The Anonymous Widower

Speculation Increases Over Use Of HSTs

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

This is the second paragraph.

GWR and ScotRail are both introducing modified four and five-coach HSTs on various duties, with GWR’s operating regional services and ScotRail’s Inter7City sets to be used on its core inter-city routes.

I’ve yet to take a ride in either of the GWR oe Scotrail version of the trains and I shall be looking forward to riding both, later in the year.

I’ve only seem one close-up once at Dundee.

But they seem to be very slow in coming in to service.

Abellio Scotrail’s Proposed Fleet

Abellio Scotrail seem to have 54 Class 43 locomotives and 121 Mark 3 coaches, which according to Wikipedia, will be formed into 26 sets: 17 five-car and 9 four-car trains.

Routes include connecting Scotland’s seven cities.

GWR’s Proposed Fleet

Great Western Railway seem to have retained 24 Class 43 locomotives and 48 Mark 3 coaches, which will be formed into 11 four-car trains.

Routes include between Cardiff and Penzance.

Will These Short HSTs Be Successful?

A number of factors will come into play.

  • The trains are liked by passengers and drivers.
  • They are an ideal size for a lot of routes.
  • They have an excellent ride.
  • They have a lot of capacity for oversized baggage, like bicycles, surf boards, sporting equipment and even some urgent or perishable freight.

Only time will tell, but it is my view, they have a good chance of being a success.

Do Short HSTs Have Any Problems?

The two big problems are their age and that they are diesel-powered I wouldn’t be surprised to see some of the new franchises in the next few years, deciding to go all electric, with only a small number of diesel or hybrid trains.

Would Short HSTs be able to get an exception on heritage grounds?

The technology now is at a level, that by 2030, the UK railways could be diesel-free, with all trains electric, battery or zero-carbon hybrid.

Are There Any Other Routes Where Short HSTs Could Be Used?

I will break them down by franchis, in this incomplete list.

East Midlands Railway – Norwich And Derby

This new route for East Midlands Railway will be created by splitting the current service between Norwich and Liverpool Lime Street stations.

  • The route is 152 miles long.
  • I estimate that current trains will take three hours.
  • The service needs four-car trains at certain times.

Would it be possible for Short HSTs to do a Norwich and Derby round trip in six hours?

GWR – Cardiff And Portsmouth

If the Castles can work Cardiff and Penzance, could they work Cardiff and Portsmouth?

Scotrail – Far North Line

What has surprised me is that Abellio Scotrail are not going to use their Inter7City trains between Inverness and Wick stations on the Far North Line.

  • The distance is 174 miles
  • The current trip takes four and a quarter hours
  • The round trip is nine hours.

So could a short HST do the round trip in eight hours?

A single train could then run to the following schedule.

  • Leave Inverness at 0600.
  • Return from Wick at 1000.
  • Leave Inverness at 1400
  • Return from Wick at 1800

The train would arrive back in Inverness at 2200.

In Is This The Most Unusual Idea For A New Railway Service in The UK?, I wrote about a proposal to introduce Class 230 trains between Wick and Thurso at the far north of Scotland.

This Far North Metro, would sit well with a two train per day service to Inverness.

  • Mark 3 carriages have large windows for sightseeing.
  • A buffet and small bar could be provided.
  • The trains have space for parcels, urgent and perishable freight.
  • The service could link with the ferries to the Orkneys.

A subsidiary objective would be to bring some prosperity to a remote region.

Scotrail – Kyle Of Lochalsh Line

If Short HSTs can work their magic on the Far North Line, I just wonder if they could provide services on the Kyle Of Lochalsh Line.

  • The distance is 83 miles
  • The current trip takes two hours and forty minutes.

So could a short HST do the round trip in six hours?

As with the Far North Line, there would be a much improved service for both those that live along the line and the many visitors.

Transport for Wales – Cardiff And Holyhead

Transport for Wales run a two-hourly service between Cardiff and Holyhead stations. The rolling stock for some services will be a rake of four Mark 4 carriages, a Class 67 locomotive and a driving van trailer.

Isn’t this in effect a train with a similar purpose to a Short HST?

Obviously, Transport for Wales have got good reasons for not running Short HSTs on this route, but the choice of rolling stock does show similar thinking that led to the creation of the Short HST.

Transport for Wales – Heart Of Wales Line

The Heart Of Wales Line runs between Llanelli in West Wales and Craven Arms in England.

  • It is around 150 miles long.
  • Trains take a few minutes over four hours between Swansea and Shrewsbury stations.

It is one of those rail lines, that could be a serious tourism asset.

Would Short HSTs add to the experience?

Transport for Wales -North Wales Main Line

The North Wales Main Line is another line, where iconic Short HSTs might attract passengers.

Conclusion On Routes

There are certainly several places where Short HSTs could be gainfully employed.

Could Any Other Trains Be Used?

The specification could be something like this.

  • Four or five carriages.
  • Diesel, diesel bi-mode or hydrogen bi-mode.
  • Quality interior
  • 100, 110 or 125 mph top-speed.

Trains could be either new build or a rebuilt and/or refurbished older train.

Class 802 Train

Hitachi’s Class 802 train is in service.

  • It meets the specification.
  • It can seat somewhere between 326-342 passengers.
  • It can use electrification if it exists.

It would do a good job.

Class 755 Train

Stadler’s Class 755 train will soon be in service.

  • It meets the specification.
  • It is only a 100 mph train, but I suspect it can be uprated to 125 mph, as the electric version can handle this speed.
  • A four-car train  can seat 227 passengers.
  • It can use electrification if it exists.

It should do a good job.

Could HSTs Have Any Parcel Or Freight Applications?

This is always being suggested, but anything concerning freight or parcels must have the following characteristics.

  • They must be reliable.
  • They must be able to stick to a timetable.
  • They must have a hard-wearing interior, as they will have a hard life.
  • The small single doors would need to be replaced.
  • They must be able to accept standard freight pallets.
  • They must be quick and easy to load.

My biggest worry would be over the last two points. Would the trains just need three much modification to make them suitable for freight and parcels.

Could HSTs Have Heritage Applications?

Already a rake of Mark 3 coaches is going to be used with the  60163 steam locomotive.

But could HSTs in their own right find use in the heritage sector?

I think, that there could be space in the market for a few HSTs, which may have the sort of appeal to the younger generation, that steam trains had to my generation.

After all, I’ve had some of the best meals in my life in an HST.

Conclusion

They may be applications, but each will only use small numbers of trains.

So I’m afraid that some of these trains will go to scrap.

But then no-one can say, that they haven’t done well!

 

 

 

June 16, 2019 Posted by | Transport | , , , , , , , , | Leave a comment

Can You Fit These Cases In A Class 800 Train?

I took this picture at Edinburgh station, after arriving there on an Aberdeen to London train.

Could these cases be fitted into a new Class 800 train?

I’ve seen surfboards and heavily-loaded bikes being swallowed by a Class 43 locomotive in an InterCity 125.

Perhaps, passengers with loads like this, will fly to Edinburgh and then use ScotRail’s Inter7City trains around Scotland.

April 15, 2019 Posted by | Transport | , , , , | Leave a comment

London To Thurso Direct

According to Edition 863 of Rail Magazine, LNER are thinking of doing a demonstration run on this route to show off their new trains.

But is it such a daft idea?

In Rail Sleeper Plan Between Caithness And Edinburgh, I talked about a plan to operate a sleeper service on the route between Edinburgh and Thurso, which currently takes nine hours.

This journey time is definitely territory for those rail enthusiasts, who ride across America, Australia, Europe and Russia, but it is not for me.

But doing the route in day-long segments with a stop in a good hotel, in say Edinburgh and Inverness could open up an iconic tourism route to the Orkney Islands for an increasing number of intrepid travellers, many of whom, like me are past retirement age.

Travel on the Caledonian Sleeper to Inverness and you meet lots of foreign tourists from all over the globe.

On all days except Saturday, there are two services between Inverness and London; a day train to and from Kings Cross and a sleeper to and from Euston.

To go North on Day 1, you take eight hours on a direct train to Inverness, with after an overnight rest, you take four hours to Thurso.

Route Proving For The New Class 800 Trains

So if nothing else it is route proving for Class 800 trains on the service between Kings Cross and Inverness, which because it serves so many places on the Highland Main Line, is an important route to the area.

From the current schedule, it looks like the train will take twelve hours, so there will surely be a lot of driver training possibilities.

It surely, will be a good marketing exercise.

Highland Main Line Improvements

This archived document was produced by Transport Scotland.

This is the first paragraph.

Upgrading the Highland Main Line is one of the Scottish Government’s key priorities. The long-term goal of the project seeks to achieve a fastest journey time of 2 hours 45 minutes between Inverness and the Central Belt with an average journey time of 3 hours and an hourly service by 2025.

A time of three hours between Edinburgh and Inverness could be possible with electrification to Perth.

Far North Line Improvements

The Far North Line between Inverness and Thurso doesn’t appear to be built for speed, as it takes a train about four hours to do the journey.

  • It is 167 miles from Inverness to Thurso.
  • It is mainly single-track with passing places.
  • There are twelve services on the line most days, with fewer on Sundays.

It should also be said, that Caledonian Sleeper are thinking of running a service between Thurso and Edinburgh and/or Glasgow, as I reported in

In the Wikipedia entry for the Far North Line, there is a section called Future Expansion, where this is said.

For many years there have been proposals to bypass the Lairg loop[note  with a line across the Dornoch Firth, linking Tain (via Dornoch, more directly with Golspie. British Rail attempted to get funding for this when the road bridge was built, but the government declined.

Now this project would involve building a new bridge over the Firth, or making dual-purpose the bridge which now carries just the A9. Discussions have been held concerning the shortening of the Far North Line involving a bridge over the Dornoch Firth and the possible use of the trackbed of the former light railway. Nothing has yet come of these ideas.

If an hour could be knocked off the journey time, I suspect it would be very beneficial, to both the local population and visitors.

What Time Could Be Achieved?

I wouldn’t be surprised to see the time between London and Inverness reduced by the Class 800 trains in a couple of years, as the new trains will be able to use electricity South of Stirling and possibly Perth.

With the improvements to the Highland Main Line and better signalling on the East Coast Main Line, I could see a time between London and Inverness of under seven hours.

This would enable a civilised departure from London at say eight in the morning and still be in your castle, hotel or holiday cottage in time for dinner and a wee dram or several.

If improvements were made to the Far North Line, it might be possible to go from London to Thurso in ten hours.

Could The Class 800 Train Continue To Thurso?

A Class 800 train could continue to Thurso and LNER’s test run will probably prove whether it can or not!

It could arrive in Thurso, in time for the evening ferry to the Orkneys.

I think though, that the London service would not be extended to Thurso.

  • The train would have to be fully-replenished at Thurso for the trip South.
  • A nine-car train needed between London and Inverness would be too much capacity for the Inverness to Thurso section.
  • The current Inverness to London service starts at eight in the morning and passengers wouldn’t be happy to leave Thurso at three to go straight through to London.

But I can see the reduced journey time between London and Inverness attracting more passengers to the route.

Enter The Shortened High Speed Train

This article on Rail Magazine is entitled ScotRail HSTs Enter Traffic On October 15.

This is the second paragraph.

Branded Inter7City as they will serve Scotland’s seven cities, the refurbished HST will run initially between Aberdeen and Edinburgh. More routes will follow as more sets arrive from refurbishment.

It also says that the refurbished HSTs will offer.

  • More seats,
  • Increased luggage space.
  • At seat power sockets.
  • Hospitality.

I would also expect wi-fi, comfortable seats, tables and big windows.

With their four or five Mark 3 coaches and two Class 43 power cars each with a diesel engine of around 2,200 bhp, these trains must have superb acceleration.

I estimate that a fully loaded four-car train carrying 250 passengers, will weigh about three hundred tonnes. This gives a power to weight ratio of 11.2 kW/tonne

By comparison, the the original 2+8 sets of the InterCity 125s have a power to weight ratio of 7.3 kW/tonne.

I will also add some other power to weight ratios.

  • New Routemaster bus weighing twenty tonnes with 137 kW – 6.85 kW/tonne.
  • Hummer H2 weighing 2.9 tonnes with 293 kW – 101 kW/tonne.
  • Mini One weighing 1.2 tonnes with 75 kW – 62.5 kW/tonne

Incidentally, my Lotus Elan weighed about 1050 Kg when I was driving and had power of 121 kW. This gives a power to weight ration of 115 kW/tonne.

In Edinburgh to Inverness in the Cab of an HST, I described a memorable ride.

One thing I  noticed, was that the driver controlled the two engines with considerable precision, to make sure, the train was on time on what must be a challenging route, as it climbed, descended and twisted through the Highlands.

With the same amount of power in a train only half the length and weight, I suspect these trains could save time effortlessly, as a good driver in a sports car can on a twisting road.

Also, don’t underestimate the contribution, the replacement of the 1970s-style slam-doors with modern powered units, will contribute at every stop.

I looked at the actual times yesterday of the 12:00 between Kings Cross and Inverness and compared to my journey in the cab, there are less stops. So services are being speeded up and I suspect ScotRail’s trains stop more often.

Transport Scotland talked about a fastest time of two hour forty-five minutes between the Central Belt and Inverness.

When the route between Inverness and Perth has been fully modernised with passing loops, I have a feeling that times will be faster.

They will not only be an iconic forty-year-old train, but a tourist attraction in their own right, like Scottish mountains, tartan food and whisky.

Get Up In London And Go To Bed In The Orkneys

If LNER have an objective in testing London to Thurso with a Class 800 train,, it must be finding a civilised way, to be able to get between London and the Orkneys, by train and ship in both directions within a single day.

Consider.

  • The first train from Kings Cross to Edinburgh leaves just after 06:00.
  • There has been an aim to run services between the two capitals in under four hours for as long as I can remember.
  • Modern in-cab signalling is being rolled out on the East Coast Main Line to enable 140 mph running.
  • The last ferry to the Orkneys leaves from Scrabster near Thurso at 19:00

With the improvements to the Highland Main Line and electrification to Perth, three hours between Edinburgh and Inverness should be possible in a Class 800 train or a well-driven shortened HST.

This would give LNER options to get to Inverness at a reasonable hour of the day.

Run An Early Train From London To Inverness

This could be timed to leave London at 06:00 and it could be in Inverness at 13:00.

This would give a fast train on the Far North Line six hours, including transfer to move passengers between Inverness and Scrabster.

It looks that ScotRail have the train for the job, in the shape of the shortened HST.

They could also serve an early Scottish dinner, to prepare tourists, for what could be a breezy crossing.

Run A Pair Of Class 800 trains To Both Aberdeen And Inverness

LNER’s Class 800 trains come in two sizes; five-cars and nine-cars.

Two five-cars can run as a ten-car train, that can split and join as required, in under two minutes in a suitable station.

So could we see a pair of five-car Class 800 trains leave Kings Cross and run together to Edinburgh, where one train went to Dundee, Montrose, Stonehaven and Aberdeen and the other went to Stirling, Perth and Inverness.

Consider.

  • The first train from Kings Cross to Aberdeen leaves at 07:00 in the morning.
  • The journey takes six hours.
  • There are three trains per day between London and Aberdeen.
  • The last direct train that is not a sleeper service leaves just before 15:00.
  • As with the route to Inverness, the route to Aberdeen is not electrified.

I think this option has advantages

There would be an early morning service to Edinburgh and many of the large towns and cities in Eastern Scotland.

The service only uses one path on the East Coast Main Line between London and Edinburgh.

If traffic patterns and passenger numbers are favourable, other Aberdeen services could split and join.

Running a five-car train to Inverness earlier in the day, before the main train of the day, may be a way to provide an economic service to Thurso.

  • A five-car train would probably be more affordable to run.
  • The train would be stabled at Thurso overnight.
  • It would leave for Inverness, Edinburgh and london about 10:00.
  • At Edinburgh, it could join up with an Aberdeen train at around 16:00.

Time-tabled properly, it could result in Inverness and Aberdeen getting an extra train to and from London every day.

Change At Edinburgh

Plans by various rail companies for services include.

  • LNER will continue to run two trains per hour (tph) between Edinburgh and England.
  • LNER would like to run services between London and Edinburgh in under four hours.
  • TransPennine Express will run more services to Edinburgh.
  • ScotRail will run hourly services between the seven major cities in Scotland.
  • Edinburgh to Inverness and Inverness to Thurso should both to become three hour journeys.

Edinburgh will become a very well-connected city.

If Edinburgh to Thurso could be achieved  in six hours, then any service leaving Edinburgh after about 14:00 would catch the last ferry at Scrabster for the Orkneys.

When trains between London and Edinburgh, are regularly achieving the four-hour journey, there will be several trains, that will give a change in Edinburgh suitable for passengers individual preferences.

A single change at Edinburgh could be the preferable route for many.

Conclusion

Because LNER, ScotRail and other train companies now have a large fleet of very capable trains on order, there are several possibilities to create a world-class train service to connect Scotland fully both internally on the mainland and to important destinations in the islands and England.

The renaissance of the HST as a train to provide high-quality services has been astounding.

  • ScotRail are creating twenty-six shortened HSTs for use within Scotland.
  • GWR are creating eleven similar trains for use between Penzance and Cardiff.

I would be very surprised, if more HSTs are not refurbished to modern standards.

Germany may have the Volkwagen Beetle, but we have the High Speed Train.

Could we see them on the following routes?

  • Oxford and Cambridge
  • Waterloo and Exeter
  • North Wales Coast Line
  • Some Cross-Country services

There’s probably enough power-cars and coaches to make another fifty shortened HSTs, so if ScotRail’s trains are a success, I suspect we’ll see some imitation.

I suspect too, that just as engineers have found solutions to the problems in the coaches like the doors and the toilets, they will find a solution, that replaces the diesel engine in each power with some form of more eco-friendly hybrid power pack.

Consider.

  • MTU, which is a subsidiary of Rolls-Royce, are developing hybrid power packs for diesel multiple units.
  • There is a lot of space in the engine compartment of the power car.
  • On most routes, 90-100 mph running will be sufficient.

Hitachi converted a power-car to work in this way ten years ago.

 

 

 

 

 

 

October 11, 2018 Posted by | Transport | , , , , , , | Leave a comment