A Special Weekend Timetable Has Been Put In Place For Lincoln Christmas Market
The title of this post, is the same as that of this article on Rail Advent.
This is the first paragraph.
The timetable has been put in place for Lincoln Christmas Market with direct services from Leeds, Newcastle, Edinburgh, Aberdeen and Inverness.
It looks to be a clever piece of planning, whilst work is carried out on the East Coast Main Line between Doncaster and Peterborough.
- Services will be diverted onto the Great Northern and Great Eastern Joint Line though Spalding, Sleaford and Lincoln.
- Will the trains be using the new tracks at the Werrington dive-under.
- Nine-car Class 800 bi-mode trains will be used.
- On the Saturday, there will be two trains per hour (tph) in both directions.
- Of these trains, five trains per day (tpd) in both directions will stop at Lincoln Central station.
It does appear that LNER are making the best of a difficult situation.
Passengers going to Lincoln for the Christmas Market will not be disappointed.
Grand Central Trains
Grand Central Trains are also using the diversion route.
Hull Trains
Hull Trains are also using the diversion route.
On the Saturday, there will be five tpd in both directions.
These can be doubled up to ten-car trains if the demand is there.
Lumo Trains
Lumo trains don’t appear to be running.
Conclusion
Network Rail seem to have done a cunning piece of timetabling.
There’ll be trainspotters galore in the centre of Lincoln.
Beeching Reversal – Restoring A South Humber Link
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
The project is described by these two paragraphs in this article in the Yorkshire Post, which is entitled Government Announce Yorkshire Rail Schemes That Could Receive ‘Reverse Beeching’ Funding.
North Lincolnshire Council have bid for funding to subsidise a new train service that would allow passengers from Barton-on-Humber to travel to Gainsborough, from where they would be able to catch direct services to Sheffield.
This would be achieved by diverting the existing Barton to Grimsby and Cleethorpes trains up a freight-only section used by traffic heading to Immingham docks. There have never been passenger trains using this path before.
This rail map clipped from Wikipedia shows the Barton Line to Barton-on-Humber station.
Note.
- Barton-on-Humber station has a bus link to Hull station.
- The loop gives a grand tour of the Port of Immingham on what is now a freight-only line.
- There is a lot of development going on in the area including the AltAlto aviation biofuel, that I wrote about in Grant Shapps Announcement On Friday.
Perhaps all this development is causing a lot of small problems.
- Is it causing congestion on the roads?
- Are workers difficult to find in the Immingham area?
- Is commuting over the Humber Bridge expensive?
- Is parking difficult in the Port?
North Lincolnshire Council could feel that a better rail connection serving the Port of Immingham, would be an asset, that reduces these problems.
I suspect the current two-hourly service between Barton-on-Humber and Cleethorpes stations, will be replaced by an hourly one, between Barton-on-Humber and Gainsborough Lea Road stations, that takes the following route.
- Barton-on-Humber to Ulceby
- At Ulceby station the train will reverse and go clockwise around the loop.
- After calling at Great Coates, Healing, Stallingborough and Habrough stations, the train would go West to Barnetby and Gainsborough Lea Road stations.
- Passengers wanting to go from Barton-on-Humber to Grimsby Town or Cleethorpes, would change at Great Coates station.
It may look a rather round-about route, but I suspect that the plan includes some stations to serve the Port of Immingham and the industrial development.
I suspect that some of these port, oil, chemical and energy companies can afford to pay a contribution.
Gainsborough Lea Road Station
Gainsborough Lea Road station is a mix of architectural styles.
But with the addition of a friendly café and some other facilities, it would be a good interchange between the Immingham area and Sheffield and the county town of Lincoln.
Future Trains
Lincolnshire is an energy-rich county, which partly explains all the industrial development in the North-East of the county around Grimsby, Immingham and Scunthorpe.
- Immingham is a large importer of biomass for power generation.
- There are off-shore and on-shore gas fields connected to Theddlethorpe gas terminal.
- There is the large power station complex at Keadby.
But the energy mix is a-changing.
- Keadby now includes a solar farm.
- Wind turbines are springing up both on land and in the sea.
If I was to make a prediction, it would be that more and more large energy-related businesses will develop in the area.
- In recent months, Altalto’s waste-to-aviation biofuel plant has been given national and local government backing to be built at Immingham.
- ITM Power are involved in a hydrogen development project in the area.
- I wouldn’t be surprised to see hydrogen produced for transport from all this energy.
I think it will be inevitable, that zero-carbon battery electric or hydrogen-powered trains will run in the area.
- Cleethorpes and Doncaster via Scunthorpe 52 miles apart.
- Cleethorpes and Barton-on-Humber are 23 miles apart
- Lincoln and Newark are 16.5 miles apart.
- Lincoln and Doncaster are 37 miles apart.
- Lincoln and Sheffield are 48 miles apart
- Lincoln and the electrification at Peterborough are 54 miles apart.
- Skegness and Sleaford are 41 miles apart.
- Sleaford and Grantham are 18 miles apart.
With charging facilities at Barton-on-Humber, Lincoln, Skegness and Sleaford, the whole of Lincolnshire could be served by zero-carbon battery electric trains.
I suspect LNER could lead the way, as a five-car Class 800 train equipped with batteries, is predicted to have a 56 mile range away from the wires, which would easily handle a return trip between Newark and Lincoln.
There could be a small problem, in that the first train of the day, between Lincoln and London Kings Cross positions from Doncaster Carr IEP Depot, so running Doncaster to Newark via Lincoln might challenge the battery range of the train. I suspect, that the positioning could be performed via Newark with a reverse, prior to the installation of a charging facility at Lincoln Central station.
I estimate that Barton-on-Humber and Gainsborough Lea Road stations are about 35 miles apart, so with today’s battery technology, I suspect that a round trip in a battery electric train would be on the limit. But with charging facilities at Gainsborough, there would be no problems.
I suspect that East Midlands Railway would use several of their forty diesel Class 170 trains on this and other routes in Lincolnshire, so perhaps a good interim solution would be to run the Class 170 trains on Altalto’s biodiesel, that will be produced at Immingham.
There is also the possibility, that some or all of the Class 170 trains will be retrofitted with MTU Hybrid PowerPacks, which would cut their diesel consumption.
Surely, with all Lincolnshire’s energy, hydrogen-powered trains must be a possibility. But they seem to be stuck in a siding!
The MTU Hybrid PowerPack and Altalto’s bio-diesel seems a more affordable and less risky route.
A Direct Connection To London
In the Wikipedia entry for Gainsborough Lea Road station, there is a section called Future Services, where a direct connection to London is mentioned.
Conclusion
Given that the likes of East Midlands Railway, Hull Trains, LNER and TransPennine Express are improving their services to Hull, Lincoln, Cleethorpes and Grimsby, this local North Lincolnshire Metro serving the Port and the industrial development, could well be welcomed by those that live and work in the area.
I doubt that the infrastructure cost will be very high.
Reinstatement Of The Ivanhoe Line
This is one of the successful bids in the First Round of the Restoring Your Railway Fund.
The Ivanhoe Line, is a half-completed project left over from the days of British Rail.
- The main objective appears to be to extend the current line between Lincoln and Leicester via Nottingham, East Midlands Parkway and Loughborough stations to Burton-upon-Trent along the freight-only Leicester-Burton-upon-Trent Line.
- Some new stations will be added.
In January 2020, I wrote Silent Hydrogen Trains On The Cards For New Line Linking Burton And Leicester, after reading an article on Derbyshire Live.
I finished that article by listing the possibilities.
There are a lot of possibilities to extend the Ivanhoe Line to Burton and even beyond using the South Staffordshire Line.
- Battery or hydrogen trains can be used.
- Stations can be added as required.
- The route will connect to East Midlands Airport.
- A solution for Knighton Junction can surely be devised.
Amazon are reported to be interested in the project, as they have a big depot at Coalville.
It now looks like it’s all going to be turned into a plan for reality.
I do have some questions.
What Will Be The Solution To The Knighton Junction Problem?
Sadly, when the route was closed to passengers in 1964, British Rail simplified Knighton Junction at the Leicester end of the line. Wikipedia says this.
At the Leicester end of the line, Knighton North Junction has been dismantled and the former course of the line to the junction has been sold and turned into an industrial estate. The line’s remaining connection with the Midland Main Line is Knighton South Junction, which faces southwards, away from Leicester station. Trains between Leicester and the line therefore have to reverse direction at the junction.
This Google Map shows, what’s left of the junction.
Note.
- Leicester is to the North
- Burton is to the North-West.
- Melton Mowbray and London are to the South.
It looks to me, that someone at British Rail made it absolutely certain, that the rail line could not be reopened to provide a passenger service between Leicester and Burton.
For a train to go between Leicester and Burton, it would either need to reverse as Wikipedia indicated, or the curve would have to be very tight.
It looks like the preferred solution, will be to build a new station to the South of Knighton Junction.
- The station would only need a single platform.
- It could be easily fitted in alongside the Midland Main Line.
Trains will reverse to get around the tight corner.
Will There Be A Station At Leicester City Stadium
This Google Map shows the stadium.
Note the rail line passing to the South of the station.
It would appear that building a new station would not be the most difficult of projects.
But after the experience of Coventry City, who were relegated twice after Coventry Arena station opened, would Leicester City want a station?
Could The Ivanhoe Line Be Connected To High Speed Two At Ashby-de-la-Zouch?
I heard an MP on the radio, who was very much against High Speed Two and that led me to write Could High Speed Two Have A Station At Ashby-de-la-Zouch?.
I think this is a serious possibility in the future.
Could East Midlands Railway Use The Route To Run A London And Burton-on-Trent Service?
Consider.
- East Midlands Railway‘s Class 810 trains could be fitted with a battery, that would give the trains a battery range of between 55 and 65 miles.
- The trains would have a charge time of perhaps 10 minutes.
- The distance between Knighton Junction and Burton-on-Trent is around 35 miles.
- The distance between Knighton Junction and the Northern limit of the electrification at Market Harborough station is fifteen miles.
- The distance between Market Harborough and Burton-on-Trent stations is 50 miles.
I think it would be possible for a battery-electric Class 810 train to run between London and Burton-on-Trent.
- The batteries would need to be charged at Burton-on-Trent.
- Perhaps, the easiest way to provide charging facilities would be to electrify the last ten miles between Ashby-de-la-Zouch and Burton-on-Trent stations
- The service could call at all or selected stations between Knighton Junction and Burton-on-Trent.
I think this could be a very useful service, even if it only ran a couple of times every day.
Could Battery-Electric Trains Run The Whole Ivanhoe Line Between Lincoln And Burton-on-Trent?
The problem is not the trains, but the lack of electrification between Market Harborough and Clay Cross North Junction.
Leicester station is an important station on the MML.
But it would be a difficult station to electrify because of a bridge with limited clearance.
In Discontinuous Electrification Through Leicester Station, I discussed how the following.
- Discontinuous electrification through Leicester station.
- Electrification between Leicester and Derby stations.
- Electrifying the High Speed Two route between Clay Cross Junction and Sheffield.
Would allow Hitachi Class 810 trains, equipped with batteries to run between London and Sheffield on electric power alone.
Consider.
- As I have said East Midland Railway’s new Class 810 trains could be fitted with batteries with a range of 55 to 65 miles.
- The gap between Leicester station and the end of the electrification at Market Harborough is sixteen miles.
- Knighton Junction is less than two miles South of Leicester station.
- Burton-on-Trent is around forty miles from Leicester station.
- All passenger trains passing through Leicester station, stop in the station to set down and pick up passengers.
It would thus appear that the following would be possible.
- A Northbound battery-electric train from St. Pancras to Leicester or further North could reach Leicester on battery power from Market Harborough.
- A Northbound battery-electric train from Burton-on-Trent to Leicester or further North could reach Leicester on battery power from Burton-on-Trent.
- A Southbound train from Leicester or further North to St. Pancras could reach Market Harborough on battery power from Leicester.
- A Southbound train from Leicester or further North to Burton-on-Trent could reach Burton-on-Trent on battery power from Leicester.
Trains leaving Leicester would need to be fully charged.
So how would this be arranged?
I think the simplest method would be to electrify the section of the Midland Main Line between Leicester and Derby stations.
- The route is probably not the most difficult to electrify.
- East Midlands Parkway has good electrical connections, as it is next to Ratcliffe-on-Soar power station.
- Nottingham is just nine miles from East Midlands Parkway.
- Derby is thirty miles from East Midlands Parkway.
- Clay Cross North Junction, where the joint electrified section with High Speed Two commences is twenty-one miles from Derby.
- Lincoln is forty-two miles from East Midlands Parkway.
- Battery-electric trains could use this electrification for both traction power and to charge their batteries.
- As the trains would use battery power between Derby and Clay Cross North Junction, the sensitive issue of electrifying through the World Heritage Site of the Derwent Valley Mills, will have been avoided.
All East Midlands Railway’s InterCity services would be totally carbon-free.
It should also be noted, that as Lincoln is only forty-two miles from East Midlands Parkway, provided there was the ability to recharge the trains at Lincoln, the whole Ivinghoe route between Lincoln and Burton-on-Trent could be run by a suitable battery-electric train.
Could Hydrogen Trains Run The Whole Ivanhoe Line Between Lincoln And Burton-on-Trent?
If the route can be run by a battery-electric train, I can see no reason, why a hydrogen-powered train couldn’t do a good job on the route.
I suspect that the Alstom Breeze and any future trains, that are designed for hydrogen power, will also be able to use electrification, where it exists.
So, if any more electrification was erected on the Midland Main Line, the hydrogen trains would take advantage.
The hydrogen trains would need to be refuelled, but because of their long range, this would probably only be a twice a day operation at most.
There is probably space for a refuelling point, at either end of the route.
Conclusion
This is a good scheme, that should have been completed decades ago.
Thoughts On Powering Electrification Islands
In The Concept Of Electrification Islands, I didn’t say anything about how electrification islands would be powered. Although, I did link to this post.
The Need For A Substantial Electrical Supply
Electrification can use a lot of electricity.
This was illustrated by the electrification of the Midland Main Line, where a high-capacity feed from the National Grid had to be provided at Market Harborough.
But then the Government cancelled electrification North of Kettering leaving a twelve mile gap to be filled. I wrote about the problem in MML Wires Could Reach Market Harborough. In the end the sensible decision was taken and the electrification will now reach to Market Harborough station.
So places like Cambridge, Darlington, Doncaster, Leeds Norwich and York. which are fully electrified and on a main route probably have enough electrical power to charge passing or terminating battery-electric trains on secondary routes.
In Thoughts On The Actual Battery Size In Class 756 Trains And Class 398 Tram-Trains, I quoted the reply to a Freedom of Information Request sent to Transport for Wales, which said.
A four-car Class 756 train will have a battery capacity of 600 kWh.
A Class 756 train is similar to a Greater Anglia Class 755 train, which in Battery Power Lined Up For ‘755s’, I estimated weighs about 135 tonnes when full of passengers.
Weights for the Hitachi trains are difficult to find with a figure of 41 tonnes per car given for a Class 801 train on Wikipedia. In Kinetic Energy Of A Five-Car Class 801 Train, I estimated a full weight of a five-car Class 801 train at 233.35 tonnes.
Based on the Stadler figure, I would estimate that every train passing an electrification island will need to pick up as much as somewhere between 600-1000 kWh.
An Electrification Island At Sleaford
In The Concept Of Electrification Islands, I proposed an electrification island at Sleaford station.
- Sleaford is a market town of around 18,000 people.
- I doubt the power in the town has much surplus capacity.
- This station is served by four trains per hour (tph), one to each to Lincoln, Nottingham, Peterborough and Skegness.
- So it looks like a feed of three to four MW will be needed to charge passing trains.
Can the electricity supply in a town like Sleaford provide that sort of power for perhaps eighteen hours a day?
The only ways to provide that sort of power is to build a new power station or provide energy storage capable of boosting the supply.
Could Highview Power Provide The Solution?
I have been following Highview Power and their CRYOBatteries for some time.
They have already built a 5 MW pilot plant in Manchester and are currently aiming to build a plant with 250 MWh of energy storage, that can supply up to 50 MW. The company and this plant is discussed in this article on The Chemical Engineer.
One of these CRYOBatteries, would surely be ideal to power an electrification island, like the one at Sleaford.
- It could be scaled to the electricity needs of the town and the railway.
- It would be charged using renewable or excess energy.
- There is a lot of wind power in Lincolnshire and just off the coast, which needs energy storage.
- Similar systems could also be installed at other electrification islands at Cleethorpes, Lincoln, Skegness and other places, where the grid needs strengthening.
I have used Highview Power in this example, but there are other systems, that would probably boost the electricity just as well.
Silent Hydrogen Trains On The Cards For New Line Linking Burton And Leicester
The title of this post is the same as that on this article on Derbyshire Live.
The idea of using hydrogen power came about after some people worried about the noise of trains, if the full route were to reopen.
The Proposed Route
The proposed route that would be reopened is the Leicester and Burton-on-Trent Line.
- The route is double-track.
- It is around forty miles long.
- It is still used by freight trains, so the track must be in serviceable condition.
- There are no stations.
Sadly, when the route was closed to passengers in 1964, British Rail simplified Knighton Junction at the Leicester end of the line. Wikipedia says this.
At the Leicester end of the line, Knighton North Junction has been dismantled and the former course of the line to the junction has been sold and turned into an industrial estate. The line’s remaining connection with the Midland Main Line is Knighton South Junction, which faces southwards, away from Leicester station. Trains between Leicester and the line therefore have to reverse direction at the junction.
This Google Map shows, what’s left of the junction.
Note.
- Leicester is to the North
- Burton is to the North-West.
- Melton Mowbray and London are to the South.
It looks to me, that someone at British Rail made it absolutely certain, that the rail line could not be reopened to provide a passenger service between Leicester and Burton.
For a train to go between Leicester and Burton, it would either need to reverse as Wikipedia indicated, or the curve would have to be very tight.
There is only one class of passenger train, that can go round tight curves and that is a Class 399 tram-train!
So to enable trains to go direct around the corner, the option is either expensive disruptive demolition or use something like tram-train technology or a specially designed bendy train.
The Ivanhoe Line
The route was originally planned to be the second part of the Ivanhoe Line, but this was discontinued after rail privatisation.
Services on this line is an hourly service between Leicester and Lincoln Central stations.
- Intermediate stations are Syston, Sileby, Barrow-upon-Soar, Loughborough, East Midlands Parkway, Beeston, Nottingham, Newark Castle, Collingham, Swinderby and Hykeham.
- Services can get overcrowded, as the service is run by two-car trains.
- Platforms would need to be lengthened for longer trains.
Extending this service to Burton station would surely be good for connectivity at and through Leicester.
The Association Of Train Operating Companies Plan For The Line
This is taken from the Wikipedia entry for the line.
In 2009 the Association of Train Operating Companies published a £49 million proposal (Connecting Communities: Expanding Access to the Rail Network) to restore passenger services to the line that would include reopening stations at Kirby Muxloe, Bagworth and Ellistown, Coalville Town, Ashby de la Zouch, Moira, and Gresley (for Swadlincote). There is also some support in the Leicester area for the line to have new stations to serve Leicester City F.C.’s stadium and the suburb of Braunstone.
Wikipedia also says, it could be developed as a no-frills line.
Possible New Stations In Leicester
I have mentioned new stations in Leicester, so here’s a few more thoughts.
Leicester Reversal Station
A friend said that to reverse the trains between Leicester and Burton, a station has been proposed to be built, south of Knighton Junction.
This Google Map shows the junction and the line to the South.
Only a single-platform station would be needed and it would be a simple and affordable solution to British Rail’s lack of vision of the future.
Leicester City Stadium
This Google Map shows the stadium.
Note the rail line passing to the South of the station.
It would appear that building a new station would not be the most difficult of projects.
But after the experience of Coventry City, who were relegated twice after Coventry Arena station opened, would eicester City want a station?
Braunstone Station
This Google Map shows the rail line running through Braunstone.
The rail line is at the top of the map.
Leicester Forest East Station
I wrote about this possible station in A Station At Leicester Forest East.
Burton Station
Intriguingly, Burton station is run by East Midlands Railway, who run no services to the town.
Services are provided by CrossCountry using a variety of long distance services.
The South Staffordshire Line connects Burton and Birmingham.
Part of this line is being converted to become an extension of the West Midlands Metro and Staffordshire County Council have looked at converting the whole route to tram-train operation to bring trams to Burton to promote tourism.
Hydrogen Power
I estimate that the distance between Lincoln and Burton is about a hundred miles.
Alstom are predicting a range of several hundred miles for their hydrogen trains for their Breeze train, which should mean a round trip to Lincoln from Burton will surely be in range.
Refuelling could be at a suitable place on the route.
In Delivering Hydrogen For Vehicles, I talk about how iTM Power are building hydrogen refuelling stations for road vehicles.
As the company is already building stand-alone hydrogen fuelling stations for fleets of buses in Birmingham and Pau, I’m sure that one for a fleet of trains is not a problem.
All their filling stations need is a small amount of space, a supply of tap water and a connection to the electricity grid.
It should be noted that Central Rivers Depot is four miles South of Burton.
Possibilities
There are a lot of possibilities to extend the Ivanhoe Line to Burton and even beyond using the South Staffordshire Line.
- Battery or hydrogen trains can be used.
- Stations can be added as required.
- The route will connect to Eat Midlands Airport.
- A solution for Knighton Junction can surely be devised.
Amazon are reported to be interested in the project, as they have a big depot at Coalville.
Welcome To The LNER Stadium… Train Operator Sponsors Lincoln City Football Club Stadium
The title of this post, is the same as that of this article on Rail Advent.
Sincil Bank willnow be the LNER Stadium.
In LNER To Put Lincoln On The Rail Map, I detailed LNER’s plans to run five trains per day in each direction and also to increase weekend services.
I also speculated that LNER might extend the service to Grimsby and Cleethorpes.
Conclusion
It does appear that the extra services between London and Lincoln and the sponsorship of the stadium are part of a larger plan.
This might fit in with an extension of the service to Grimsby and Cleethorpes.
The Shape Of Train Services To Come
Today, I went to Lincoln, which as I reported in LNER To Put Lincoln On The Rail Map, is now a city, that has five trains per day to and from London.
It actually appears that from the timetable change on December 15th, 2019, the LNER timetable will be as follows.
- On Mondays to Saturdays, there will be six trains per day (tpd) in both directions.
- On Sundays, there will be five tpd in both directions.
- Services stop at Stevenage, Peterborough, Grantham and Newark Northgate.
- All direct services are under two hours, by at least a couple of minutes.
- Indirect services with a change at Newark are generally no more than ten minutes over two hours, with some under two hours.
- All direct trains would appear to be five-car Class 800 trains.
I can’t see any cause for passenger complaint.
On The 10:06 To Lincoln
Today is a Friday and I had expected more people on this direct service to Lincoln Central station.
As this was the first direct Friday service at this time to Lincoln, perhaps the word has been slow to get around?
The train arrived on time in Lincoln, although it had been a few minutes late at Grantham.
I asked several people, including a knowledgeable journalist, if Lincoln had ever had a two-hourly service from London and all said the answer was never!
On The 13:23 From Lincoln
This train was very close to maximum capacity with only a few empty seats.
The only problem was a young Lady, although I hasten to add she didn’t behave like a lady, who was sitting on the other side of the carriage.
She was constantly shouting into her phone and using the F-word to boot.
An elderly gentleman politely asked her to calm it down and it made no difference.
I did say to the very large guy, who looked like a prop forward opposite me, that will you ram her phone down her throat or shall I? All it got was a few laughs all round.
Perhaps her mother, didn’t wash her mouth out with soap often enough?
Catering
The train had a buffet and we had a visit from the trolley on the way to Lincoln.
Coming back, there was no trolley, but the train might have been too busy to get it through.
First Class
Five-car Class 800 trains have forty-five First Class and two hundred and seventy Standard Class seats.
Given that some train companies are reducing the number of First Class seats, I wonder if LNER will follow suit on the service to and from Lincoln and perhaps replace them with Second Class seats.
Performance And Train Times
The journey is effectively in two parts.
- 120 miles between Kings Cross and Newark, which is electrified.
- 16 miles between Newark and Lincoln, which is not electrified.
A two hour trip between Kings Cross and Lincoln is an average of around sixty-eight mph.
The current two hour schedule is not a convenient time for an operator running a service. Something more under two hours would make timetabling easier.
Suppose, the train took an hour and forty minutes to do the trip and that twenty minutes were to be allowed for turnround and any short delays of a few minutes. This would enable a two-hourly clockface timetable, with a train both ways every two hours.
This would need an overall average speed of 81 mph, including all the stops.
Would this average speed be possible?
In the next few aub-sections, I’ll discuss various factors.
The Class 800 Trains
Consider.
- The Class 800 trains have fast acceleration and deceleration.
- Each stop currently takes about two minutes and probably with better systems and staff training could be improved.
- Most of the time on the electrified East Coast Main Line, the trains are running at speeds in excess of 110 mph and at times up to 125 mph.
- The trains can run at 140 mph with in-cab digital signalling, as their cousins; the Class 395 trains do on High Speed One.
- Between Newark and Lincoln, the trains will be slowed by the maximum linespeed.
- The trains will be running on diesel between Newark and Lincoln.
- The next generation of AT300 trains are being designed for the Midland Main Line.
These trains will only get better.
In Thoughts On The Next Generation Of Hitachi High Speed Trains, I laid out my thoughts about how they will develop.
One development will be battery-electric trains and these will use battery power between Newark and Lincoln. This will mean that the trains would only need one diesel engine for emergencies like overhead line failure.
The 140 mph East Coast Main Line
Digital in-cab signalling is planed to be installed on the East Coast Main Line between London and Doncaster.
This will allow the following.
- Closer control of the trains.
- 140 mph running, where track and traffic allow.
- More trains per hour (tph)
It was originally planned to be operational by 2020.
It should be noted that High Speed Two is planned to run at eighteen tph. Surely, the slower East Coast Main Line could allow an increase in frequency.
I estimate that this higher speed running could save upwards of ten minutes between Kings Cross and Newark.
Improvements Between Newark And Lincoln
Wikipedia says this about the line between Newark and Lincoln.
The line between Newark and Lincoln is currently only cleared for 50–70-mile-per-hour (80–100 km/h) speeds. Nottinghamshire County Council has paid for a study into 90-mile-per-hour (140 km/h) running.
From my helicopter, the line looks to be all double-track, fairly straight, in good condition, with signs of recent improvements. But there are also up to a dozen level crossings.
With improvements, I suspect that a 90 mph linespeed will be possible.
Summing Up Performance
My mathematical nous, feels that with the digital signalling and other improvements, that the required four hour round trip would be possible.
If this can be achieved, then just two trains would be needed to run a one train every two hours and between Kings Cross and Lincoln.
Other Services
The Wikipedia entry for LNER, says this about the services to Lincoln and other new destinations in the North.
An expanded service to Lincoln began on 21 October 2019 when four terminating services at Newark Northgate were extended into Lincoln. This is in addition to the sole one train per day service, which in all, now provides five out and back workings to and from London King’s Cross. LNER also plans for December 2019 timetable change that a sixth return service to London from Lincoln will be introduced and 5 extra services on a Saturday will begin from 7 December 2019. From December 2019, LNER will introduce a Harrogate to London service 6 times a day. LNER expects to introduce two-hourly services to Bradford and a daily service to Huddersfield in May 2020 when more Azuma trains have been introduced. The Middlesbrough service is expected to begin in December 2021 after infrastructure work required to run the service is completed.
That looks like a comprehensive increase in service to Bradford, Harrogate, Huddersfield and Middlesbrough
Conclusion
LNER seem to have made a good start on the increased service levels to Lincoln.
Harrogate would appear to be next!
It will be interesting to follow both places, to see if they benefit from an improved train service.
But I can certainly see a day in the not too distant future, when LNER’s or other operator’s Azumas and other 140 mph trains are running to multiple destinations via the East Coast Main Line.
The Footbridges Over The Railway At Lincoln
Both footbridges at Lincoln station over the railway are now complete.
This Google Map shows their location.
These pictures show the bridge at the High Street level crossing, which is the nearest one to the station.
It is not your average footbridge with lifts across a railway.
These pictures show the bridge at the Brayford Wharf East level Crossing, which is the one further to the West.
I like this unusually-designed bridge.
It is not step-free, but it does offer shelter whilst you wait for the level crossing to open.
Conclusion
Lincoln has now got two unusual footbridges over the railway.
LNER To Put Lincoln On The Rail Map
This article on Rail Magazine is entitled LNER To Run New Azumas To Lincoln.
The article says that from October 21st, 2019, the service between London and Lincoln would be.
Southbound
- HST – 0730
- Azuma – 1118
- Azuma – 1323
- Azuma – 1526
- Azuma – 1714
The only current service; the HST takes four minutes under two hours.
Northbound
- Azuma – 1006
- Azuma – 1206
- Azuma – 1406
- Azuma – 1606
- HST – 1906
The only current service; the HST takes three minutes under two hours.
In both directions Azumas appear to be a few minutes slower in the timetable.
But these improved services are not all, as this is a paragraph, which sums up further changes after December 2019.
A sixth daily weekday service will be introduced as part of the December timetable (leaving London at 0806 and returning at 2025), along with five additional Saturday services. Azumas will start serving Lincoln on weekends from December 7.
Lincoln will get a large increase in the number of direct services to and from London.
- The weekday service will be approximately one train every two hours.
- The weekday service will be boosted, by extra services which will require a change at Newark, Peterborough or Retford.
- Lincoln will be getting more weekend services.
There must be other large towns and cities served by LNER, who wish they could have a service as good as Lincoln’s.
Onwards To Grimsby And Cleethorpes
Under Proposed Services And Future Changes, in the Wikipedia entry for Cleethorpes station, this is said.
Informed sources close to LNER reported in June 2019, that LNER would like to extend a number of trains from Lincoln Central to Cleethorpes in the future, but it would take time to do this as the route will need to be checked to see whether the Azuma trains are cleared to use the route.
Consider.
- The distance between Lincoln and Cleethorpes is forty-seven miles.
- The trip takes five minutes over the hour, with four stops.
- I would feel that it is feasible that Kings Cross and Cleethorpes could be a few minutes under three hours using an Azuma.
TransPennine Express also has a stabling, cleaning and refuelling facility at Cleethorpes. Would they be able to accommodate an overnight Azuma?
As an example, the current HST service could become the following Azuma-operated service.
- Leave Cleethorpes around 0630.
- Call at Lincoln at 0730.
- Arrive in Kings Cross at 0926.
- Evening return from Kings Cross at 1906.
- Call at Lincoln at 2103.
- Arrive at Cleethorpes around 2200.
The train could be cleaned and refuelled at Cleethorpes or it could take a trip to and from the main Azuma base at Doncaster Carr, which is just over an hour away from Cleethorpes.
I could see LNER running a couple of services in each direction every day, if the demand is there.
Splitting And Joining
LNER seem to be proposing to increase services on the East Coast Main Line.
One problem will be the number of paths available to and from London.
Could this be solved by services splitting and joining trains en route, so that one service from Kings Cross serves two destinations?
As a simple example, Lincoln and Hull services could work together.
- Each city would get a five-car service to and from London.
- Services would run South of Newark as ten car trains.
- Services would split and join at Newark North Gate station.
- Services would run North of Newark as five car trains.
- Only the Hull service would need a path North of Newark on the East Coast Main Line.
- The Lincoln service would be on the Newark and Lincoln Line.
The number of paths needed between London and Newark would not be increased, from the current requirement.
I noted earlier that some Lincoln services run by Azumas will be a few minutes slower than those run by HSTs. Could this be because LNER are planning to run Lincoln services in conjunction with other services, by using splitting and joining at Newark?
As some Lincoln services have a longer stop than others at Newark, perhaps timings have been arranged for possible splitting and joining.
It should also be noted, that the design of Kings Cross station, has pedestrian access in the middle of a ten-car train, courtesy of a step-free footbridge. This makes joining the front train easier.
Surely, the ultimate service could be to combine Lincoln and Hull services, so that both cities got a two-hourly or even hourly London service, courtesy of a split and join at Newark.
Conclusion
Lincoln is getting an excellent, more frequent service to and from London.
Extending some services from Lincoln to Grimsby and Cleethorpes could be the icing on the cake!
C
South Lincolnshire, West Norfolk And The North Netherlands
These three areas are very similar.
This sentence comes from the Wikipedia entry for The Fens, which are found where Cambridgeshire, Lincolnshire and Norfolk come together.
Most of the Fenland lies within a few metres of sea level. As with similar areas in the Netherlands, much of the Fenland originally consisted of fresh- or salt-water wetlands. These have been artificially drained and continue to be protected from floods by drainage banks and pumps.
I have heard it said, that The Fens owe a lot of their landscape to the Dutch, as it was the Dutch, who originally had a lot to do with draining the land.
It should also be noted, that one of the most famous people from the area is Commander George Vancouver of the Royal Navy, who was the son of John Jasper Vancouver, a Dutch-born deputy collector of customs in King’s Lynn. He gave his name to the Canadian city of Vancouver.
The Dutch have returned in that two of the three rail franchises in the area, are under the control of the Dutch company; Abellio; Greater Anglia (GA) and East Midlands Railway (EMR).
Current and future services through the area include.
- GA – Stansted Airport and Norwich via Ely and Cambridge
- GA – Liverpool Street and King’s Lynn via Ely and Cambridge
- GA – Colchester and Peterborough via Ipswich, Bury St. Edmunds and Ely
- EMR – Norwich and Nottingham
- EMR – Peterborough and Doncaster via Spalding, Sleaford and Lincoln
- EMR – Nottingham and Skegness via Grantham, Sleaford and Boston
- CrossCountry – Birmingham and Stansted Airport via Peterborough, Cambridge and Ely.
- Great Northern – King’s Cross and King’s Lynn via Ely and Cambridge
- Thameslink – King’s Cross and Peterborough
- Thameslink – King’s Cross and Cambridge
Note.
Most services are hourly, with some London services at a higher frequency.
- EMR are planning to increase certain early, late and Sunday services, so there may be improvements.
- GA are planning to introduce new Class 755 trains pn diesel services and new Class 720 trains on electric services.
- The Ely, Cambridge North and Cambridge corridor can have a frequency as high as eight trains per hour (tph)
Will EMR and GA work together to improve services in the area they jointly serve?
These are a few of my thoughts.
A Look At The North Of The Netherlands
In The Train Station At The Northern End Of The Netherlands, I looked at what the Dutch are doing in the North of the country, near to the city of Groningen.
- Groningen is a city of around 200,000 people and a major rail hub, with services fanning out through the flat landscape.
- The trains are mainly Stadler GTWs, which are the forerunners of GA’s Class 755 trains.
- The Dutch are developing a hydrogen-based economy in the area, which I described in The Dutch Plan For Hydrogen.
Are Abellio looking to bring some of the ideas from the Netherlands to the UK?
I think to a certain extent, we’re going the same way. For instance, in the North of Lincolnshire a lot of development is going on to develop an energy economy based on offshore wind and energy storage.
The Cambridge Effect
Cambridge effects the whole of the area, in its demand for housing and premises for research, development and manufacture.
The Cambridge And Peterborough Problem
I used to play tennis, with a guy, who was promoting Peterborough as an expansion area for Cambridge. Peterborough is a city, with space and good connections to London and the North, by rail and the A1 road.
,But the problem is that the road and rail links between the two cities are atrocious, with a two-lane dual-carriageway and an hourly three-car diesel train.
It is my view, that the gap in the electrification between Ely and Peterborough should eventually be removed.
- The land is flat.
- The route is thirty miles long.
- The route was recently upgraded to take the largest container trains, so electrification, surely wouldn’t be too difficult.
- The biggest problem would probably be dealing with the numerous level crossings.
Electrification would allow.
- More frequent and faster passenger trains between Cambridge, Ely and Peterborough.
- Freight trains between Felixstowe and the North would be easier to haul using electro-diesel locomotives like the Class 88 and Class 93.
- It would create an electrified diversion route for trains on the East Coast Main Line.
After electrification, it would be possible to have a much-needed four tph service between Cambridge and Peterbough with stops at Cambridge North, Waterbeach, Ely, Manea, March and Whittlesea.
- Cambridge and Peterborough sstations both have several platforms, that could be used to terminate extra services.
- The service could be extended to Cambridge South station, when that is built in a few years.
GA’s Class 755 trains could even provide the service without electrification.
What About Wisbech?
Wisbech is a town of 33,000 people without a passenger rail link.
But it does have the Bramley Line.
This is the introductory paragraph in Wikipedia.
The Bramley Line is a railway line between March and Wisbech in Cambridgeshire, England. A number of proposals are currently being investigated relating to the possible restoration of passenger services along the route.
The Association of Train Operating Companies and various politicians have supported creating a passenger service between Wisbech and Cambridge via March and Ely.
The service could be as follows.
It would use an existing single-track line, which would probably just need upgrading.
- Cambridge and Wisbech would take around forty-five minutes.
- A train would take two hours for the round trip.
- An hourly service would take two trains.
What is useful, is that the length of the branch line is short enough, that it may be possible to be run the service using One Train Working.
Improvements Between Cambridge And King’s Lynn
This article on Rail Technology Magazine is entitled Work On £27m East of England Upgrades Set To Begin.
It lists the work to be done and the benefit in these two paragraphs.
The upgrades, between Cambridge and King’s Lynn, will include two platform extensions at Waterbeach and a platform extension at Littleport.
This will allow the introduction of eight-car services during peak times, providing passengers with more seats and a better experience.
The works will certainly add capacity for commuters to and from Cambridge and London.
Will the upgrade at Waterbeach station allow Greater Anglia’s four-car Class 755 trains to call.?
There is a section in the Wikipedia entry for Waterbeach station, which is entitled Future Plans, where this is said.
Plans to develop a New Town of 8,000 to 9,000 homes on the former Waterbeach Barracks site have been outlined by South Cambridgeshire District Council. As part of the proposal, there are plans to relocate the station to a new site and extend the platforms to accommodate 12 car trains.
This is more housing for Cambridge and I’m sure that the promised Norwich and Stansted Airport service will call.
Will Services Be Joined Back-To-Back At Peterborough?
Train companies sometimes find that joining two services together in a busy station is a good idea.
- It may use less trains and drivers.
- It uses a through platform rather than two bay platforms.
- Trains could be turned in a more convenient station.
A proportion of passengers don’t have to change trains.
Note.
- |East Midlands Railway are joining the Doncaster and Lincoln, and Lincoln and Peterborough services into one service.
- Greater Anglia are extending the Peterborough and Ipswich service to Manningtree.
- Greater Anglia are extending the Norwich and Cambridge service to Stansted Airport.
But East Midlands Railway are also splitting the Norwich and Liverpool service into two.
These are the services that are planned to terminate at Peterborough.
- Peterborough and Colchester via Ipswich, Bury St. Edmunds and Ely
- Peterborough and Doncaster via Spalding, Sleaford and Lincoln
As I said earlier, I would’ve be surprised to see extra Cambridge and Peterborough services to increase capacity between the two cities.
Current timings of the various sections are as follows.
- Peterborough and Lincoln – one hour and twenty-three minutes
- Lincoln and Doncaster – fifty-four minutes
- Peterborough and Ipswich – one hour and thirty-nine minutes
- Ipswich and Colchester – nineteen minutes
- Peterborough and Cambridge – fifty minutes
Adding up 3 and 4 gives a Colchester and Peterborough timing of one hour and fifty-eight minutes. But the new Class 755 trains are faster and will be running at full speed on electrification for sections of the journey.
With the turnround at both ends, a round trip would be under four hours. This would mean that four trains would be needed for an hourly service.
Adding up 1 and 2 gives a Peterborough and Doncaster timing of two hours and seventeen minutes.
With the turnround at both ends, a round trip would be under five hours. This would mean that five trains would be needed for an hourly service.
Could these two services be run back-to-back to create a Colchester and Doncaster service?
It would take four hours and fifteen minutes or nine hours for a round trip. This would mean that nine trains would be needed for an hourly service.
This is the same number of trains that would be needed for the two separate services.
The two companies might decide to run a joint service, but!
- In whose colours would the train run?
- Would there be crewing difficulties?
- If a train fails, it would probably be a long way from home.
- It has been felt sensible to split the five hour and thirty-five minute Norwich and Liverpool services.
Would it be possible to run a service between Cambridge and Lincoln?
- Adding up 1 and 5 gives a timing of two hours and thirteen minutes.
- With the turnround at both ends, a round trip would be under five hours.
- This would mean that five trains would be needed for an hourly service.
It would be possible, but would the convenience attract enough passengers to make the service viable?
Would It Be Worth Reinstating March And Spalding?
There used to be a railway between March and Spalding.
Wikipedia says this about the closure of the route.
When the line closed between March and Spalding in 1982,[3] freight traffic was diverted through Peterborough station instead of cutting across the western edge of the Fens to avoid the line through Peterborough station
Some have called for the route to be reinstated to enable freight trains to by-pass Peterborough, when travelling between Felixstowe and the route to the North through Spalding, Sleaford, Lincoln and Doncaster.
- It is not a long route.
- It could provide a passenger route between Cambridge and Lincoln.
I suspect that Network Rail looked at this scheme as an alternative to the Werrington Dive Under, which has been costed at £200 million.
Wikipedia says this about the Werrington Dive Under.
The project will see the construction of 1.9 miles (3 km) of new line that will run underneath the fast lines, culverting works on Marholm Brook and the movement of the Stamford lines 82 feet (25 m) westwards over the culverted brook. The project, coupled with other ECML improvement schemes (such as the four tracking from Huntingdon to Woodwalton) will improve capacity on the line through Peterborough by 33% according to Network Rail. This equates to two extra train paths an hour by 2021, when the work is scheduled to be completed.
A thirty-three percent capacity increase seems a powerful reason to build the Werrington Dive Under.
Would it also enable a faster route for trains between King’s Cross and Lincoln?
As to whether the direct route between March and Spalding will ever be reinstated, this will surely depend on several factors.
- The number of freight trains needing to go between Felixstowe and Doncaster.
- The maximum number of freight trains, that can use the freight route, through Spalding, Sleaford and Lincoln.
- Whether a passenger service on the route is worthwhile.
There are also protests about the number of freight trains already using the route.
I can see the capacity of the freight route being increased and the route being made a more friendly neighbour, after the opening of the Werrington Dive Under.
- Level crossings will be replaced by bridges.
- Adoption of zero-carbon locomotives.
- Installation of noise-reduction measures.
The line might even be electrified.
Peterborough After Werrington
If we assume that the services stay as currently proposed, the following trains will stop at Peterborough on their way to either Cambridge or Lincoln.
- GA – Peterborough and Ipswich or Colchester – Platform 6
- EMR – Peterborough and Lincoln or Doncaster- Platform 1 or 2
- EMR- Norwich and Nottingham – Platform 7
- EMR- Nottingham and Norwich – Platform 6
- CrossCountry – Stansted Airport and Birmingham – Platform 7
- CrossCountry – Birmingham and Stansted Airport- Platform 6
Note.
- Trains going to Cambridge use Platform 6.
- Trains coming from Cambridge use Platform 7
- The Ipswich or in the future; Colchester service uses Platform 6 to turnback.
- The Lincoln or in the future; Doncaster service uses Platform 1 or 2 to turnback.
- Platform 6 and 7 is a new island platform with direct access to the Stamford Lines and the tracks in the Werrington Dive Under that connect to Spalding, Sleaford and Lincoln.
This means that after the Werrington Dive Under opens in a couple of years, the Peterborough and Doncaster service will stop in the wrong side of the station.
So it is likely, that Doncaster services will continue from the Werrington Dive Under into Platform 6 or 7 in Peterborough station.
As the Colchester service will probably still turnback in Platform 6 could we see the Doncaster and Colchester services timed to be in the island platform 6 & 7 at the same time.
Passengers would just walk a few metres between the two trains.
This Google Map shows the lines South of the station.
The Peterborough-Ely Line can be seen running East-West, to the South of the River Nene and then going under the East oast Main Line, before connecting to Platforms 6 and 7 on the West side of the station.
This Google Map shows the station.
Note the three island platforms, which are numbered 6 & 7, 4 & 5 and 2 & 3 from West to East.
The Wikipedia entry for Peterborough station, says this about Platforms 6 & 7.
Platforms 6 & 7: These new platforms were commissioned over the Christmas break 2013, and are now used by CrossCountry services between Stansted Airport/Cambridge via Ely and Birmingham New Street via Leicester; East Midlands Trains services between Norwich and Liverpool; and Greater Anglia services to Ipswich.
North from Peterborough station and just South of the site of the Werrington Dive Under is the Cock Lane Bridge. I took these pictures in November 2018.
Note the three fast lines of the East Coast Main Line on the Eastern side and the two Stamford Lines on the Western side.
Just North of thie bridge, the Stamford Lines will split and trains will be able to continue to Stamford or cross under the East Coast Main Line towards Lincoln.
As there is a loop for freight trains through Peterborough station, the Werrington Dive Under will be able to handle sufficient trains.
Conclusion
The layout of Peterborouh station and the Werrington Dive Under will give Abellio a lot of flexibility to improve services in South Lincolnshire and West Norfolk.
Network Rail gets a lot of criticism, but you can’t fault the design and what lies behind it, in this instant!
The Anonymous Widower 