal Albert Bridge, and no less than thirty-two viaducts.
How many of these could be used to hide electrification?
- Any electrified sections could be intelligently controlled to increase safety.
- Power for the electrification could come from local renewable sources, using techniques like Riding Sunbeams.
I can see engineers developing several techniques for discrete electrification.
Third-Rail And Charging Battery Trains
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.
Hitachi And Third Rail
The picture shows a Hitachi Class 395 train at Gillingham station.
The silver-coloured third-rail equipment is clearly visible, under the javelin logo.
These trains are cousins of all the new Hitachi trains in the UK, so I suspect fitting third-rail equipment to Class 80x trains, is just a matter of finding the appropriate documents on the computer and raiding the parts bin.
I suspect, as Hitachi will probably be building some more trains for Southeastern to start the Highspeed service between London St. Pancras and Hastings, that Hitachi are already working on the design of a third-rail high-speed train with batteries.
I doubt that Hitachi have any fears about fitting third-rail gear to their trains, as an optional extra.
Electrifying Between Plymouth And Penzance
Obviously, Plymouth and Penzance stations would have charging facilities, but now many would the trains handle the 79.5 miles in between?
There are three possibilities.
Limited-Third Rail Electrification
As I indicated earlier short lengths of intelligent third-rail electrification could be added at various places on the route.
A full battery would take the train fifty-six miles and as the Cornish Main Line is nearly eighty miles long, I suspect that the train would need almost a full charge halfway along the route.
- Hitachi claim in the infographic, that a full-charge takes 10-15 minutes, when the train is static, so I will assume the largest figure of this range, as charging on the move might not be as efficient, with everything happening at 90 mph.
- So I will assume a fifteen minute charge time.
- Typically, a Class 80x takes two hours between Penzance and Plymouth, which is an average speed of just 40 mph.
- In fifteen minutes, the train will go ten miles. So a rough estimate would say ten miles should be electrified.
As electrification in stations would allow trains to have a bigger sup, a scientifically-correct simulation would show the best philosophy.
The London Paddington and Penzance services call at the following stations, that are West of Plymouth.
Liskeard, Saltash, St. Germans, Bodmin Parkway, Lostwithiel, Par, St Austell, Truro, Redruth, Camborne, Hayle and St Erth
Note.
- Some smaller stations do get skipped.
- According to Real Time Trains, stops seem to take 1-2 minutes.
- Trains are usually nine- or ten-cars, but I feel that the proposed improvements between Bodmin General and Bodmin Parkway stations, that I wrote about in Increased Service Provision Bodmin General-Bodmin Parkway, may result in a large reorganisation of services between London and Cornwall.
Could it be that electrifying the major stations with third-rail electrification would enable enough power to be taken on board by a train running between London Paddington and Penzance, so that the journey could be completed?
Vivarail Fast Chargers
Vivarail’s Fast Chargers could be fitted at all or selected stations and trains could take a sip as and when they need.
A charger would also be needed at any Cornish terminal station, that would have services from battery electric trains.
A Mixture Of Third-Rail Electrification And Vivarail Fast Chargers
Both technologies are interchangeable and can be used with compatible battery electric trains.
I would expect an accurate mathematical model will indicate the best layout of electrification and Fast Chargers.
Battery Electric Class 800 Trains Between London Paddington And Bristol Temple Mead Stations
Hitachi have changed the rules on electrification, by the announcement of the development of battery electric trains in collaboration with Hyperdrive Innovation, which I wrote about in Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains.
The proposed train is described in this Hitachi infographic.
It will have a range on battery power of 90 km or 56 miles.
Currently, services between London Paddington and Bristol Temple Meads stations are as follows.
- The frequency is two trains per hour (tph)
- Services call at Reading, Didcot Parkway (1tph), Swindon, Chippenham and Bath Spa.
- Services use the electrification between London Paddington and Chippenham.
- Services use diesel power between Chippenham and Bristol Temple Meads.
- Chippenham and Bristol Temple Meads are 24.5 miles apart.
It looks to me that a well-driven Class 800 train with Hyperdrive Innovation’s clever batteries replacing some or all of the diesel engines could run between Chippenham and Bristol Temple Meads stations and back without using a drop of diesel.
It might be a bit tight, but it would certainly be possible, if there were more electrification between Bath Spa and Chippenham stations.
- From this article on the BBC, which is entitled Box Tunnel Reopens After Network Rail Electrification Work, it appears that a lot of the pre-electrification work has been completed.
- This would reduce the distance without wires to perhaps 18-20 miles.
As the Class 800 trains have agile pantographs, I’m sure that it will be possible for battery electric Class 800 trains to run between London Paddington and Bristol Temple Meads stations.
Electrification At Bristol Temple Meads Station
This will surely happen and with full electrification, the following will be possible.
- Trains would be able to recharge before returning to Chippenham.
- Trains would be able to extend the service using battery power to Weston-super-Mare, which is only twenty miles away.
- Trains would be able to use the power whilst waiting in the station.
It appears that trains that run between London Paddington and Bristol Temple Meads station, use a selection of platforms in Bristol.
Would it be sensible to reduce the number of platforms used and electrify them first, so that battery electric trains could charge their batteries?
Could A Battery Electric Train Run Between Bristol Temple Means And Taunton Stations?
Consider.
- These two stations are 46 miles apart via Weston-super-Mare, so if there was charging at Taunton, this service might be possible.
- The direct route is a couple of miles shorter.
- A train with full batteries at Taunton, would reach well past Exeter.
Could a battery-electric service be of use in creating Great Western Railway’s timetable, as in the Peak services are extended to Weston-super-Mare and Taunton stations?
It would certainly be lower carbon. than a current journey.
Would The Railway Through Bath Need To Be Electrified?
This would depend on three main factors.
- There is a certain amount of opposition to electrification in the centre of Bath.
- Can all passenger trains through the city be made zero-carbon without electrification?
- Can all freight trains through the city be made zero-carbon without electrification?
I would feel that all passenger trains could be run by appropriate trains, but freight would be a problem under existing technology.
I wouldn’t be surprised, if no electrification was ever erected through Bath!
Beeching Reversal – Charfield Station
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
Wikipedia says this about the Proposed Reopening of Charfield station.
Services between Bristol and Birmingham pass through Charfield. There have been discussions about the viability of reopening the station. The costs would be shared between Gloucestershire and South Gloucestershire councils since, although the station would be in South Gloucestershire, the nearby town of Wotton-under-Edge would be a principal beneficiary.
This Google Map shows the village with the Bristol and Birmingham Line passing through.
Note, that the road running down the East side of the railway is called Station Road.
There appear to be these services running through the location.
- CrossCountry – Plymouth and Edinburgh/Glasgow via Bristol Temple Meads, Bristol Parkway, Cheltenham Spa and Birmingham New Street
- CrossCountry – Exeter St. Davids and Manchester Piccadilly via Bristol Temple Meads, Bristol Parkway, Cheltenham Spa and Birmingham New Street
- GWR – Great Malvern and Westbury via Bristol Temple Meads, Bristol Parkway, Gloucester and Cheltenham Spa
Note.
All services appear to be hourly.
Bristol Parkway station is thirteen miles away by rail, so is an easy drive, but a very stiff walk or cycle.
Timings by rail from Charfield based on passing GWR trains include.
- Bristol Parkway – 15 minutes
- Bristol Temple Meads – 27 minutes
- Cheltenham Spa – 38 minutes
- Gloucester – 24 minutes
There may be a possibility of improving these times, as the current timetable might have been written for slow trains and a Class 158, Class 165 or Class 166 train can do better.
CrossCountry times include.
- Birmingham New Street – 68 minutes
- Bristol Parkway – 11 minutes
- Bristol Temple Meads – 23 minutes
- Cheltenham Spa – 17 minutes
- Worcestershire Parkway – 32 minutes
I would think, that Charfield station could receive one GWR stopping train and one fast CrossCountry train per hour.
Discontinuous Electrification Between Birmingham And Bristol
Hitachi have changed the rules on electrification, by the announcement of the development of battery electric trains in collaboration with Hyperdrive Innovation, which I wrote about in Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains.
The proposed train is described in this Hitachi infographic.
It will have a range on battery power of 90 km or 56 miles.
Consider.
- Midlands Connect have ambitions see an extra hourly service between Birmingham and Bristol Temple Meads, with all services running five minutes faster. See Midlands Rail Hub.
- CrossCountry will likely be getting new trains, to replace their exclusively all-diesel fleet. They could be tri-mode trains to make the most of long stretches of electrification on their routes, batteries for short gaps of up to fifty miles and diesel power everywhere else.
- There are electrified stations at Bristol Parkway and possibly Bristol Temple Meads in a few years.
- There is full electrification between Birmingham New Street and Bromsgrove stations.
- Bromsgrove and Bristol Parkway are seventy miles apart.
- There is a possibility, that Cheltenham Spa station will get a charging facility so that London Paddington and Cheltenham Spa services could be run by Class 800 trains converted to battery electric operation.
I don’t think it is an unreasonable prediction to make that Hitachi and other train manufacturers like Stadler with their Class 755 trains, have the technology to run low-carbon services between Bristol Temple Meads and Birmingham New Street stations.
- Trains would leave Bromsgrove and Bristol Parkway with full batteries.
- Quick battery top-ups can be taken at Cheltenham Spa and Worcestershire Parkway stations.
- The fast acceleration of the electric trains will allow extra stops.
I think it would also be possible for GWR to use battery electric Class 387 trains between Great Malvern and Westbury.
Charfield could be an electric train-only station.
Conclusion
The reopening of Charfield station is really a simple station rebuilding and reopening and local passenger forecasts will probably make the decision.
But these forecasts must take into account, the likely partial decarbonisation of the route through the station, which would surely increase ridership.
The new station could also be built with provision for a possible charging facility, in case it might be needed in the future.
The Future Of West Midlands Trains’s Class 350 Trains
Currently, West Midlands Trains have four sub-fleets of Class 350 trains.
- Class 350/1 – 30 trains – Leased from Angel Trains
- Class 350/2 – 37 trains – Leased from Porterbrook
- Class 350/3 – 10 trains – Leased from Angel Trains
- Class 350/4 – 10 trains – Leased from Angel Trains
Note.
- All are 110 mph trains
- The trains are capable of being modified for 750 VDC third-rail electrification.
Under Future the Wikipedia entry for Class 350 trains says this.
West Midlands Trains announced that they would be replacing all 37 of their 350/2 units for Class 350/4 units cascaded from TransPennine Express and brand new Class 730 units which both can travel up to speeds of 110 mph.
In October 2018, Porterbrook announced it was considering converting its fleet of 350/2s to Battery electric multiple units for potential future cascades to non-electrified routes.
As West Midlands Trains have ordered 45 Class 730 trains for express services, it looks like they will be expanding services on the West Coast Main Line and around the West Midlands.
But it does appear that as many as thirty-seven trains will be returned to Porterbrook.
Class 350 Trains With Batteries
I believe that if fitted with batteries, these trains would meet or be very near to Hitachi’s specification, which is given in this infographic from Hitachi.
Note that 90 kilometres is 56 miles.
Could West Midlands Trains Run Any Services With Class 350 Trains With Batteries?
I think there are some possibilities
- Birmingham New Street and Shrewsbury – 30 miles without electrification between Shrewsbury and Wolverhampton – Charging facility needed at Shrewsbury.
- Birmingham New Street and Hereford via Worcester – 41 miles without electrification between Hereford and Bromsgrove – Charging facility needed at Hereford.
- Leamington Spa and Nuneaton via Coventry – 19 miles without electrification – Charging on existing electrification at Coventry and Nuneaton.
- The proposed direct Wolverhampton and Walsall service, that i wrote about in Green Light For Revived West Midlands Passenger Service.
There may also be some services added because of the development of the Midlands Rail Hub and extensions to London services,
Who Has Shown Interest In These Trains?
I can’t remember any reports in the media, about any train operator wanting to lease these trains; either without or with batteries.
Conclusion
It does all seem a bit strange to me.
- As a passenger, I see nothing wrong with these trains.
- They are less than twenty years old.
- They are 110 mph trains.
- They have 2+2 interiors, with lots of tables.
- They could be fitted with batteries if required.
But then, all of those things could be said about Greater Anglia’s Class 379 trains.
Beeching Reversal – Reinstatement Of The Beverley And York Rail Line
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
The York And Beverley Line does what it says in the name.
A section in the Wikipedia entry is entitled Re-Opening Proposals and the treatment of the trackbed after closure would appear to be a case study in how not to mothball a railway.
- The original route has been built on in several places at Huntingdon, New Earswick, Pocklington and Stamford Bridge.
- A new route will have to be built to connect to the York and Scarborough Line at Haxby.
- There may also be problems at Beverley.
The only positive thing I can see, is that York City Council, want to re-open Haxby station. If this station were to be re-opened with a future-proofed design that might help in the wider scheme of reopening the Beverley and York Line.
This Google Map shows the original location of Haxby station.
Note.
- There is a dreaded level crossing in the middle of the village, that typically has around two trains per hour (tph)
- The road going to the West at the top of the map, is called Station Road, which is a bit of a giveaway.
- The building on the triangular site is called Station garage.
- Some reports on the Internet say that allotments will be turned into car parks.
- According to Wikipedia 22,000 people live within three miles of the station site.
The station site appears to be hemmed in by housing and comments from readers on one report are complaining about car parking being a problem an definitely don’t want the station.
Wikipedia says this about the proposed service on the Beverley and York Line.
The report recommended reinstating a service from Hull via Beverley, Market Weighton, Stamford Bridge and Pocklington connecting to the York to Scarborough Line at Haxby, on a double track line with a frequency of 2 trains per hour, with intermediate stations only at Market Weighton, Pocklington and Stamford Bridge. The estimate journey time was under 1 hour.
As the Beverley and York Line can’t join the York and Scarborough Line in the middle of Haxby, would it join North or South of the town?
Joining to the North would allow the Beverley trains to call at Haxby, but that would mean the level crossing was busy with six tph.
This Google Map shows the countryside between Haxby in the North and Earswick in the South.
Note.
- The York and Scarborough Line going through the centre of Haxby and then passing down the West side of the light brown fields.
- York is to the South and Scarborough is to the North.
I wonder, if the Beverley and York Line could branch to the East here and skirt to the North of Earswick before continuing to Pocklington for Beverley.
Perhaps, a Park-and-Ride station could be situated, where the railway and the road called Landing Lane cross?
At Beverley, this Google Map shows how the Beverley and York Line connects to the station.
Note.
- Beverley station at the bottom of the map.
- The Hull and Scarborough running North-South through the station.
The line divides by Beverley Rugby Football Club, with the trackbed of the Beverley and York Line going off in the North-Westerly direction.
This seems a lot easier than at the York end of the route.
I have flown my virtial helicopter over much of the route between Beverley and York, and the trackbed is visible but missing in places, where construction has taken place.
Would The Route Be Single Or Double-Track?
The plans call for double track, but would it be necessary?
- There will only be two tph, that will take under an hour.
- No freight trains will use the line.
- The route is 32 miles long.
I suspect a single track would suffice, with a passing loop at Market Weighton station.
Should The Line Be Electrified?
I wouldn’t electrify the whole line, but I would electrify the following.
- Hull and Beverley, so that battery trains to and from London could top up their batteries.
- Haxby and York, so that battery trains to and from Scarborough could top up their batteries.
These two short stretches of electrification would allow battery electric operation between Hull and York, trains could charge their batteries at either end of the route.
Electrification Between Hull And Beverley
Consider.
- Hull Trains extend their London and Hull services to Beverley.
- Hull and Beverley are just over eight miles apart.
- Trains to and from London Kings Cross use the electrification on the East Coast Main Line to the South of Temple Hirst Junction.
- Hull and Temple Hirst Junction are thirty-six miles apart.
- Hull Trains and LNER use Hitachi Class 800 or Class 802 electro-diesel trains on services between London Kings Cross and Hull.
Hitachi’s proposed battery-electric conversion of these trains, would have a range of 56 miles, according to this infographic.
I have flown my helicopter along the route and counted the following.
- Level crossings – 5
- Modern road bridges – 5
- Footbridges – 5
- Other bridges – 5
- Stations – 1
Nothing looked too challenging.
In my view electrification between Hull and Beverley and at convenient platforms at both stations, would be a simple way of decarbonising rail travel between London and Hull.
If this electrification were to be installed, distances from the electrification between Hull and Beverley, these would be the distances to be covered on battery power to various places.
- Bridlington – 23 miles
- Doncaster via Goole – 41 miles
- Leeds – 52 miles
- Neville Hill Depot – 49 miles
- Scarborough – 45 miles
- York – 52 miles
Note.
- All of these places would be in range of a fully-charged Hitachi battery electric train running to and from Hull.
- Of the destinations, only Bridlington and Scarborough, is not a fully-electrified station.
- One of the prerational problems in the area, is that due to a lack of electrification to the East of Neville Hall Depot, electric trains from York and Hull have difficulty reaching the depot. Trains with a battery capability won’t have this problem.
- Hull and Beverley and a lot of stations in the area, would only be served by electric trains, with a battery capability.
There would be a large decrease in pollution and emissions caused by passenger trains in the area.
Electrification Between Haxby And York
Consider.
- York and Haxby are 4 miles apart.
- York and Scarborough are 42 miles apart.
- York and Beverley are 32 miles apart.
Note that unlike at Beverley, there is no need to electrify the end of the route, as trains can be charged in the turnround at York.
With a charging facility at Scarborough, the Class 802 trains of TransPennine Express could work this route if fitted with batteries.
Could Lightweight Electrification Be Used?
Electrification gantries like these have been proposed for routes, where the heavy main-line gantries would be too intrusive.
They could have a place in the rebuilding of lines like Beverley and York.
Trains Between York And Beverley
The UK’s railways need to be decarbonised before 2040.
As a train delivered today, would probably last forty years, I think it would be prudent to only introduce zero-carbon trains to the network, where they are able to run the proposed services.
There is no doubt in my mind, that all these local services in East Yorkshire could be run using battery-electric trains with a 56 mile range.
- Hull and Doncaster
- Hull and Leeds
- Hull and Neville Hill Depot
- Hull and Scarborough
- Hull and York via Beverley and Market Weighton
- Hull and York via Selby
- York and Scarborough
The only electrification needed would be as follows.
Electrification between Hull and Beverley.
Electrification of some platforms at Beverley and Hull stations.
Some form of charging at Scarborough.
Charging may also be needed at Bridlington station.
The trains needed for the route seem to fit Hitachi’s specification well and a Class 385 train to the following specification, would do a highly capable job.
- Three or four-cars.
- Batteries for a 56 mile range.
- 90-100 mph operating speed.
I’m also sure that Bombardier, CAF and Stadler could also provide a suitable train.
Could Tram-Trains Be Used?
I feel that they could be used successfully and might enable cost savings on the substantial rebuilding of the route needed.
- Lighter weight structures.
- Single track with passing places.
- Tramway electrification or battery.
- Less vidual intrusion.
- The service could also have more stops.
Perhaps too, it could go walkabout in Hull City Centre to take passengers to and from Hull station.
Conclusion
It is rebuilding the tracks between Beverley and York, that will be difficult in the reopening of this line, which with hindsight should have not been vandalised by British Rail.
But even, if the Beverley and York Line is not re-opened, it does look that if Beverley and Hull were to be electrified, it would enable a network of battery electric zero-carbon trains in East Yorkshire and allow battery electric trains to run between Kings Cross and Hull.
Electrifying Wales
I would not be surprised to learn that Wales wants to decarbonise their railways.
At present, Wales only has the following electrified railways either in operation or under construction.
- The South Wales Main Line between the Severn Tunnel and Cardiff.
- The South Wales Metro based on local railways around Cardiff and Newport is being created and will be run by electric trains.
There is no more electrification planned in the future.
Hitachi’s Specification For Battery Electric Trains
Recently, Hitachi have released this infographic for their Regional Battery Train.
This gives all the information about the train and a definitive range of 90 km or 56 miles.
The Welsh Rail Network
If you look at the network of services that are run by Transport for Wales Rail Services, they connect a series of hub stations.
Major hubs include the following stations.
- Cardiff Central – Electrified
- Chester
- Hereford
- Shrewsbury
- Swansea
Smaller hubs and termini include the following stations.
- Aberystwyth
- Birmingham International – Electrified
- Birmingham New Street – Electrified
- Blaenau Ffestiniog
- Carmarthen
- Crewe – Electrified
- Fishguard Harbour
- Hereford
- Holyhead
- Llandudno Junction
- Manchester Airport – Electrified
- Manchester Piccadilly – Electrified
- Machynlleth
- Milford Haven
- Newport – Electrified
- Pembroke Dock
Running Welsh Routes With Electric Trains
These routes make up the Welsh rail network.
Chester And Crewe
Consider.
- The route between Chester and Crewe is without electrification.
- Crewe and Chester are 21 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Crewe with full batteries, that it will be possible to run between Chester and Crewe stations.
Chester And Holyhead via Llandudno Junction
Consider.
- All services between Llandudno Junction and England call at Chester.
- All services running to and from Holyhead call at Llandudno Junction.
- The route between Chester and Holyhead is without electrification.
- Chester and Llandudno Junction are 54 miles apart.
- Llandudno Junction and Holyhead are 40 miles apart.
I believe that if a battery-electric train with a range of 56 miles can leave Chester, Llandudno Junction and Holyhead with full batteries, that it will be possible to run between Chester and Holyhead stations.
Chester And Liverpool Lime Street
Consider.
- The route between Runcorn and Liverpool Lime Street is electrified.
- The route between Chester and Runcorn is without electrification.
- Chester and Runcorn are 14 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Runcorn with full batteries, that it will be possible to run between Chester and Liverpool Lime Street stations.
Chester And Manchester Airport
Consider.
- The route between Warrington Bank Quay and Manchester Airport is electrified.
- The route between Chester and Warrington Bank Quay is without electrification.
- Chester and Warrington Bank Quay are 18 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Warrington Bank Quay with full batteries, that it will be possible to run between Chester and Manchester Airport stations.
Chester And Shrewsbury
Consider.
- The route between Chester and Shrewsbury is without electrification.
- Chester and Shrewsbury are 42 miles apart.
I believe that if a battery-electric train with a range of 56 miles, can leave Shrewsbury and Chester with full batteries, that it will be possible to run between Chester and Shrewsbury stations.
Llandudno And Blaenau Ffestiniog
Consider.
- The route between Llandudno and Blaenau Ffestiniog is without electrification.
- Llandudno and Blaenau Ffestiniog are 31 miles apart.
I believe that if a battery-electric train with a range of 56 miles, can leave Llandudno and Blaenau Ffestiniog with full batteries, that it will be possible to run between Llandudno and Blaenau Ffestiniog stations.
Machynlleth And Aberystwyth
Consider.
- The route between Machynlleth and Aberystwyth is without electrification.
- Machynlleth and Aberystwyth are 21 miles apart.
I believe that if a battery-electric train with a range of 56 miles, can leave Machynlleth and Aberystwyth with full batteries, that it will be possible to run between Machynlleth and Aberystwyth stations.
Machynlleth And Pwllheli
Consider.
- The route between Machynlleth and Pwllheli is without electrification.
- Machynlleth and Pwllheli are 58 miles apart.
I believe that if a battery-electric train with a range of upwards of 58 miles, can leave Machynlleth and Pwllheli with full batteries, that it will be possible to run between Machynlleth and Pwllheli stations.
Machynlleth And Shrewsbury
Consider.
- The route between Machynlleth and Shrewsbury is without electrification.
- Machynlleth and Shrewsbury are 61 miles apart.
I believe that if a battery-electric train with a range of upwards of 61 miles, can leave Machynlleth and Shrewsbury with full batteries, that it will be possible to run between Machynlleth and Shrewsbury stations.
Shrewsbury and Birmingham International
Consider.
- The route between Birmingham International and Wolverhampton is electrified.
- The route between Shrewsbury and Wolverhampton is without electrification.
- Shrewsbury and Wolverhampton are 30 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury and Wolverhampton with full batteries, that it will be possible to run between Shrewsbury and Birmingham International stations.
Shrewsbury And Cardiff Central via Hereford
Consider.
- All services between Cardiff Central and Shrewsbury call at Hereford.
- The route between Cardiff Central and Newport is electrified.
- The route between Newport and Shrewsbury is without electrification.
- Shrewsbury and Hereford are 51 miles apart.
- Hereford and Newport are 44 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury, Hereford and Newport with full batteries, that it will be possible to run between Shrewsbury and Cardiff Central stations.
Shrewsbury And Crewe
- The route between Shrewsbury and Crewe is without electrification.
- Shrewsbury and Crewe are 33 miles apart.
I believe that if a battery-electric train with a range of upwards of 61 miles, can leave Shrewsbury and Crewe with full batteries, that it will be possible to run between Shrewsbury and Crewe stations.
Shrewsbury and Swansea
Consider.
- The Heart of Wales Line between Shrewsbury and Swansea is without electrification.
- Shrewsbury and Swansea are 122 miles apart.
- Trains cross at Llandrindod and wait for up to eleven minutes, so there could be time for a charge.
- Shrewsbury and Llandrindod are 52 miles apart.
- Swansea and Llandrindod are 70 miles apart.
It appears that another charging station between Swansea and Llandrindod is needed
I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury, Swansea and the other charging station, with full batteries, that it will be possible to run between Shrewsbury and Swansea stations.
Swansea And Cardiff Central
Consider.
- The route between Swansea and Cardiff Central is without electrification.
- Swansea and Cardiff Central are 46 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea and Cardiff Central with full batteries, that it will be possible to run between Swansea and Cardiff Central stations.
Swansea And Carmarthen
Consider.
- The route between Swansea and Carmarthen is without electrification.
- Swansea and Carmarthen are 31 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea and Carmarthen with full batteries, that it will be possible to run between Swansea and Carmarthen stations.
Swansea And Fishguard Harbour
Consider.
- The route between Swansea and Fishguard Harbour is without electrification.
- Swansea and Fishguard Harbour are 73 miles apart.
- Tramins could top up the batteries during the reverse at Carmathen.
- Swansea and Carmarthen are 31 miles apart.
- Carmarthen and Fishguard Harbour are 42 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Fishguard Harbour with full batteries, that it will be possible to run between Swansea and Fishguard Harbour stations.
Swansea And Milford Haven
Consider.
- The route between Swansea and Milford Haven is without electrification.
- Swansea and Milford Haven are 72 miles apart.
- Tramins could top up the batteries during the reverse at Carmathen.
- Swansea and Carmarthen are 31 miles apart.
- Carmarthen and Milford Haven are 41 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Milford Haven with full batteries, that it will be possible to run between Swansea and Milford Haven stations.
Swansea And Pembroke Dock
Consider.
- The route between Swansea and Pembroke Dock is without electrification.
- Swansea and Pembroke Dock are 73 miles apart.
- Tramins could top up the batteries during the reverse at Carmathen.
- Swansea and Carmarthen are 31 miles apart.
- Carmarthen and Pembroke Dock are 42 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Pembroke Dock with full batteries, that it will be possible to run between Swansea and Pembroke Dock stations.
Other Routes
I have not covered these routes.
- Borderlands Line
- Cardiff Valley Lines, that will be part of the South Wales Metro
- Routes on the electrified South Wales Main Line, that are to the East of Cardiff.
The first will run between Chester and the electrified Merseyrail system and the others will be electrified, except for short stretches.
Stations Where Trains Would Be Charged
These stations will need charging facilities.
Aberystwyth
Aberystwyth station only has a single terminal platform.
I’ve not been to the station, but looking at pictures on the Internet, I suspect that fitting a charging facility into the station, wouldn’t be the most difficult of engineering problems.
Birmingham International
Birmingham International station is fully-electrified and ready for battery-electric trains.
Blaenau Fflestiniog
Blaenau Ffestiniog station has a single terminal platform.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Cardiff
Cardiff station is fully-electrified and ready for battery-electric trains.
Chester
Chester station has two through platforms and one bay platform, that are used by Trains for Wales.
- The through platforms are bi-directional.
- The bay platform is used by services from Liverpool Lime Street and Manchester Airport and Piccadilly.
- The station is a terminus for Merseyrail’s electric trains, which use 750 VDC third-rail electrification.
- Some through services stop for up to seven minutes in the station.
This Google Map shows the station.
There is plenty of space.
The simplest way to charge trains at Chester would be to electrify the two through platforms 3 and 4 and the bay platform 1.
I would use 750 VDC third-rail, rather than 25 KVAC overhead electrification.
- I’m an engineer, who deals in scientifically-correct solutions, not politically-correct ones, devised by jobsworths.
- Maintenance staff at the station will be familiar with the technology.
- Station staff and passengers will know about the dangers of third-rail electrification.
- Trains connect and disconnect automatically to third-rail electrification.
- Trains don’t have to stop to connect and disconnect, so passing trains can be topped-up.
- Hitachi with the Class 395 train and Alstom with the Class 373 train, have shown even trains capable of 140 mph can be fitted with third-rail shoes to work safely at slower speeds on lines electrified using third-rail.
- Modern control systems can control the electricity to the third-rail, so it is only switched on, when the train completes the circuit.
I have a vague recollection, that there is an avoiding line at Chester station, so trains can go straight through. Perhaps that should be electrified too.
Carmarthen
Carmarthen station is a two platform station, with a rather unusual layout, that I wrote about in Changing Trains At Carmarthen Station.
I took these pictures when I passed through in 2016.
Note the unusual step-free crossing of the tracks.
This Google Map shows the layout at the station.
I believe it is another station, where third-rail electrification could be the solution.
- Most trains seem to reverse at the station, which gives time for a full charge.
- Others terminate here.
but would they still allow passengers to cross the line as they do now, whilst trains are being charged?
Crewe
Crewe station is fully-electrified.
- Trains for Wales seem to use Platform 6 for through trains and the bay Platform 9 for terminating trains.
- Both platforms appear to be electrified.
- Terminating trains appear to wait at least 9-11 minutes before leaving.
It does appear that Crewe station is ready for battery-electric trains.
Fishguard Harbour
Fishguard Harbour station only has a single terminal platform.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Hereford
Hereford station has four through platforms.
This Google Map shows the station.
There is plenty of space.
As with Chester, I would electrify this station with 750 VDC third-rail equipment.
But the electrification wouldn’t be just for train services in Wales.
- West Midlands Trains, run an hourly service to Birmingham New Street and there is only a forty-one mile gap in the electrification between Hereford and Bromsgrove.
- Great Western Railway’s service to London, has a massive ninety-six mile run to the electrification at Didcot Junction, which could be bridged by installing charging facilities at Worcestershire Parkway and/or Honeybourne stations.
Both services have generous turnround times at Hereford, so would be able to leave fully-charged.
Distances from Hereford station are as follows.
- Abergavenny – 24 miles
- Bromsgrove – 41 miles
- Great Malvern – 21 miles
- Honeybourne – 48 miles
- Ludlow – 13 miles
- Newport – 44 miles
- Shrewsbury – 51 miles
- Worcester Parkway – 33 miles
Hereford station could be a serious battery-electric train hub.
Holyhead
Holyhead station has three terminals platforms.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Liverpool Lime Street
Liverpool Lime Street station is fully-electrified and ready for battery-electric trains.
Llandrindod
Llandrindod station has two through platforms.
I took these pictures at the station as I passed through in 2016.
The Heart of Wales Line is certainly a route, that would benefit from larger trains. Zero-carbon battery-electric trains would surely fit well in the area.
This Google Map shows the station.
It would appear that, it is another station, that could be fitted with third-rail electrification to charge the trains.
Distances from Llandrindod station are as follows.
- Shrewsbury – 52 miles
- Llandovery – 27 miles
- Llanelli – 59 miles
- Swansea – 70 miles
It would appear that a second station with charging facilities or bigger batteries are needed.
Llandudno Junction
Llandudno Junction station has four platforms.
This Google Map shows the station.
There is plenty of space.
As at Chester, the simple solution would be to electrify the platforms used by trains, that will need charging.
Butb there may also be a wider plan.
Llandudno Junction station is at the Western end of a string of five closely-spaced stations with Prestatyn station in the East.
- Llandudno Junction and Prestatyn are eight miles apart.
- Trains take twenty-three minutes to pass through this section.
- Some trains do a detour to Llandudno station before continuing.
- For part of the route, the railway lies between the dual-carriageway A55 road and the sea.
So why not electrify this section of railway between Llandudno Junction and Prestatyn stations?
- Either 750 VDC this-rail or 25 KVAC overhead electrification could be used.
- Prestatyn and Chester are 46 miles apart.
- Llandudno Junction and Holyhead are 40 miles apart.
If third-rail electrification were to be used, it might be advantageous to electrify to Llandudno station.
- It would be less intrusive.
- It would be quieter in an urban area.
- It would give the trains to Blaenau Ffestiniog trains a good charge.
But above all third-rail electrification might cost a bit less and cause less disruption to install.
Machynlleth
Machynlleth station is where the Aberystwyth and Pwllheli services split and join.
This Google Map shows the station.
Consider.
- There is a train depot by the station.
- Will there be a good power supply at the station to charge the trains?
- Machnylleth and Pwllhelli are 58 miles apart.
- Machynlleth and Shrewsbury are 61 miles apart.
I think that Machynlleth might be pushing things too far, without extra stations with charging facilities.
One solution might be to develop the Riding Sunbeams concept and electrify the route between Newtown and Dovey Junction via Machynlleth, using third-rail technology powered-by solar or wind power.
Another solution would be batteries with a larger capacity.
Manchester Airport
Manchester Airport station is fully-electrified and ready for battery-electric trains.
Manchester Piccadilly
Manchester Piccadilly station is fully-electrified and ready for battery-electric trains.
Milford Haven
Milford Haven station only has a single terminal platform.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Pembroke Dock
Pembroke Dock station only has a single terminal platform.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Pwllheli
Pwhelli station is a only has a single terminal platform.
This Google Map shows the location of the station.
The stsation is at the North West corner of the bay.
My first reaction, when I saw this was that I have to go.
So I took a closer look at the station instead.
I suspect that fitting a charging facility into the station, wouldn’t be the most difficult of engineering problems. Although, there might be a problem getting a good enough connection to the National Grid.
Shewsbury
Shrewsbury station is a five-platform station.
This Google Map shows the station’s unusual location over the River Severn.
It must be one of few stations in the world, where trains enter the station from three different directions.
- From Crewe and Chester to the North.
- From Hereford and Wales to the South.
- From Birmingham and Wolverhampton in the East.
Adding electrification to all or selected platforms should allow trains to recharge and be on their way.
- Under current timetables, dwell times in Shrewsbury are up to eight minutes.
- I would suspect the train times could be adjusted, so that trains left the station with full batteries.
With battery-electric services to Aberystwyth, Birmingham International, Birmingham New Street, Cardiff Central, Chester, Crewe, Hereford, Holyhead, London Euston, Manchester, Pwllheli and Swansea, it will be a very important station.
Swansea
Swansea station has four terminal platforms.
A charging facility could be added to an appropriate number of platforms.
Or perhaps, the last few miles of track into the station should be electrified, so trains could charge on the way in, charge in the station and charge on the way out.
Third Rail Electrification
I have suggested in this post, that 750 VDC third-rail electrification could be used in several places.
I will repeat what I said earlier, when discussing Chester station.
- I’m an engineer, who deals in scientifically-correct solutions, not politically-correct ones, devised by jobsworths.
- Maintenance staff at the station will be familiar with the technology.
- Station staff and passengers will know about the dangers of third-rail electrification.
- Trains connect and disconnect automatically to third-rail electrification.
- Trains don’t have to stop to connect and disconnect, so passing trains can be topped-up.
- Hitachi with the Class 395 train and Alstom with the Class 373 train, have shown even trains capable of 140 mph can be fitted with third-rail shoes to work safely at slower speeds on lines electrified using third-rail.
- Modern control systems can control the electricity to the third-rail, so it is only switched on, when the train completes the circuit.
Third-rail electrification should be seriously considered.
A Standardised Terminal Solution
In this post, I mentioned that the following stations could be powered by a scandalised solution, as they are all one platform, terminal stations.
- Aberystwyth
- Blaenau Ffestiniog
- Fishguard Harbour
- Holyhead
- Milford Haven
- Pembroke Dock
- Pwllheli
The system might also be applicable at Carmarthen and Swansea.
My view is that Vivarail’s Fast Track charging based on third-rail technology would be ideal. I discussed this technology in Vivarail Unveils Fast Charging System For Class 230 Battery Trains.
Conclusion
With a bit of ingenuity, all train services run by Transport for Wales, can be run with battery-electric trains.
Could Battery-Electric Hitachi Trains Work Hull Trains’s Services?
Before I answer this question, I will lay out the battery-electric train’s specification.
Hitachi’s Proposed Battery Electric Train
Based on information in an article in Issue 898 of Rail Magazine, which is entitled Sparking A Revolution, the specification of Hitachi’s proposed battery-electric train is given as follows.
- Based on Class 800-802/804 trains or Class 385 trains.
- Range of 55-65 miles.
- Operating speed of 90-100 mph
- Recharge in ten minutes when static.
- A battery life of 8-10 years.
- Battery-only power for stations and urban areas.
- Trains are designed to be created by conversion of existing Class 80x trains.
For this post, I will assume that the train is five cars long. This is the length of Hull Trains’s Class 802 trains.
Recently, Hitachi have released this infographic.
This seems to give the same information and a definitive range of 90 km or 56 miles.
Hull Trains’s Services
Hull Trains run a train between Kings Cross and Hull, with some trains extending to Beverley.
- The service runs at a frequency of five trains per day (tpd) to Hull station and two tpd to Beverley station.
- Intermediate stations are Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough and Cottingham
The Beverley service is 213 miles long and takes three hours and seven minutes.
These are facts about the operation of the service.
- The train changes between diesel and electric operation at Temple Hirst Junction, which is on the electrified East Coast Main Line.
- Temple Hirst Junction is forty-four miles from Beverley and thirty-six miles from Hull.
- Trains to and from Beverley reverse at Hull and and are allowed eighteen minutes for the operation.
- This reverse at Hull is enough time to charge the train’s batteries using a Fast-Charging system.
As these trains could have a range of at least fifty-five miles on battery power, is there any point to bother with diesel?
Could Hull Trains and TransPennineExpress Share A Fast-Charger?
In Could Battery-Electric Hitachi Trains Work TransPennine Express’s Services?, I said this about their Manchester Piccadilly and Hull service.
As with the Scarborough and Redcar Central services, a Fast-Charging system would probably be needed at Hull.
As Hull Trains and TransPennine Express are both First Group companies, I would assume they would share amicably!
But would they allow LNER’s Azumas to use their Fast-Charger?
Could Hull Station Go Zero-Carbon?
If all the Hitachi trains used by Hull Trains, LNER and TransPrnnine Express were to use battery power to run between Hull station and the nearest electrification, the only diesel trains using the station would be Northern‘s assortment.
Northern run services through or to Hull as follows.
- Sheffield and Hull
- Sheffield and Bridlington
- Hull and Scarborough
- Hull and York
All services have a frequency of around one train per hour (tph).
These services could be run by either battery-electric or hydrogen-electric trains.
Hull station is also a big bus interchange, so these would need to be converted to electric or hydrogen.
I’m sure iTM Power not far away in Sheffield, would be happy to provide a hydrogen system to fuel the buses and the trains.
Conclusion
It looks to me, that if a Fast-Charging system, were to be fitted at Hull and used during reverse or turnround at the station, that a Class 802 train fitted with batteries could work Hull Train’s service without using a drop of diesel.
I can just see the advertising – Hull Trains – Your carbon-free way between London and Hull!
It wouldn’t even need any electrification, other than the Fast-Charging system at Hull.
I also believe that Hull station and the co-located bus station could go carbon-free.
The Anonymous Widower 