The Anonymous Widower

COP26 And Lumo Branding At King’s Cross Station

I took these pictures as I passed through King’s Cross station today.

Note.

  1. Wilston Samuel Jackson was the first black train driver in the UK.
  2. Lumo seem to have taken over all of the branding at the station.

There was a generally upbeat atmosphere at the station.

October 25, 2021 Posted by | Transport/Travel | , , , , | Leave a comment

The Northern Ends Of The Platforms At Kings Cross Station

These pictures show the Northern ends of the platforms at Kings Cross station.

The two trains are both nine-car Hitachi Class 800 or Class 801 trains and I was standing in line with their noses.

I wonder what is the maximum length of trains that can be handled in these platforms.

  • They can certainly handle ten-car trains, as LNER run these to Leeds.
  • Hitachi have designed the trains, so they can be up to twelve-cars, which are 312 metre long trains.
  • Looking at maps, I suspect that eleven-car trains would be the largest that can be handled.

But surely to maximum the number of passengers handled in the station, the platforms should be able to handle the longest Hitachi trains.

  • Unless, the capacity of an individual train is limited by the gate-lines and Network Rail have said that ten-car trains are the longest allowed.
  • Or would twelve-car trains be two far to walk with lots of luggage.

But ten-car trains would allow Lumo to double-up trains to increase capacity selectively, when perhaps, there is an important sporting event.

So when say the Culcutta Cup is taking place, an early morning train to the match and a late evening return could be doubled to add another four hundred seats.

But the current Lumo timetable only shows just two trains on a Saturday.

  • London King’s Cross – Edinburgh, which leaves at 10:25 and arrives at 14:57.
  • Edinburgh – London King’s Cross, which leaves at 08:49 and arrives at 13:17.

Not very good to go to the rugby or a birthday lunch with your mum.

But realtimetrains reveals two early morning paths allocated to Lumo.

  • London King’s Cross – Edinburgh, which leaves at 05:45 and arrives at 10:06.
  • Edinburgh – London King’s Cross,  which leaves at 05:36 and arrives at 10:04.

So you can get to the other capital, but is there a later last train back?

Oh! Yes there is! And again they are revealed by realtimetrains.

  • London King’s Cross – Edinburgh, which leaves at 18:27 and arrives at 22:56.
  • Edinburgh – London King’s Cross, which leaves at 17:56 and arrives at 22:29.

Is the Southbound service earlier, as Murrayfield is closer to Waverly station, than Twickenham is to King’s Cross?

If the return was fifty pounds and the trains were doubles, that could be revenue of around  £ 40,000. There would be more electricity and track access charges, and they’d need extra train crew, but Lumo would surely be quids in!

Lumo’s financial model has several nice little earners.

 

October 25, 2021 Posted by | Finance, Sport, Transport/Travel | , , , , , | 2 Comments

The First Lumo Service Arrives In London

These pictures show the first Lumo service as it arrives in Platform 5 at King’s Cross station.

Note.

The clock showed the train arrived five minutes early.

The train appeared to be about ninety percent full!

How close is the train colour to LNER blue?

The picture shows two iconic A4 Pacifics; Mallard and Dominion of Canada at the National Railway Museum.

Not very is the probable answer!

October 25, 2021 Posted by | Transport/Travel | , , , | Leave a comment

Is Lumo The Ryanair Of Rail?

Someone had to draw the comparison between Lumo and Ryanair and it was The Times, that used a headline of Lumo, The Ryanair Of Rail, Gets The Green Light On East Coast, for their article about the new London and Edinburgh rail service in their article today.

But how alike are the two business models?

Standard Planes And Trains

The Boeing 737 and the Airbus A 320, as used by Ryanair and easyJet  are the two workhorses of short haul airlines.

It can also be said, that Hitachi’s AT-300 train is becoming the workhorse of long-distance rail services in the UK.

Customised Interiors

Ryanair and easyJet do customise the interiors of their aircraft to a certain extent and from pictures on the Internet Lumo appear to have done the same.

If you look at the widths of the planes and trains on Wikipedia, you find these values.

  • Airbus A 320 – 3.95 metres
  • Boeing 737 – 3.8 metres
  • Class AT-300 train – 2.7 metres

Dividing by the number of seats across, which is six for the planes and four for the train gives these figures.

  • Airbus A 320 – 0.66 metres
  • Boeing 737 – 0.63 metres
  • Class AT-300 train – 0.67 metres

I know there is an aisle down the middle, so let’s say that it is 0.60 metres. This gives these spaces for each seat.

  • Airbus A 320 – 0.56 metres
  • Boeing 737 – 0.53 metres
  • Class AT-300 train – 0.53 metres

I think that is adequate space for a designer to do a good job.

This picture shows the interior of a Great Western Railway Class 802 train, which use a similar body shell to the trains used by Lumo.

Note.

  1. The aisle looks to be similar in width to a seat.
  2. There is a bag shelf above the windows and lots of coat hooks.

As both Lumo and Great Western Railway are both First Group companies, is it likely that the interior dimensions are similar, so that standard trolleys could be used and training could be eased and shared between companies in the group.

This picture shows a trolley fitting in between the tables on a Great Western Railway service.

I suspect, if they design everything together, Lumo could make best use of a narrow aisle to give the seats a bit more width.

This last picture shows TransPennine Express Class 802 train at Willesden Junction station.

Note how the lower part of the side of the train is curved. Is this to get a bit more room for the seat squab?

Passengers Per Metre

This is only a rough calculation and shows typical passengers, fuselage or car length and passengers per metre.

  • Airbus A 320 – 164 passengers – 37.57 metres – 4.4 px/metre
  • Boeing 737 – 160 passengers – 37.0 metres – 4.3 px/metre
  • Class AT-300 train – 96 passengers – 26 metres – 3.7 px/metre

Passenger density in the train is about fourteen percent less.

Toilets

In The Definitive Seating Layout Of Lumo’s Class 803 Trains, I said this.

This article on Economy Class and Beyond is entitled Enter Lumo – The New East Coast Railway Competitor.

It contains a drawing from Lumo,  which shows the layouts of the seats on the train.

    • Coach A – 44 Standard seats – 8 Priority seats – 2 Wheelchair spaces – 2 Tip up seats – Accessible toilet – 56 Total seats
    • Coach B – 84 Standard seats – 12 Priority seats – Bike store – Toilet – 96 Total seats
    • Coach C – 84 Standard seats – 12 Priority seats – 96 Total seats
    • Coach D – 84 Standard seats – 12 Priority seats – Bike store – Toilet – 96 Total seats
    • Coach E – 52 Standard seats – 8 Priority seats – 2 Tip up seats – Accessible toilet – 62 Total seats

Note.

    1. This is a total of 406 seats.
    2. Judging by the position of the tip-up seats they are for staff and perhaps emergency use, if say a coffee gets spilled on a seat.
    3. Each car has a pair of tables, where four can sit. As Lumo’s business model allows early booking, if you and your partner want to take the kids to see granny on her birthday, you should be able to get a table, by booking early.
    4. There are two bike stores in Coaches B and D.

These are some further thoughts.

Toilet Provision

I was on an LNER Class 800 train earlier this week and needed to go to the toilet.

    • I wasn’t sure which way I needed to go, as I couldn’t see a sign pointing me to the toilet, but in the end I struck lucky.
    • You don’t have that problem with Lumo’s trains, as there appears to be a toilet at both ends of the three middle coaches, either in your car or the next.
    • If you’re in one of the driver cars, there is an accessible toilet at the blunt end.

I don’t think anybody will argue with the toilet provision on Lumo’s trains.

Typically a Boeing 737 or an Airbus A320 will have two toilets for about 160 passengers.

Lumo’s trains have two accessible toilets and two ordinary ones for 406 passengers.

Ease Of Boarding

If you want to catch a train at virtually any station in the UK, in most cases, you just turn up something like fifteen minutes before the departure time, present your ticket and get on the train.

Planes used to be like that in the UK, but they aren’t any more.

Catering

In the article in The Times, Matt Lee, who is Lumo’s customer experience director, said they have been free to develop their own systems. He says this about the catering.

Catering will be a Deliveroo-style service: passengers can order M&S or Pret sandwiches in advance and have them delivered to their seat. “We are a testbed for other FirstGroup train operators.

Will they do gluten-free?

Luggage

Lumo have a luggage courier service called LumoLuggage.

Service Expansion

Suppose an airline or a train operating company wants to run additional services to add capacity to a route.

With an airline, they will need to obtain additional take-off and landing slots to fly the route.

But Lumo are running five-car trains on a route, where all the stations can handle nine-car trains and possibly a pair of five-car trains.

So Lumo just add extra cars to the fleet, so that they match the number of cars running on the route to the demand.

The only costs to increase the capacity are those of the extra cars and a proportionate number of extra staff.

Conclusion

I can see this service model being copied by other train operators in other countries.

I’m looking forward to going North on Wednesday.

October 22, 2021 Posted by | Food, Transport/Travel | , , , , , , , , , , , , | 4 Comments

Could We See Between London And Much Of The North By Train In Under Two Hours?

I shall write about each route in order starting from Euston and working East.

Avanti West Coast And Euston

These are services from Euston, that I feel could be under two hours.

London Euston And Liverpool Lime Street

On Thursday, I went to Liverpool by train.

  • My train took two hours and thirteen minutes between London Euston and Liverpool Lime Street stations.
  • There were stops at Stafford, Crewe and Runcorn.
  • The Class 390 train was travelling at 125 mph for a lot of the way.
  • The distance between the two terminals is 193.6 miles.
  • The start to stop average including the stops was 87.3 mph.

So could London Euston and Liverpool Lime Street be achieved in the magic two hours?

A few thoughts.

Average Speed

To do the journey in this time  would need an average speed of 96.8 mph.

Accelerating And Stopping

Ideally, the train will run as fast as it can only changing speed for the station stops.

  • The train will accelerate from stop to cruising speed at Euston, Stafford, Crewe and Runcorn or four times.
  • The train will decelerate from cruising speed to stop at Stafford, Crewe, Runcorn and Liverpool Lime Street or four times.

Effectively, the train goes through four complete station stops, although one will be split between the two ends of the journey.

These figures are from Wikipedia and the Internet

  • The acceleration of the Class 390 train is 1.0 mph/sec which means that it takes 125 seconds to get to 125 mph.
  • The deceleration of a Class 390 train is 2.0 mph/sec, which means that it takes 63 seconds to stop from 125 mph.
  • The acceleration of a Class 801 train is 1.6 mph/sec which means that it takes 78 seconds to get to 125 mph.
  • The deceleration of a Class 801 train is 2.2 mph/sec, which means that it takes 57 seconds to stop from 125 mph.

These figures would appear to show, that a Class 801 train can decelerate and accelerate at a stop in nearly a minute faster than a Class 390 train.

So how can we increase the acceleration and deceleration? The two obvious ways are more power and less weight.

Form the Internet, I estimate that the average car in a Class 390 train is around 52 tonnes, as opposed to 41 tonnes for the Hitachi trains.

So does this weight difference explain some of the difference in acceleration and deceleration times?

Consider.

  • The Class 390 trains have all the extra weight of the tilt mechanism. More weight means slower acceleration.
  • Avanti West Coast’s new Class 807 trains have no diesel engines or batteries. Have the trains been put on a diet?
  • They also have a reprofiled nose. Is it more aerodynamic?

So if these trains can save time on the four accelerate/decelerate cycles compared to the Class 390 trains, they must be getting nearer to the magic two hours.

If two minutes a stop can be saved that would save eight minutes on the journey between London Euston and Liverpool Lime Street.

140 Mph Running

The time to do a mile at various speeds are as follows.

  • 100 mph – 36 seconds
  • 125 mph – 29 seconds
  • 140 mph – 26 seconds

So running at 140 mph, as opposed to the current 125 mph would save three seconds for every mile.

To save five minutes would mean the train would have to run for a hundred miles at 140 mph instead of 125 mph.

As Stafford is 133.5 miles from London, it could be that full digital signalling should be installed on the West Coast Main Line all the way to Stafford or even Crewe, which is 158 miles from London.

This schematic map of the West Coast Main Line was clipped from Wikipedia.

Note.

  1. Trains between London Euston and Liverpool Lime Street take the Trent Valley Line through Nuneaton and Lichfield Trent Valley and stop at Stafford, Crewe and Runcorn.
  2. Trains between London Euston and Manchester take a variety of routes and all go via Stockport.
  3. One train per hour (tph) between London Euston and Glasgow Central takes the Trent Valley Line and goes non-stop between London Euston and Warrington Central.
  4. Norton Bridge Junction just to the North of Stafford has recently been remodelled.

I believe there is potential to enable up to at least a hundred miles of 140 mph running to the South of Crewe. Especially as most of the track South of Crewe is quadruple track.

This should enable the shaving of five or more minutes off the time of any train capable of 140 mph running that uses the Trent Valley Line through Nuneaton, Lichfield Trent Valley and Stafford.

Norton Bridge Junction

Norton Bridge junction, which is five miles North  used to be a bottleneck, but it has now been remodelled.

I wrote about it in The New Norton Bridge Junction In Action.

The new junction has probably been designed so that it can save a few seconds for trains going between Stafford and Crewe, whether or not they stop at either or both stations.

Non-Stop Between London Euston and Runcorn

If you look at the times of a London Euston and Glasgow Central train via the Trent Valley Line , it travels the 174.7 miles between London Euston and Weaver Junction non-stop in one hour and forty minutes. This is an average speed of 104.8 mph.

By comparison, my train on Thursday took one hour and forty-seven minutes with the two stops at Stafford and Crewe.

So there is at least six minutes to be saved by going non-stop.

 

Two Trains Per Hour Between London Euston And Liverpool Lime Street

Wikipedia says this about an additional service.

Subject to approval by the Office of Rail and Road, an additional hourly service will be introduced between London Euston and Liverpool Lime Street with a stop at Liverpool South Parkway from December 2022.

I have a few thoughts and questions on extra services between London Euston and Liverpool Lime Street,

  • In my view the second service is much needed.
  • I also think, that a later train back to London is needed.
  • Does the Wikipedia statement mean that only one train will stop at Liverpool South Parkway?
  • Does Runcorn need two tph to and from London?
  • Would the platforms at Liverpool South Parkway be lengthened to accept eleven-car Class 390 trains?

I feel that if a train stopped at both Liverpool South Parkway and Runcorn, this would make a two-hour journey more difficult to achieve.

London Euston And Liverpool Lime Street In Two Hours

The new Class 807 trains will be delivered by 2022. Because of the pandemic, I’ll assume that of the ten trains on order, some, but not all, will be available by the December 2022 timetable change.

The time savings needed for a two-hour journey will come from four improvements.

  1. The increased performance of the Class 807 trains.
  2. Full digital signalling South of Crewe.
  3. The track improvements already completed like Norton Bridge Junction.
  4. Cutting out stop on the second service.

There may also be time savings to be obtained at the intermediate stops, by better working practices.

I doubt that the full digital signalling will have been installed, but all trains will be capable of 125 mph running.

Avanti West Coast probably have a good idea of the time they could achieve without digital signalling and I feel that they could be about five minutes over two hours with the Class 807 trains.

As the eleven-car Class 390 trains are too long for Liverpool South Parkway station, could we see the following service?

  • 1 tph – Class 390 train – London Euston And Liverpool Lime Street via Runcorn, Crewe and Stafford.
  • 1 tph – Class 807 train – London Euston And Liverpool Lime Street via Liverpool South Parkway.

Note.

  1. The Class 390 train would run the existing timetable in two hours and thirteen minutes.
  2. The Class 807 train would be a two-hour express service if possible.
  3. Going from three stops to one could save the express at least seven minutes, as I showed earlier by looking at train timings South of Weaver Junction.
  4. There would be time savings of at least two minutes on the express service due to the better performance of the Class 807 train.

To save the final four minutes, there would need to be at least eighty miles of 140 mph running, as each mile saves three seconds.

I am fairly certain, that London Euston and Liverpool Lime Street can be regularly achieved in two hours.

London Euston And Warrington Bank Quay

The hourly London Euston and Glasgow Central expresses seem to take one hour and forty-five minutes for the non-stop trip of 182.1 miles, which is an average speed of 104 mph.

As this service is non-stop, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Warrington Bank Quay can be regularly achieved in well under two hours, by a Class 390 train.

London Euston And Wigan North Western

The hourly London Euston and Glasgow Central expresses seem to take one hour and fifty-six minutes for the single-stop trip of 193.9 miles, which is an average speed of 100.3 mph.

As this service just a single stop at Warrington Bank Quay, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

As with Warrington Bank Quay, I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Wigan North Western can be regularly achieved in comfortably under two hours, by a Class 390 train.

London Euston And Preston

The hourly London Euston and Glasgow Central expresses seem to take two hours and eleven minutes for the two -stop trip of 209 miles, which is an average speed of 95.7 mph.

As this service just stops at Warrington Bank Quay and Wigan North Western, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

As with Warrington Bank Quay and Wigan North Western, I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Preston can be regularly achieved in just under two hours, by a Class 390 train.

London Euston And Blackpool North

Avanti West Coast have indicated that their new Class 807 trains will run between London Euston and Blackpool North.

Consider.

  • I am fairly certain that a Class 390 train will be able to run between London Euston and Preston in under two hours, once digital signalling is installed South of Crewe.
  • Currently, Class 390 trains take twenty minutes between Preston and Blackpool North stations.
  • The Class 807 trains have better acceleration and deceleration and should be able to execute faster stops than the Class 390 trains.

I wonder if Avanti West Coast, Hitachi, Network Rail and Rock Rail have thought up a cunning plan to run Class 807  trains between  London Euston And Blackpool North, in under two hours.

Trains would go via the Trent Valley.

Trains might only stop at perhaps Milton Keynes Central, Warrington Bank Quay, Wigan North Western and Preston.

Trains would run at up to 140 mph using digital signalling, in as many places as possible.

Is the performance of the Class 807 trains sufficient to achieve London Euston and Blackpool North in under two hours via the Trent Valley?

London Euston And Manchester Piccadilly via Wilmslow

Consider.

  • Most trains between London Euston and Manchester Piccadilly via Wilmslow seem to take around six or seven minutes over two hours.
  • I believe that if the 158 miles between London Euston and Crewe were to be digitally signalled, then this could save up to eight minutes by allowing trains to run at 140 mph rather than the current 125 mph.

This could be enough to bring the London Euston and Manchester Piccadilly via Wilmslow below two hours.

I am not surprised at this, as the trains were built for 140 mph and because there is no digital signalling, they are limited to 125 mph, which slows the trains by six or seven minutes.

London Euston And Manchester Piccadilly via Stoke-on-Trent

Everything I said about trains between London Euston and Manchester Piccadilly via Wilmslow probably apply, except that the services via Stoke-on-Trent are a few minutes slower.

But I do feel, that this could be enough to bring the London Euston and Manchester Piccadilly via Stoke-on-Trent below two hours.

East Midlands Railway And St. Pancras

These is only one service from St. Pancras, that is not comfortably under two hours.

London St. Pancras And Sheffield

A typical service between London St. Pancras And Sheffield takes a few minutes over two hours..

  • There are two tph
  • There are stops at Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby or Chesterfield depending on the service.
  • The Class 222 trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 164.7 miles.
  • The start to stop average including the stops is 81 mph.

I would suspect that East Midlands Railway’s new bi-mode Class 810 trains will be able to easily break the two-hour barrier.

  • They have four diesel engines so they can cruise at 125 mph on diesel.
  • They have electric power for South of Market Harborough.
  • Some diesel engines will be changed for batteries.

As electrification increases on the Midland Main Line, these trains will use less and less diesel.

I also suspect that digital signalling will start to creep into the route, starting from Bedford, where it is used on Thameslink.

LNER And King’s Cross

These are services from King’s Cross, that are or I feel will be under two hours.

London King’s Cross And Doncaster

A typical service between London King’s Cross And Doncaster takes around one hour and thirty-seven minutes.

  • There are four tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark and Retford depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two stations is 156 miles.
  • The start to stop average including the stops is 96.5 mph.

Digital signaling is being installed on this section of the East Coast Main Line and I suspect that this will reduce timings between London King’s Cross And Doncaster.

A simple estimate based on the maximum operating speed, indicates a time of one hour and twenty-six minutes should be possible.

But as a Control Engineer, I believe that digital signalling will lead to faster running over the Digswell Viaduct and through the flat crossing at Newark.

The timing will certainly be under one hour and thirty minutes between London King’s Cross And Doncaster.

London King’s Cross And York

A typical service between London King’s Cross And York takes around one hour and forty-eight minutes.

  • There are two tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark, Retford and Doncaster depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two stations is 188.5 miles.
  • A non-stop service takes one hour and fifty-two minutes, which is a start to stop average including the stops is 101 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes.

London King’s Cross And Leeds

A typical service between London King’s Cross And Leeds takes around two hours and thirteen minutes.

  • There are three tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark, Doncaster and Wakefield Westgate depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 185.9 miles.
  • This is a start to stop average including the stops is 83.9 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Leeds of around two hours.

London King’s Cross And Bradford Forster Square

LNER run some services on this route

  • The services take thirty minutes between Leeds and Bradford Forster Square stations.
  • The services do not reverse at Leeds.

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes should be possible between Leeds and Bradford Forster Square stations.

London King’s Cross And Bradford Interchange

Grand Central run some services on this route

  • The services call at Doncaster, Wakefield Kirkgate, Mirfield, Brighouse and Low Moor
  • The services take two hours and fifty-four minutes between London King’s Cross and Bradford Interchange stations.
  • The services take one hour and seventeen minutes between Doncaster and Bradford Interchange stations.

The services are run by Class 180 diesel trains, which will have to be replaced to decarbonise the route.

I suspect that Hitachi will have a train for this route, that could use diesel or batteries to the North of Doncaster.

  • My estimate for the best time between King’s Cross and Doncaster is one hour and twenty-six minutes.
  • The current time between Doncaster and Bradford Interchange stations is one hour and seventeen minutes.

This gives a best time of perhaps two hours and forty-three minutes between Doncaster and Bradford Interchange stations.

The route to Bradford via Leeds is perhaps fifteen minutes faster, but it serves different stations.

London King’s Cross And Harrogate

LNER has been running to Harrogate for some time.

  • There is one train per two hours (tp2h)
  • The service calls at Stevenage, Grantham, Doncaster, Wakefield Westgate and Leeds.
  • some services reverse at Leeds.
  • The service takes two hours and fifty-five minutes between London King’s Cross and Harrogate stations.
  • The service takes thirty minutes between Leeds and Harrogate stations.

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes could be possible between London King’s Cross and Harrogate stations.

London King’s Cross And Huddersfield

In LNER Expands To Huddersfield, I described LNER’s new service to Huddersfield.

  • There will be one train per day (tpd)
  • The service will call at Peterborough, Newark North Gate, Doncaster, Wakefield Westgate, Leeds and Dewsbury.
  • The service will split and join with the London King’s Cross and Skipton service at Leeds.
  • The service will reverse at Leeds.
  • The service take two hours and fifty-five minutes between London King’s Cross and Huddersfield stations.
  • The service will take twenty-five minutes between Leeds and Huddersfield stations.
  • Improvements are planned, which include electrification, between Dewsbury and Huddersfield

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes could be possible between London King’s Cross and Huddersfield stations.

London King’s Cross And Hull

The fastest Hull Trains service between London King’s Cross And Hull takes around two hours and thirty minutes.

  • There are seven tpd
  • There are stops at Stevenage, Grantham, Retford, Doncaster, Selby, Howden and Brough depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 205.3 miles.
  • This is a start to stop average including the stops is 82.1 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Hull of around two hours and twenty minutes.

London King’s Cross And Middlesbrough

LNER have announced a Middlesbrough service, which I wrote about in LNER’s Middlesbrough And London Service. Starts On December 13th.

  • There will be one tpd in both directions
  • Intermediate stops will be at Thornaby and York.
  • The Middlesbrough and London service will leave Middlesbrough from Platform 1 at 07:08 and arrive in King’s Cross at 10:22.
  • The London and Middlesbrough service will leave King’s Cross at 15:25 and arrive in Middlesbrough in Platform 2 at 18:18.

There appear to be some curiosities in the timetabling of these trains, which I may explore later.

I would assume that is because LNER want a competitive time of three hours between King’s Cross and Middlesbrough.

These are Southbound times between Eaglescliffe and King’s Cross in the morning.

  • Grand Central –  Two hours and thirty-nine minutes
  • LNER – Three hours and two minutes

Is this because the Class 180 train is a genuine 125 mph train on diesel and the Class 800 train is not?

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Middlesbrough of around three hours.

Conclusion

Of the cities and towns in the North, that I have discussed only Bradford, Harrogate, Huddersfield, Hull and Middlesbrough, are ones that will be difficult to be provided with a two-hour journey time to and from London. But all should be possible in close to or under two hours and thirty minutes.

 

 

October 17, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , | 6 Comments

The Side Door At King’s Cross Station

Earlier this week, I noticed this door in the Eastern side of King’s Cross station.

The door appears to lead through to the concourse and in normal operation, probably gets used if a vehicle needs to access the platforms.

These pictures were taken on the other side.

If you walk to the left, you go to Platforms 0 and 1.

But at night could this entrance be used to access Express Parcels and Light Freight Services on these two platforms?

September 15, 2021 Posted by | Transport/Travel | , | 1 Comment

LNER’s Middlesbrough And London Service Starts On December 13th

Tucked at the bottom of the article entitled LNER Tickets For Christmas Getaway in Edition 939 of Rail Magazine, there is this paragraph separated from the article by a sole bullet point.

LNER has confirmed that from December 13 it will run a new weekday service between London King’s Cross and Middlesbrough.

It has already made an appearance on Real Time Trains and I can find the following details.

  • There will be one train per day (tpd)
  • Intermediate stops will be at Thornaby and York.
  • The Middlesbrough and London service will leave Middlesbrough from Platform 1 at 07:08 and arrive in King’s Cross at 10:22.
  • The London and Middlesbrough service will leave King’s Cross at 15:25 and arrive in Middlesbrough in Platform 2 at 18:18.

These are my thoughts.

Trains Per Day

One train per day, is obviously an introductory service and like services to Harrogate and Lincoln, the number of services will ramp up to perhaps four or five tpd, if the demand is there and the paths and trains are available.

Journey Times

Consider

  • The Southbound journey takes three hours and fourteen minutes with a time of two hours and nine minutes between York and King’s Cross
  • The Northbound journey takes two hours and fifty-three minutes with a time of one hour and fifty-six minutes between King’s Cross and York.
  • Some services between King’s Cross and York are as fast as one hour and forty-eight minutes.
  • Middlesbrough and York seems to take around 52-58 minutes.
  • These Middlesbrough and York timings are consistent with TransPennine Express.
  • Digital signalling could offer savings in journey time between York and London.

I think it is very likely as the timetable improves, that timings between Middlesbrough and London could be around two hours and forty minutes.

Electrification

The route is fully electrified except for between Middlesbrough and Longlands Junction, where it joins the electrification of the East Coast Main Line, which is a distance of twenty-two miles.

Hitachi are developing a battery-train, which they call the Hitachi Intercity Tri-Mode Battery Train, which is described in this Hitachi infographic.

Note.

  1. LNER’s current Class 800 trains will probably be able to be converted to this train.
  2. A range on battery power of upwards of forty miles would be expected.

If the range on battery-power can be stretched to perhaps sixty miles, this train should be capable of serving Middlesbrough without the need for any extra charging at the terminus.

I am sure Hitachi would like to see their battery-electric trains running between King’s Cross and Middlesbrough, as it would be an ideal route on which to show the trains to prospective customers, given that their factory is at Newton Aycliffe.

Conclusion

This could be good demonstration battery-electric service for Hitachi and LNER.

 

September 12, 2021 Posted by | Transport/Travel | , , , , , , , | 2 Comments

LNER’s Terrible Tickets

On my last trip on LNER to Spalding, I had to buy the tickets in the Booking Office, as I can’t get the hang of their machines at King’s Cross.

Like several other companies, they have changed to thermal tickets.

They are awful!

  • You can’t put them in a typical pocket in a wallet.
  • They curl up.
  • I constantly drop them, because my left hand doesn’t work properly.
  • Is thermal paper as environmentally-friendly as the credit-car-sized card tickets?

They should be banned as soon as possible!

 

September 10, 2021 Posted by | Transport/Travel | , , | 5 Comments

Lumo Aims To Be The Green Alternative To Edinburgh – London Flights

The title of this post, is the same as that of this article on Railway Gazette.

Some points from the article.

Lumo Is Targeting Flyers

This is a paragraph.

Lumo is aiming to carry more than 1 million passengers per year. It is particularly targeting people who currently fly between Edinburgh and London; in June it says there were 74 764 air journeys on the route, compared to 82 002 by rail.

I find it interesting that the number of passengers using air and rail are within nine percent. I thought it would have been more of a difference.

The Service Will Ramp Up

This is a paragraph.

Services will ramp up over a period of months to the planned timetable of five trains each way per day. A small increase is envisaged at the December timetable change, followed by full implementation in Q1 2022.

There is a lot of training to do and some more Class 803 trains to be delivered.

Viability Level

Industry sources are quoted that at the prices charged, the trains will need to be eighty percent full to be viable.

As a Control Engineer, who has built hundreds of mathematical models, I am fairly certain, that by adjusting ticket prices and getting the marketing right, they’ll hit that level.

Late Bookers

The eighty percent viability level probably means that they can afford to leave a few seats available for those that need to book the day before.

Yesterday, when I went to Spalding, I bought my ticket in the Booking Office half-an-hour before travel and got a seat with a window.

Seat allocation algorithms on LNER seem to be very good and I don’t think Lumo’s will be in any way inferior.

Early Bookers

The article says advance tickets can be bought earlier than the usual twelve weeks.

So say you always travel to Scotland for your mother’s birthday, you can buy the ticket early and not be hit by low availability, as it turns out later that Rangers are playing Celtic on the day you travel.

Mutual Support In Case Of Disruption

This is a paragraph.

Reciprocal contracts providing support in case of disruption have been signed with other operators, including LNER.

I think in all the troubles yesterday, that I wrote about in Azumas Everywhere!, LNER could have done with some help yesterday.

Lumo Want To Grow Rail

This is a quote from the company.

We want to grow rail and bring people to a more sustainable, environmentally way of travelling.

They also seem fairly relaxed if you want to travel in First on LNER.

Luggage

This is a paragraph.

Passengers will be able keep their luggage close by or, for an additional charge, have it delivered to their final station or destination.

Does that mean you’re going to Edinburgh to see the family at Christmas and the New Year, you can take a lot of luggage and get it delivered both ways?

Efficient Running North Of Newcastle

I particularly liked this paragraph.

The trainsets will be able to run with power draw limited to 80% of normal on the northern part of the East Coast Main Line where there is limited power supply, with modelling by FirstGroup’s engineers and Network Rail suggesting that for five-car sets this will not affect sectional running times and will allow electric trains to continue running.

If you’re on time, the passengers won’t mind, but the electricity saved is all profit.

As a Control Engineer, my philosophy would be to have an economy mode for 80 % power sections.

  • Trains would enter these sections with a full battery, that had been charged earlier from the electrification.
  • The battery would provide hotel power in these sections.
  • Traction power would come from the electrification.
  • Trains could leave these sections with an almost flat battery.

The battery is not used for traction, but because it is handling the hotel power, less power is drawn from the electrification for traction.

I always remember Freddie Laker was keen on getting his pilots to save fuel.

Charging The Hotel Power Battery

Obviously this can be charged from the overhead electrification, although I doubt they would charge it in sections where power supplies are limited.

But can the battery be charged using regenerative braking?

In Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?, I tried to answer this question using the information in this document on the Hitachi Rail web site, which is entitled Development of Class 800/801 High-speed Rolling Stock for UK Intercity Express Programme , which was published in 2014 and contains this diagram of the traction system.

Note that BC in the diagram stands for battery charger. So even in 2014, Hitachi were thinking about batteries.

In this diagram it seems to me, that electricity for the Auxiliary Power Supply and charging any batteries, can come from these sources.

  • The Electrification
  • The Generator Unit, if fitted
  • The Drive Converter if it can divert regenerative braking energy to the APS.

It is all very comprehensive.

Handling Engineering Blockades

This is a paragraph.

Lumo has looked at how to manage any engineering blockades involving diversions away from the wires, with options including transfers to Hull Trains or TPE services operated using bimode trainsets, transfer to buses if no alternatives are available, and even the cancellation of a service if passengers indicate they would prefer not to travel if their journey will be disrupted.

Being part of a larger group always helps.

Borrowing Trains

Yesterday, whilst waiting to leave Peterborough, I saw a TransPennine Express Class 802 train go through.

Peterborough isn’t exactly near the Pennines!

On checking today, it appears it was running in one of Lumo’s paths.

So was the train being borrowed for training purposes?

But I can envisage, when a difficult blockade say around Newark is to be enacted, that Lumo would borrow a bi-mode from TransPennine Express, so they could use diesel to run the service via Lincoln.

Conclusion

There’s a lot more to Lumo than has so far been disclosed.

In the meantime read the Railway Gazette article, as there’s more there for starters.

September 9, 2021 Posted by | Transport/Travel | , , , , , , , , | 4 Comments

Arriving In Platform 0 At Kings Cross

I’ve arrived in Kings Cross station hundreds of times, but today, when i came back from Spalding via Peterborough, it could have been the first time, that I arrived in Platform 0.

I took these pictures of the island between Platform 0 and Platform 1, which contains the InterCity 225.

Note that it is a very long and wide platform.

I am getting more convinced that the answer to the question I asked in Is King’s Cross Station Ready For Parcel Trains?, is in the affirmative.

September 8, 2021 Posted by | Transport/Travel | , , | 1 Comment