Green Light For Major Transpennine Improvements
The title of this post, is the same as that of this article on Railnews.
These paragraphs outline the project.
Improvements on the Transpennine route in West Yorkshire have been given the green light, after a Transport and Works Act order was signed by the transport secretary on 27 June, six months earlier than planned.
The cost of the upgrades was described as ‘multi-billion’ by Network Rail, which said it was the ‘biggest milestone’ so far on the Transpennine Route Upgrade programme.
The improvements will be carried out between Huddersfield and Westtown in Dewsbury, and include quadrupling the double line and remodelling track layouts as well as major renovations at Huddersfield, Deighton and Mirfield and a new station at Ravensthorpe. In addition, there will be a flyover near Ravensthorpe to separate the Wakefield and Leeds lines and reduce conflicting movements.
Effectively, Grant Shapps fired the starting gun for this project four days ago.
I have written various posts on the upgrade and they can be read from this link.
The Transpennine Route Upgrade Web Site
The project now has its own comprehensive web site, which is named the Transpennine Route Upgrade.
A Reply To Peter Robins About Electrification
Peter Robins made this very perceptive comment.
The main point of TPU isn’t electrification, though, it’s upgrading the track to remove bottlenecks, improve lines speeds, add capacity. This is mainly what the Hudd-Dew TWA order is about. If you electrify the line while you’re doing that, then you increase the number of connecting places/lines which are within range of current batteries.
I think that Lds-CF will also have to wait for the post-IRP review, meaning the full upgrade will be a long time coming.
This Hitachi infographic shows the specification of their Regional Battery Train.
Note.
- It is a 100 mph train.
- Batteries can be charged when travelling under wires or 10-15 mins static.
- Range on batteries is 90 km. or 56 miles.
- My experience of Hitachi bi-modes is that pantographs on these trains can go up and down, with all the alacrity of a whore’s drawers.
Hitachi have stated that they will be testing a Class 802 train with batteries later this year.
Could Hitachi Battery Trains Be Charged On The Electrification Between Huddersfield And Dewsbury?
Looking at the data from RealTimeTrains for this route it appears that the fastest time I can find between Huddersfield And Dewsbury is eleven minutes.
Would this be enough time to fully-charge the battery? If not the electrification could perhaps be extended for a couple of miles.
How Many Of Transpennine Express (TPE)’s Services Could Be Decarbonised, if Huddersfield And Dewsbury Were To Be Electrified?
I’ll look at each service that uses this route.
Liverpool Lime Street And Newcastle
This is an hourly service that calls at Newton-le-Willows, Manchester Victoria, Huddersfield, Dewsbury, Leeds, York, Northallerton, Darlington and Durham.
- Liverpool Lime Street and Manchester Victoria is electrified.
- Colton Junction and Newcastle is electrified.
- Huddersfield and Dewsbury will be electrified by the Transpennine Route Upgrade.
This leaves the following sections without electrification.
- Manchester Victoria and Huddersfield – 25.8 miles
- Dewsbury and Colton Junction – 29.3 miles
Note.
- There are also stops under the wires, at Dewsbury, Huddersfield and Leeds, which could be used to top up the battery.
- The largest unelectrified section would be 29.3 miles.
It looks to me that Liverpool Lime Street And Newcastle could be served using a Hitachi Regional Battery Train or similar.
Manchester Airport And Redcar Central
This is an hourly service that calls at Gatley, Manchester Piccadilly, Manchester Oxford Road, Manchester Victoria, Huddersfield, Dewsbury, Leeds, York, Thirsk, Northallerton, Yarm, Thornaby and Middlesbrough.
- Manchester Airport and Manchester Victoria is electrified.
- Colton Junction and Northallerton is electrified.
- Huddersfield and Dewsbury will be electrified by the Transpennine Route Upgrade.
This leaves the following sections without electrification.
- Manchester Victoria and Huddersfield – 25.8 miles
- Dewsbury and Colton Junction – 29.3 miles
- Northallerton and Redcar Central – 28.8 miles
Note.
- There are also stops under the wires, at Dewsbury, Huddersfield and Leeds, which could be used to top up the battery.
- The largest unelectrified section would be 29.3 miles.
- I suspect that charging could be needed at Redcar end of the route. Middlesbrough would probably be best, as it could also charge the LNER services, if they used battery power from Northallerton.
It looks to me that Manchester Airport And Redcar Central could be served using a Hitachi Regional Battery Train or similar.
Manchester Piccadilly And Hull
This is an hourly service that calls at Stalybridge, Huddersfield, Leeds, Selby and Brough.
- Manchester Piccadilly and Manchester Victoria is electrified.
- Huddersfield and Dewsbury will be electrified by the Transpennine Route Upgrade.
- Leeds and Neville Hill Depot is electrified.
This leaves the following sections without electrification.
- Manchester Victoria and Huddersfield – 25.8 miles
- Dewsbury and Leeds – 29.3 miles
- Neville Hill Depot and Hull – 50 miles
Note.
- There are also stops under the wires, at Huddersfield and Leeds, which could be used to top up the battery.
- The largest unelectrified section would be 50 miles.
- I am sure that charging would be needed at Hull end of the route. Hull would probably be best, as it could also charge the Hull Trains, LNER and Northern Trains services, if they used battery power from the East Coast Main Line.
- Alternatively, there could be electrification between Hull and Brough. or Neville Hill and Micklefield. The latter would knock eight miles off the unelectrified section and is needed to allow electric trains to access Neville Hill Depot under electric power.
It looks to me that Manchester Piccadilly and Hull could be served using a Hitachi Regional Battery Train or similar.
Manchester Piccadilly and Huddersfield
This is an hourly service that calls at Stalybridge, Mossley, Greenfield, Marsden, and Slaithwaite.
- Manchester Piccadilly is electrified.
- Huddersfield is electrified.
This leaves the following sections without electrification.
- Manchester Piccadilly and Huddersfield – 25.5 miles
Note.
- There are also stops under the wires, at Manchester Piccadilly and Huddersfield, which would be used to top up the battery.
- The largest unelectrified section would be 25.5 miles.
- Trains would be charged at both ends of the route.
It looks to me that Manchester Piccadilly and Huddersfield could be served using a Hitachi Regional Battery Train or similar.
Huddersfield And Leeds
This is an hourly service that calls at Deighton, Mirfield, Ravensthorpe, Dewsbury, Batley, Morley and Cottingley
- Huddersfield is electrified.
- Leeds is electrified.
This leaves the following sections without electrification.
- Dewsbury and Leeds – 29.3 miles
Note.
- There are also stops under the wires, at Manchester Piccadilly and Huddersfield, Deighton, Mirfield, Ravensthorpe, Dewsbury and Leeds, which would be used to top up the battery.
- The largest unelectrified section would be 29.3 miles.
- Trains would be charged at both ends of the route.
It looks to me that Huddersfield and Leeds could be served using a Hitachi Regional Battery Train or similar.
York And Scarborough
This is an hourly service that calls at Malton and Seamer
- York is electrified.
This leaves the following sections without electrification.
- York And Scarborough – 42.1 miles
Note.
- The largest unelectrified section would be 42.1 miles.
- Trains would be charged at both ends of the route.
It looks to me that York and Scarborough could be served using a Hitachi Regional Battery Train or similar.
How Many Of Northern Trains’s Services Could Be Decarbonised, if Huddersfield And Dewsbury Were To Be Electrified?
I’ll look at each service that uses this route.
Wigan North Western And Leeds
This is an hourly service that calls at Daisy Hill, Atherton, Walkden, Salford Crescent, Salford Central, Manchester Victoria, Rochdale, Smithy Bridge, Littleborough, Walsden, Todmorden, Hebden Bridge, Mytholmroyd, Sowerby Bridge, Brighouse, Mirfield, Dewsbury, Morley and Cottingley
- Wigan North Western is electrified.
- Salford Crescent and Manchester Victoria is electrified.
- Heaton Lodge East junction and Dewsbury is electrified.
- Leeds is electrified.
This leaves the following sections without electrification.
- Wigan North Western and Salford Crescent – 16 miles
- Manchester Victoria and Heaton Lodge East junction – 37.6 miles
- Dewsbury and Leeds – 29.3 miles
Note.
- There are also stops under the wires, at Wigan North Western, Salford Crescent, Salford Central, Manchester Victoria, Mirfield, Dewsbury and Leeds, which would be used to top up the battery.
- The largest unelectrified section would be 37.6 miles.
- Trains would be charged at both ends of the route.
It looks to me that Wigan North Western and Leeds could be served using a Hitachi Regional Battery Train or similar.
Huddersfield And Castleford
This is an occasional service that calls at Deighton, Mirfield and Wakefield Kirkgate.
As it is run by buses at the moment, I can’t get the data to work out if it could be served using a Hitachi Regional Battery Train or similar.
But I suspect it can, after looking at a map.
How Many Of Grand Central’s Services Could Be Decarbonised, if Huddersfield And Dewsbury Were To Be Electrified?
I’ll look at each service that uses this route.
London King’s Cross And Bradford Interchange
This is a four trains per day service that calls at Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor.
- King’s Cross and Doncaster is electrified.
- Mirfield is electrified.
This leaves the following sections without electrification.
- Doncaster and Mirfield – 34.8 miles
- Mirfield and Bradford Interchange – 17.3 miles
Note.
- There are also stops under the wires, at Mirfield, which would be used to top up the battery.
- The largest unelectrified section would be 34.8 miles.
- Trains would need to be charged at Bradford Interchange, during the turnround of around an hour.
- It is likely, that some electrification will be erected in the Bradford area, to improve services to Leeds.
It looks to me that London King’s Cross and Bradford Interchange could be served using a Hitachi Regional Battery Train or similar.
Conclusion
It looks like electrifying between Huddersfield and Dewsbury will enable a Hitachi Regional Battery Train or similar to work all passenger routes, that run on that section of track.
The Future Of The Class 68 Locomotives
This post has been brought on by the comments to two posts I have written today.
- Direct Rail Services Disposes Of Heritage Locomotives
- Suppliers Sought For New Bi-Mode Locomotives For TransPennine Express And Great Western Railway
Both Direct Rail Services and TransPennine Express are major users of Class 68 locomotives, with each having a fleet of fourteen locomotives.
In addition, Chiltern Railways has a smaller fleet of six locomotives.
- Direct Rail Services use their locomotives for various passenger and freight duties, including the important one of moving nuclear material around the country.
- TransPennine Express use their locomotives on their passenger services across the North of England.
- Chiltern Railways use their locomotives on their passenger services between London and Birmingham and sometimes Oxford.
The design was a bespoke one by Stadler for Direct Rail Services and the first one entered service in 2014.
The picture shows one of TransPennine’s Class 68 locomotives at Scarborough. As the picture shows, they are a smart and purposeful-looking locomotive, that wouldn’t look out of place in the right livery on the front of the Royal Train.
It has some good features.
- It is a 100 mph locomotive.
- It seems to be well-liked by operators.
- It can haul both passenger and freight trains.
- It can act as a Thunderbird or rescue locomotive.
But they have three problems; emissions, noise and diesel.
This is from Wikipedia.
The locomotive’s propulsion system is compliant with Stage III A of the European emission standards, but not the more stringent Stage III B requirements.
But noise is a another problem and this has caused council action in Scarborough.
More important than emissions or noise, is the fact, that the locomotive is diesel-powered, so the fleet will probably have to be retired from the railway, at a time, when there is still useful life left in the locomotives.
The Class 68 locomotive is a member of the Stadler Eurolight family, of which there are three versions.
All follow similar design principles, differing mainly in dimensions, with Spain, Taiwan and the UK ordering upwards of twenty-thirty locomotives.
The UKLight branch of the family has two other members.
The Class 88 locomotive is an electro-diesel version of the Class 68 locomotive and the development of the design is described in this extract from the Class 88 locomotive’s Wikipedia entry.
Amid the fulfillment of DRS’ order for the Class 68, Stadler’s team proposed the development of a dual-mode locomotive that could be alternatively powered by an onboard diesel engine or via electricity supplied from overhead lines (OHLE). Having been impressed by the concept, DRS opted to place an order for ten Class 88s during September 2013. Having been developed alongside the Class 68, considerable similarities are shared between the two locomotives, amounting to roughly 70 percent of all components being shared.
According to Wikipedia, the type had a smooth entry into service.
The Class 93 locomotive will be the next development of the UKLight branch of the family, when it is delivered in 2023.
It will be a tri-mode locomotive, that will be capable of being powered by 25 KVAC overhead electrification, an onboard diesel engine and batteries.
It will be a 110 mph locomotive.
It can haul both passenger and freight trains.
Rail Operations Group have ordered 30 locomotives.
This is the first paragraph of the section in Wikipedia called Specification.
The Class 93 locomotive has been developed to satisfy a requirement for a fast freight locomotive that uses electric power while under the wires, but is also capable of self-powered operations. Accordingly, it is capable of running on diesel engines, from overhead wires, or from its onboard batteries. These batteries, which occupy the space used for the braking resistors in the Class 88, are charged via the onboard transformer or regenerative braking; when the batteries are fully charged, the locomotive only has its friction brakes available. The diesel engine is a six-cylinder Caterpillar C32 turbocharged power unit, rated at 900 kW, conforming with the EU97/68 stage V emission standard. The batteries units are made of Lithium Titanate Oxide and use a liquid cooling solution, enabling rapid charge and discharge.
It is a truly agnostic locomotive, that can take its power from anywhere.
The last paragraph of the specification compares the locomotive to the Class 66 locomotive.
In comparison with the Class 66, the Class 93 can outperform it in various metrics. In addition to a higher top speed, the locomotive possesses greater acceleration and far lower operating costs, consuming only a third of the fuel of a Class 66 along with lower track access charges due to its lower weight. ROG has postulated that it presents a superior business case, particularly for intermodal rail freight operations, while also being better suited for mixed-traffic operations as well. Each locomotive has a reported rough cost of £4 million.
It is no ordinary locomotive and it will change rail freight operations in the UK.
I have a feeling that the Class 93 locomotive could be a lower-carbon replacement for the Class 68 locomotive.
But I also believe that what Stadler have learned in the development of the Class 93 locomotive can be applied to the Class 68 locomotive to convert them into zero-carbon locomotives.
It may be just a matter of throwing out the diesel engine and the related gubbins and replacing them with a large battery. This process seems to have worked with Wabtec’s conversion of diesel locomotives to FLXdrive battery-electric locomotives.
Battery-Electric Trains And The TransPennine Upgrade
In Is There Going To Be Full Electrification Between Leeds And Huddersfield?, I showed this map of the TransPennine Upgrade between Huddersfield and Westtown near Dewsbury.
Note.
- There will be electrification between Dewsbury and Huddersfield.
- Tracks will be doubled from two to four.
- Ravensthorpe, Mirfield, Deighton and Huddersfield stations will be electrified and probably upgraded.
- Dewsbury and Huddersfield stations are eight miles apart.
This page on the Network Rail website gives more information.
Click on Huddersfield and Westtown (Dewsbury) and you get this information.
On 31 March 2021, we submitted a Transport and Works Act Order (TWAO) application to the Secretary of State for Transport for the Huddersfield to Westtown (Dewsbury) scheme.
Throughout this eight-mile section of the route, we’re proposing to double the number of tracks from two-to-four, electrify from Huddersfield to Dewsbury and make big improvements to the four stations in this section – Huddersfield, Deighton, Mirfield and Ravensthorpe; where we also need to separate the lines going to/from Leeds from the lines going to/from Wakefield, with either a bridge or a tunnel.
It is a much larger scheme than the one between Bolton and Wigan, which I wrote about in Bolton-Wigan £78m Rail Electrification Project Announced.
- Huddersfield-Westtown is eight miles, whereas Bolton-Wigan is 6.5 miles.
- Both involve upgrading four stations.
- Both involve full electrification.
- Huddersfield-Westtown involves doubling the number of tracks, whereas Bolton-Wigan needs little work to the track.
- Huddersfield-Westtown will need a bridge or a tunnel, whereas Bolton-Wigan might need minor work to a couple of flat junctions.
- Huddersfield station is Grade 1 Listed, whereas Wigan Wallgate station has some good features.
- The Huddersfield-Westtown scheme is costed at £2.9 billion, whereas Bolton-Wigan is just £78 million.
The Huddersfield-Westtown scheme is thirty-seven times larger in terms of money.
What Passenger Services Use The Route Between Huddersfield And Dewsbury?
These services use the route, all or in part.
- Northern Trains – Wigan Wallgate and Leeds via Manchester Victoria, Hebden Bridge, Brighouse, Mirfield, Ravensthorpe and Dewsbury – 1 tph
- Northern Trains – Huddersfield and Castleford via Deighton, Mirfield and Wakefield Kirkgate – 1 tph
- TransPennine Express – Liverpool Lime Street and Scarborough via Manchester Victoria, Stalybridge, Huddersfield and Leeds – 1 tph
- TransPennine Express – Manchester Airport and Redcar Central via Manchester Victoria, Stalybridge, Huddersfield, Dewsbury and Leeds – 1 tph
- TransPennine Express – Liverpool Lime Street and Edinburgh via Manchester Victoria, Huddersfield and Leeds – 1 tph
- TransPennine Express – Manchester Airport and Newcastle via Manchester Victoria, Huddersfield, Dewsbury and Leeds – 1 tph
- TransPennine Express – Manchester Piccadilly and Hull via Stalybridge, Huddersfield and Leeds – 1 tph
- TransPennine Express – Huddersfield and Leeds via Deighton, Mirfield, Ravensthorpe and Dewsbury – 1 tph
Note.
- All trains are one train per hour (tph)
- Three tph run non-stop between Huddersfield and Leeds.
- Two tph stop at Deighton station, Mirfield and Ravensthorpe.
After completion of the Huddersfield and Westtown upgrade, there will be electrification at the following places.
- West of Manchester Victoria station
- Between Huddersfield and Westtown
- Between Leeds and York – Currently being electrified between York and Church Fenton.
And these routes will not be electrified.
- Dewsbury and Leeds – 9.2 miles
- Leeds and Hull – 51.5 miles
- Mirfield and Castleford – 16 miles
- Manchester Piccadilly and Stalybridge – Could be electrified – 7.5 miles
- Manchester Victoria and Heaton Lodge Junction via Hebden Bridge – 47.4 miles
- Manchester Victoria and Stalybridge – Could be electrified – 7.7 miles
- Redcar Central and Northallerton – 28.1 miles
- Stalybridge and Huddersfield – 18 miles
- York and Scarborough – 42.1 miles
Note that all routes except Mirfield and Castleford and Leeds and Hull have electrification at both ends.
Which Routes Between Huddersfield And Westtown Could Be Handled By Battery-Electric Trains?
I will assume that operators will have a battery-electric train capable of running 56 miles on batter ypower. This distance comes from Hitachi’s specification for the Hitachi Regional Battery Train, which is shown in this Hitachi infographic.
These are the routes and my answers.
Northern Trains – Wigan Wallgate and Leeds
The longest section without electrification is Manchester Victoria and Heaton Lodge Junction via Hebden Bridge, which is 47.4 miles.
I am sure this route is possible with battery-electric trains.
Northern Trains – Huddersfield and Castleford
The longest section without electrification is Mirfield and Castleford, which is 16 miles.
But it must be handled on both an out and back basis. So the train will cover 32 miles on battery power.
I am sure this route is possible with battery-electric trains.
TransPennine Express – Liverpool Lime Street and Scarborough
The longest section without electrification to the West of Leeds, is Manchester Victoria and Huddersfield, which is 25.7 miles.
At the Eastern end, as York and Scarborough is 42.1 miles without electrification, there would need to be some electrification or a charging system at Scarborough station.
I am sure this route is possible with battery-electric trains.
TransPennine Express – Manchester Airport and Redcar Central
The longest section without electrification to the West of Leeds,is Manchester Victoria and Huddersfield, which is 25.7 miles.
At the Eastern end, as Northallerton and Redcar Central is 28.1 miles without electrification, there may need to be some electrification or a charging system at Redcar Central station.
I am sure this route is possible with battery-electric trains.
TransPennine Express – Liverpool Lime Street and Edinburgh
The longest section without electrification is Manchester Victoria and Huddersfield, which is 25.7 miles.
Leeds and Edinburgh is fully electrified.
I am sure this route is possible with battery-electric trains.
TransPennine Express – Manchester Airport and Newcastle
The longest section without electrification is Manchester Victoria and Huddersfield, which is 25.7 miles.
Leeds and Newcastle is fully electrified.
I am sure this route is possible with battery-electric trains.
TransPennine Express – Manchester Piccadilly and Hull
The longest section without electrification to the West of Leeds, is Manchester Victoria and Huddersfield, which is 25.5 miles.
At the Eastern end, as Leeds and Hull is 51.5 miles, there would need to be some electrification or a charging system at Hull station.
I am sure this route is possible with battery-electric trains.
TransPennine Express – Huddersfield and Leeds
The longest section without electrification is Dewsbury and Leeds, which is 9.2 miles.
I am sure this route is possible with battery-electric trains.
Handling The Eastern Ends
At Hull, Redcar Central and Scarborough stations, there will need to be some means to recharge the trains, so they can get back to the electrification on the East Coast Main Line.
There could either be a short length of 25 KVAC overhead electrification or a special-purpose charging station.
There would need to be an allowance in the turnback, of perhaps 10-15 minutes to make sure trains started back with full batteries.
Will Huddersfield And Westtown Be Long Enough To Charge A Battery-Electric Train?
I have looked at train times between Huddersfield And Westtown and typically trains take around 11-12 minutes to go between Huddersfield and Dewsbury stations.
That should probably be enough, especially, as the trains will probably be using regenerative braking to batteries at any station stops.
Conclusion
I am absolutely certain that by completing the TransPennine Upgrade with full electrification between Huddersfield and Westtown, that all passenger services through the section could be run by battery-electric trains with a range of ninety kilometres or fifty-six miles.
There would probably need to be some electrification or a charging system at Hull, Redcar Central and Scarborough stations.
A Thought On Short Sections Of Electrification
As with the Bolton-Wigan scheme to the West of the Pennines, a length of electrified track that is less than ten miles, allows several services to be run by battery-electric trains and decarbonised.
How many other sections of less than ten miles of electrification can transform train services and reduce the use of diesel around the UK, by the introduction of fleets of battery-electric trains?
Changing Trains At Scarborough – March 13th, 2019
I took these pictures, whilst changing from the York to Scarborough train to one going to Hull.
There used to be a cafe in the Stephen Joseph Theatre, but they pointed me to the Eat Me Cafe in the road behind.
I visited the cafe at the wrong time of day. Otherwise, I would have had lunch, as they had gluten-free options.
Scarborough
I’d never been to Scarborough before so I took the opportunity to visit on my way from York to Hull.
Looking back from a few days away, I think that Scarborough, would be a better place to stay than Hull.
I came to Scarborough station on one a Class 185 train and left in a Class 158 train, so I didn’t have to experience a Pacer. According to Wikipedia the Hull to Scarborough Line is usually worked by the very acceptable Class 158 trains, sometimes coupled to something else for more capacity. This is said.
Services are usually worked by Class 158 DMUs. Summer weekends see services operated by a Class 158 coupled to a Class 153 or extra Class 158 providing a 3/4-car unit for additional capacity. Sundays also see a variety of traction traversing the line to retain crew knowledge; this can include Class 153, Class 150, Class 142 and Class 144.
You do wonder how much traffic this route could generate if it was electrified and run by a new four-car electric train.
It would be very expensive to electrify, as until Hull is electrified, it would be a stand-alone system for about forty miles, that was a long way from any other electrification.
But if some means were to be provided to charge the trains at Scarborough and Hull, I suspect that IPEMUs could provide services between Scarborough and Hull and Scarborough and York with ease, given the easy nature of the lines.
This would also allow the TransPennine services from Scarborough to Manchester and Liverpool to be run by high-speed IPEMUs, which could bridge the electrifdication gap between Leeds and Manchester.
In an ideal world, a service should be provided between Scarborough and Whitby, which if there was an improved service around Scarborough would probably be needed to serve the tourism industry.
That area of East Yorkshire needs to be developed with respect to the leisure and tourism opportunities it offers.
The Anonymous Widower 