The Anonymous Widower

MOB To Launch Gauge-Changing Montreux – Interlaken GoldenPass Express

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

December 8, 2022 Posted by | Transport/Travel | , , , , , , , | 1 Comment

Through Settle And Carlisle Service Under Consideration

The title of this post, is the same as that of an article in the June 2021 Edition of Modern Railways.

This is the first paragraph.

Plans for a new Leeds to Glasgow through service via the Settle and Carlisle line are being developed, with CrossCountry and the Department for Transport starting to look at the possible scheme.

It sounds like a sensible idea to me.

The article also suggests the following.

  • CrossCountry is a possible operator.
  • CrossCountry are keen to improve services between Leeds and Glasgow
  • The trains could be InterCity 125s, freed up, by a the arrival of Class 221 trains from Avanti West Coast, when they receive their new Class 805 trains.
  • Maintenance of the trains wouldn’t be a problem, as this could be done at Neville Hill in Leeds or Craigentinny in Edinburgh.
  • Services could start in December 2023.

I have a few thoughts of my own!

The Route

The route between Leeds and Carlisle is obvious, but there are two routes between Carlisle and Glasgow.

Trains would probably choose a route and call at stations to maximise passenger numbers.

These stations are on the various routes.

  • Settle and Carlisle – Shipley, Bingley, Keighley, Skipton, Gargrave, Hellifield, Long Preston, Settle, Horton in Ribblesdale, Ribblehead, Dent, Garsdale, Kirkby Stephen, Appleby, Langwathby, Lazonby & Kirkoswald and Armathwaite
  • Glasgow South Western – Dunlop, Stewarton, Kilmaurs, Kilmarnock, Auchinleck, New Cumnock, Kirkconnel, Sanquhar, Dumfries, Annan and Gretna Green
  • West Coast Main – Motherwell, Carstairs and Lockerbie

There are certainly a lot of possibilities.

 Upgrading The InterCity 125 Trains

CrossCountry appear to have enough InterCity 125 trains to muster five in a two Class 43  power car and seven Mark 3 coach formation.

They may not be fully in-line with the latest regulations and there may be a need for a certain degree of refurbishment.

These pictures show some details of a refurbished Great Western Railway Castle, which has been fitted with sliding doors.

Will The InterCity 125 Trains Be Shortened?

Scotrail’s Inter7City trains and Great Western Railway’s Castle trains have all been shortened to four or five coaches.

This picture shows a pair of Castles.

Journey Times, Timetable And Frequency

The current journey time between Leeds and Glasgow Central stations via the East Coast Main Line is four hours and eight minutes with nine stops.

The Modern Railways article says this about the current service.

The new service would be targeted at business and leisure travellers, with through journey times competitive with road and faster than the current direct CrossCountry Leeds to Glasgow services via the East Coast main line.

I would expect that CrossCountry are looking for a time of around four hours including the turn round.

  • Stops could be removed to achieve the timing.
  • The trains could run at 125 mph on the West Coast Main Line.

This could enable a train to have the following diagram.

  • 0800 – Depart Leeds
  • 1200 – Depart Glasgow Central
  • 1600 – Depart Leeds
  • 2000 – Depart Glasgow Central
  • Before 2400 – Arrive Leeds

Note.

  1. A second train could start in Glasgow and perform the mirrored timetable.
  2. Timings would probably be ideal for train catering.
  3. Trains would leave both termini at 0800, 1200, 1600 and 2000.
  4. The timetable would need just two trains.

I also think, if a second pair of trains were to be worked into the timetable, there could be one train every two hours on the route, if the demand was there.

I certainly believe there could be a timetable, that would meet the objectives of attracting business and leisure passengers away from the roads.

Tourism And Leisure Potential

The Settle and Carlisle Line is known as one of the most scenic railway lines in England, if not the whole of the UK.

There are important tourist sites all along the route between Leeds and Glasgow

Many of the stations are used by walkers and others interested in country pursuits.

I believe that it is a route that needs a quality rail service.

Travel Between London and Towns Along The Settle And Carlisle Line

In Thoughts On Digital Signalling On The East Coast Main Line, I said this.

I think it is highly likely that in the future, there will be at least one train per hour (tph) between London Kings Cross and Leeds, that does the trip in two hours.

It may seem fast compared to today, but I do believe it is possible.

With a timely connection at Leeds station, will this encourage passengers to places along the Settle and Carlisle line to use the train?

What About the Carbon Emissions?

The one problem with using InterCity 125 trains on this route, is that they are diesel-powered, using a pair of Class 43 locomotives.

But then there are over a hundred of these diesel-electric locomotives in service, nearly all of which are now powered by modern MTU diesel engines, which were fitted in the first decade of this century.

Consider.

  • The locomotives and the coaches they haul have an iconic status.
  • Great Western Railway and Scotrail have recently developed shorter versions of the trains for important routes.
  • There are over a hundred of the locomotives in service.
  • Companies like ULEMCo are developing technology to create diesel-powered vehicles that can run on diesel or hydrogen.
  • There is plenty of space in the back of the locomotives for extra equipment.
  • MTU have a very large number of diesel engines in service. It must be in the company’s interest to find an easy way to cut carbon emissions.
  • I believe that the modern MTU diesel engines could run on biodiesel to reduce their carbon footprint.

And we shouldn’t forget JCB’s technology, which I wrote about in JCB Finds Cheap Way To Run Digger Using Hydrogen.

If they could develop a 2 MW hydrogen engine, it could be a shoe-in.

I believe that for these and other reasons, a solution will be found to reduce the carbon emissions of these locomotives to acceptable levels.

Conclusion

In this quick look, it appears to me that a Glasgow and Leeds service using InterCity 125 trains could be a very good idea.

May 21, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , | 3 Comments

‘Staycation Express’ To Return Along Full Length of S & C

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

These are the first three paragraphs,

This year’s ‘Staycation Express’ will use a refurbished High Speed Train and run the full length of the Settle-Carlisle Line.

The final plans are being confirmed by Rail Charter Services, which last year used locomotive-hauled trains between Skipton and Appleby. This year, the plan is for the HST to operate the 0930 Appleby-Skipton, 1130 Skipton-Carlisle, 1500 Carlisle-Skipton and 1730 Skipton-Appleby, although the timings are yet to be finalised.

The trains will run daily except for Fridays between mid-July and early September (dates still to be determined).

Full details will be published by Rail Charter Services in April, but after last year’s success a second year of services is not a surprise.

I wouldn’t be surprised to see Locomotive Services Ltd. supplying the rolling stock, as they have recently recreated the Blue Pullman using a redundant InterCity 125.

March 11, 2021 Posted by | Transport/Travel | , , | Leave a comment

Beeching Reversal – Upper Wensleydale Railway

This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

This map from the Upper Wensleydale Railway web site, shows the location of the proposed reinstated railway.

This is the vision of how the railway will be used, taken from the web site.

It is hoped that a reinstated junction with the existing  Leeds – Settle – Carlisle railway line at Garsdale will allow ‘through’ trains to run from Hawes via Garsdale Junction, past the Yorkshire Three Peaks to Settle, then onwards through Hellifield and Clitheroe into Lancashire for Preston and Greater Manchester.

We are also hoping that some Manchester – Blackburn – Clitheroe trains can be extended to Garsdale and Hawes thereby linking Lancashire to an enhanced service through Settle to the Yorkshire Peaks and Dales.

Connections with other trains could be made at Hellifield (for West Yorkshire & Lancaster) and at Garsdale (for Carlisle, Scotland & the North East of England).

This Google map shows the current state of the railways at Garsdale.

Note.

  1. Garsdale station in the South-West corner of the map.
  2. The Settle and Carlisle Line curving away to the North over the Dandry Mire Viaduct.
  3. The trackbed of the former branch to Hawes stands out as a green scar.

I have followed the route of the railway to Hawes in my helicopter and it doesn’t appear to be a very challenging project to reinstate.

  • Although the comprehensive Routes and Structures page on the Upper Wensleydale Railway, indicates there is a lot to do.
  • It is about six miles long.
  • It is single track with a passing loop at Hawes.

This Google Map shows the town of Hawes,

It certainly looks the sort of place, where Wallace and Gromit might rent a cottage for a week and use as a base to explore the countryside.

  • There’s a Wensleydale Creamery.
  • There’s a traditional ropemaker called Outhwaite, dating from 1905, who have the web site; www.ropemakers.com.
  • The headquarters of the Yorkshire Dales National Park Authority are located in the North of the town and shown by a green arrow.

Next to the Park Authority is a blue arrow marking the Dales Countryside Museum, which incorporates the original Hawes railway station.

Services To Hawes

Looking at the data from Real Time Trains, it looks like trains on the Settle and Carlisle average about fifty mph on that line, which is generally double-track with an operating speed of sixty mph.

  • I would estimate that a modern diesel or hydrogen-powered train could do the return trip between Garsdale and Hawes station in around thirty minutes.
  • This time would probably mean that the Hawes Branch could be worked with only one train operational on the branch.
  • It would also fit in well with the service plans for the Upper Wensleydale Railway.

I am fairly certain that an hourly service could be run between Hawes and Hellifield stations, which could be extended as far South as the operator wanted.

Military Traffic To Redmire

In the Wikipedia entry for Redmire village, this is said.

Redmire is the terminus of the Wensleydale Railway. The Ministry of Defence uses trains to transport armoured vehicles from bases in the south to the Catterick military area using Redmire railway station as its terminus.

It looks like there must be a quality railway between Redmire station and the East Coast Main Line at Northallerton.

This Google Map shows the site of Redmire station.

Note.

  1. At the left hand side of the map, there look to be loading ramps for the military vehicles, at the end of two sidings.
  2. The building on the North side of the tracks appears to be the old Redmire station buildings.
  3. The blue dot to the right, is a Google Maps pointer for the station

If you type Redmire into Google Maps, it’s easy to find..

This Google Map shows the rail lines at Northallerton.

Note.

Northallerton station in the South-East corner of the map.

The East Coast Main Line runs about West-by-North from the station towards Darlington and Scotland.

The line to Middlesbrough branches off in a North-Easterly direction.

The Wensleydale Railway comes in from the West and joins the East Coast Main Line going North.

It also appears there used to be a tight chord that allowed trains to go between the Wensleydale Railway and the South.

It looks like the Army would like that chord for their vehicle trains.

This enlarged Google Map, shows the site of the chord.

It looks to me, that it was once a chord, but now it’s a substantial wood.

A Bigger Plan

In the Wikipedia entry for the Wensleydale Railway, there is a section, which is entitled Upper Wensleydale Railway, where this is said.

In late 2019/early 2020, a separate company was formed to campaign to reinstate the line between Hawes and Garsdale. The groups’ objective is to have a timetabled year-round service run by a train operating company, rather than a heritage service. This scheme was shortlisted for funding in the second round of the government’s Reverse Beeching Fund, in June 2020.

These are my thoughts on various topics.

The Eastern Terminal

There are three possible Eastern terminals.

  • Northallerton
  • Middlesbrough – There is no connection to the Wensleydale Railway.
  • Darlington – Would probably mean slow trains on the East Coast Main Line.

I think we’re left with Northallerton and the tight connection, which requires the chord to be reinstated.

But, it does say in the Wikipedia entry for Northallerton station, that the station is the terminus for the proposed extended Wensleydale Railway.

This Google Map shows the Northern end of Northallerton station.

Would it be possible to sneak a line down the Western side of the East Coast Main Line and into a new bay platform at the station?

It would certainly allow trains from the Wensleydale Railway to terminate at Northallerton station.

The Western Terminal

As I said earlier, it’s the operator’s choice.

Personally, I would choose Blackburn station.

  • It’s about fifty miles from Gardale station.
  • There is a train depot at Blackburn.
  • Blackburn station is in the Town Centre.
  • Blackburn station has good rail connections to Blackpool, Liverpool, Leeds, Manchester and Preston.

Prior to COVID-19, I regularly stayed in the convenient Premier Inn next to the station.

Rolling Stock

The trains will have to be self-powered, as I don’t think the budget will run to electrification and much of the track-bed is owned by a heritage railway.

So that must mean the trains must be self-powered, which will mean either diesel, electric or hydrogen.

  • I think diesel can be ruled out, except as a stop-gap, we are going carbon-neutral on the railways by 2040.
  • Blackburn and Northallerton stations are too far for battery power.

So that means it must be hydrogen power.

But as, it appears that Teesside is going for hydrogen, as I wrote about in Fuelling The Change On Teesside Rails, that should be a convenient fuel.

The route might be a candidate for Vivarail’s Pop-up Metro concept, with fast charging at one or two, of any number of the stations.

Conclusion

I like this scheme, as it sorts a lot of problems.

I also think that there’s a fair chance, it will get the nod.

The local MP is the Chancellor of the Exchequer; Rishi Sunak and this could be a case of he who pays the piper, calls the tune!

July 4, 2020 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , | 5 Comments

Reinstatement Of The Clitheroe To Hellifield Railway Line

This is one of the successful bids in the First Round of the Restoring Your Railway Fund.

This line is part of the route between Blackburn and Hellifield stations, which I have tried to use a couple of times in the past without success.

Why Blackburn? You may ask!

When I’m in that area, I often stay in the Premier Inn in the town, as it’s only about a hundred metres from the station. There are a couple of reliable gluten-free eateries too by the hotel.

A couple of times, I’ve taken the train up the Ribble Valley Line to Clitheroe and had a look around.

Unfortunately, there aren’t many trains to Hellifield from Blackburn and only on Sundays. Twice, though, I’ve planned trips to get a Sunday morning train from Blackburn to Hellifield and twice the train has been cancelled.

Perhaps, I’ll get to go later this year.

I’ve been to Clitheroe a couple of times and these pictures show the state of the lower section of the line.

Wikipedia documents a lot of improvements to the line over the last few years and now there are now generally two trains per hour (tph) between Blackburn and Manchester and one tph between Blackburn and Clitheroe on the route.

Clitheroe And Hellifield

I have just flown my virtual helicopter between Clitheroe and Hellifield stations and the route is best characterised as follows.

  •  A fairly straight double-track railway.
  • No current stations, although they used to exist at Chatburn, Rimington, Gisburn and Newsholme.
  • Mainly agricultural countryside.
  • Lots of businesses flagged up by Google Maps, of which many are visitor related.

Finally, I arrived at Hellifield station.

Note.

  1. The railway line to the South East leads to Skipton and Leeds
  2. The railway line to the South is the Ribble Valley Line and it leads to Clitheroe, Blackburn and Manchester.
  3. The line to the North East is the Settle and Carlisle Line.

I think I can see where those that took the trouble to nominate the Ribble Valley Line between Clitheroe and Hellifield are coming from.

  • There is a well-maintained double-track railway in good condition between Manchester and Hellifield via Bolton, Darwen, Blackburn and Clitheroe, that links to the countryside above Clitheroe that needs vistors for its businesses and produce.
  • Lancashire County Council, the Community Rail Partnerships in the area and local activists have done a good job on Network Rail to persuade them to improve the railway.
  • The Settle and Carlisle is waiting for visitors to explore one of the world’s most iconic railways.

All it needs is a train service and possibly a station or two!

Some of my questions.

What Are The Local Aspirations?

I found this article on the Lancashire Telegraph, which is entitled Campaign To Restore Rail Service From Clitheroe To Hellifield.

This is a quote from the Ribble Valley Council leader.

This plan forms part of the council’s approved proposals to drive the Ribble Valley economy to create more jobs, particularly for our young people and further strengthen our strong tourist industry. It will take cars off congested roads and bring more tourists to the Ribble Valley. It will also improve the connectivity for the Ribble Valley community to surrounding urban conurbations for residents.

These are other points from the article.

  • An aim is to see the reopening of Chatburn, Gisburn and Newsholme stations.
  • Another is better links to Manchester.
  • New rolling stock is planned for the line.
  • The line is used daily by heavy freight trains.
  • It would connect Clitheroe to Bradford, Leeds and Skipton

It does seem to me, that restoring the services between Clitheroe and Hellifield could offer a lot of benefits.

What Frequency Of Trains Is Needed Between Manchester and Hellifield, via Bolton, Blackburn and Clitheroe?

The frequency on the Settle and Carlisle Line is around eight trains per day (tpd), with six on Sundays.

That frequency would probably not be sustainable on the Ribble Valley Line, but the train timetable should be such, that someone can leave Manchester in the morning, have an adventure and return in the evening.

Is Any New Infrastructure Required?

As trains use the line occasionally, I suspect that all the track, signalling and communications needed for perhaps four tpd in both directions between Clitheroe and Hellifield is in place.

So the only thing needed in the fullness of time, might be the extra stations.

But which one do you do first?

I would do the following.

First I would ask passengers, where they would like additional stations on the route.

And then why not build a temporary one using scaffolding and see what happens.

The picture shows a temporary platform at Liverpool South Parkway station, whilst Lime Street was closed for rebuilding.

Conclusion

I have a feeling that it restoring psassenger trains between Clitheroe and Hellifield will be a worthwhile thing to do.

 

 

May 24, 2020 Posted by | Transport/Travel | , , , , , | 2 Comments

Colne – Skipton Reopening Moves Closer

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

This is the introductory paragraph.

Rail minister Chris Heaton-Harris has confirmed that investigations have been commissioned into the proposed reinstatement of the 19·3 km Colne – Skipton ‘missing link’ connecting east Lancashire and west Yorkshire.

Investigations will look into.

  • Capital costs
  • Passenger demand forecasts
  • Service options.
  • Gauge enhancement measures necessary to increase rail freight capacity on TransPennine routes including between Accrington and Todmorden stations.
  • Proposals for a rail freight terminal on the site of the demolished Huncoat power station near Accrington.

This sounds more than a simple proposal to reopen the route between Skipton and Colne stations.

These are a few of my thoughts.

The Rail Route Between Preston And Skipton

The rail route between Preston on the West Coast Main Line and Skipton can be summarised as follows.

  • Preston and Rose Grove via Huncoat – double-track – electrification at Preston
  • Rose Grove and Colne – single-track
  • Colne and Skipton – to be reinstated – electrification at Skipton

Colne and Skipton might not be the easiest route to reinstate, as a dual carriageway has been built across the route to the North of Colne station.

Could Colne And Skipton Be Double-Track All The Way?

Consider.

  • The new section between Skipton and Colne could be built with single or double tracks.
  • The section between Rose Grove and Colne stations was built as a double-track and singled in 1971. British Rail’s accountants strike again!
  • The single-track section includes the Bank Top Viaduct, in the centre of Burnley.
  • Trains currently take twenty-one minutes between Rose Grove and Colne stations.

This picture shows Bank Top Viaduct.

I think the viaduct could be key to whether the route is double-track all the way.

  • If the redoubling can be performed at a reasonable cost, then that will be the way to go, as it might be possible to squeeze up to three trains per hour (tph) between Skipton and Rose Grove via Colne.
  • If on the other hand, doubling is too difficult or expensive, I estimate that no more than two tph would be possible.

For both solutions, there will need to be double track or a long passing loop, between Skipton and Colne.

Could Colne And Skipton Be Electrified?

Consider.

  •  Preston is a fully-electrified station on the West Coast Main Line.
  • Skipton is a fully-electrified station with electric trains to and from Leeds.
  • Full electrification would create an electrified route between Leeds and Blackpool, Liverpool and Preston.
  • It could be a useful diversion route for electric passenger trains across the Pennines, when their are engineering works on the Huddersfield Line or due to the building of Northern Powerhouse Rail.
  • Electrification of the route, would allow electric haulage of freight trains to and from the proposed Huncoat Rail Freight Terminal.
  • Electrification of the Calder Valley Line between Preston and Leeds is always being proposed.
  • Electrication of Bank Top Viaduct could be tricky!

It should also be noted that this article on Rail Magazine was published on May 12th, 2020 and is entitled Electrification Key to Decarbonisation – Government. Views in Government about electrification have changed, so this might affect the decision to electrify the route.

The power is already there at both ends and electrification systems with low visual intrusion could be used.

On the other hand, some might consider electrification of the route inappropriate.

Could Colne And Skipton Be Partially Electrified?

Consider.

  • I estimate that the distance between Preston and Skipton will be 41 miles.
  • If Blackpool North station were the final destination, there would be 34 miles (2 x 17) to charge the batteries.
  • If Liverpool Lime Street station were the final destination, there would be 70 miles (2 x 35) to charge the batteries.
  • If Leeds station were the final destination, there would be 52 miles (2 x 26) to charge the batteries.
  • Manufacturers’ estimates of distances, indicate that battery electric trains could cover up to 65 miles on battery power.

As both ends of the route are electrified and trains would run extra miles under the wires, it would seem likely that a battery electric train could run between Preston and Skipton, without needing a charge en route.

Drax Group And Colne And Skipton Reinstatement

Drax power station uses Flue Gas Desulphurisation. Wikipedia says this about the process at Drax.

All six units are served by an independent wet limestone-gypsum flue gas desulphurisation (FGD) plant, which was installed between 1988 and 1996. This diverts gases from the boilers and passes them through a limestone slurry, which removes at least 90% of the sulphur dioxide (SO2). This is equivalent to removing over 250,000 tonnes of SO2 each year. The process requires 10,000 tonnes of limestone a week, sourced from Tunstead Quarry in Derbyshire. A byproduct of the process is gypsum, with 15,000 tonnes produced each week. This goes to be used in the manufacture of plasterboard. The gypsum is sold exclusively to British Gypsum, and it is transported by rail to their plant at Kirkby Thore (on the Settle-Carlisle Line).

The gypsum trains go through Skipton to access the Settle-Carlisle Line.

Drax power station is part-fuelled with biomass, which comes from all over the place including the United States via the Port of Liverpool.

It is no surprise that Drax Group are in favour of the Colne and Skipton reinstatement, as it would give them a new route between Drax and the Port of Liverpool.

This press release from Drax Group gives more details including this paragraph.

It will have a direct impact on improving our supply chain at Drax, allowing freight trains to travel much more quickly to the power station in North Yorkshire – reducing journey times from the Port of Liverpool to less than three hours, a journey which can take up to nine hours at the moment.

Trains will avoid the busy Huddersfield Line and Manchester Victoria station.

Drax’s statement would appear to be a powerful reason to reinstate Colne and Skipton.

These smart new or refurbished wagons, used by Drax to move woodchip should be much faster than the typical 20-30 mph freight speed of TransPennine routes.

This page on the Drax web site, is entitled This train isn’t like any other in the UK, and it gives more details about the wagons.

  • They were custom-designed and built in the last few years.
  • The roofs open automatically for loading.
  • A twenty-five wagon train can be loaded in 37 minutes.
  • A full train can carry between 1,700 and 1,800 tonnes of biomass.
  • Each train can unload in forty minutes.
  • They are the largest wagons on UK railways by a margin of 30 %.
  • Each wagon is nineteen metres long and can carry over seventy tonnes of biomass.
  • Approximately 14 trains per day arrive at Drax, bringing 20,000 tonnes of biomass.

I suspect to minimise journey times, Drax would like to see a fully electrified route between Preston and Skipton and a new double-track route between Colne and Skipton.

The Huncoat Rail Freight Terminal

This Google Map shows the position of the former Huncoat power station.

Note.

  1. Hapton station in the North-East corner of the map.
  2. Huncoat station in the South-West corner of the map.
  3. The East Lancashire Line running between the two stations.
  4. The M65 running across the top of the map.
  5. The A56 or Accrington bypass running North-South from the motorway junction at the top of the map.

Huncoat power station appears to have been in the South West corner of the rough-looking area, South of the M65 and the railway and West of the A56.

There is no Wikipedia entry for the demolished power station, but this page on The View From The North has some details and pictures.

It does appear to be a well connected site for a Rail Freight Terminal.

  • There could be a direct connection to the motorway network.
  • There is space for a connection with the East Lancashire Line, that would allow trains to access the interchange from both directions.
  • Trains could go West to the Port of Liverpool and the West Coast Main Line via Preston.
  • Trains could go East to Leeds and Yorkshire and on to the East Coast ports of Felixstowe, Hull, Immingham and Teesport.
  • If the East Lancashire Line were to be electrified, electric haulage could be used.

The Rail Freight Terminal could be bigger than a hundred hectares.

Gauge Enhancement On TransPennine Routes Including Between Accrington And Todmorden

Consider

  • Most freight trains passing through Hebden Bridge station  use the route via Rochdale and Todmorden to get to and from Liverpool and the West.
  • Few if any use the East Lancashire Line via Accrington.
  • Some passenger trains do take the Accrington route.
  • There are five tunnels between Accrington and the Todmorden Curve.
  • The building of the Huncoat Rail Freight Terminal, must mean that trains between the Rail Freight Terminal and Leeds and the East would need to use the Calder Valley Line as far as the Todmorden Curve. or the East Lancashire Line to Colne for the new route.

As freight trains rarely seem to use the East Lancashire Line to the East of Accrington could it be that this section of track needs gauge enhancement?

But if this gauge enhancement were to be completed, that could give two routes between Huncoat Rail Freight Terminal and the East, for the largest freight trains.

Thoughts On The Project Management

It would appear that there are a series of sub-projects to be done.

  1. Perform gauge enhancement and route improvement on the East Lancashire Line between Rose Grove and Colne. This would include any doubling of the route, if that were to be done.
  2. Start building the link between Skipton and Colne.
  3. Start building the Huncoat Rail Freight Terminal.
  4. Finish building the link between Skipton and Colne.
  5. Start passenger and freight services between Skipton and Colne.
  6. Finish building the Huncoat Rail Freight Terminal.
  7. Perform gauge enhancement on the Calder Valley Line between Accrington and Todmorden.

My objectives would be.

  • Open the Skipton and Colne route as a TransPennine diversion, as early as possible.
  • Upgrade the East Lancashire Line between Rose Grove and Colne with minimum disruption.
  • Open the Huncoat Rail Freight Terminal as early as possible.
  • Create multiple freight routes to and from Huncoat Rail Freight Terminal.

Electrification would be a future aspiration.

Whither Drax?

Drax Gtroup and their flagship power station have a major environmental problem in that the power station is a large emitter of carbon dioxide.

They also run a lot of diesel locomotive hauled trains carrying biomass, fly ash, gypsum, limestone and other materials to and from Drax power station, which is on the Drax branch of the Pontefract Line.

  • The Pontefract Line was built to serve the coalfields in the area.
  • It runs between Leeds and Hull via Pontefract and Goole.
  • It is not electrified, but it connects to the electrification at Leeds.
  • In the East is has good connections to Cleethorpes, Goole, Grimsby, Hull and Immingham.
  • The Port of Immingham is a major port, that is used by Drax to import biomass, which is hauled to the power station by diesel locomotives.
  • The route between Drax and Immingham has been improved recently, by the addition of the North Doncaster chord.
  • High Speed Two will run alongside the Pontefract Line on its approach to Leeds.
  • Freight trains between Drax and Skipton use an electrified diversion South of Leeds via Armley, that avoids the need for freight trains to pass through Leeds station.

I can see that in a more favourable climate for electrification, that electrification of the Pontefract Line would be recommended.

Given, the environmental record of Drax, which is both good and bad, I would suspect they would like to see electrification of the Pontefract Line, as it would create a lower carbon route for biomass trains between Immingham and the power station.

A New Electrified TransPennine Route For Passengers And Freight

I sense that a grander plan might exist behind all my thoughts.

If the following routes were to be electrified.

  • Preston and Skipton
  • The Pontefract Line between Leeds and Hull.
  • Knottingley and Immingham via Thorne

Hull and Liverpool would be connected for passenger electric trains and Liverpool and Immingham would be connected for freight.

Drax could also be on an electrified branch and they could say, they were hauling all their trains using renewable electricity. Marketing and environment are always important

 

 

 

 

May 12, 2020 Posted by | Transport/Travel | , , , , , , , , , , , , | 4 Comments

Could Electric Trains Run On Long Scenic And Rural Routes?

In the UK we have some spectacular scenic rail routes and several long rural lines.

Basingstoke And Exeter

The West of England Main Line is an important rail route.

The section without electrification between Basingstoke and Exeter St. Davids stations has the following characteristics.

  • It is just over one hundred and twenty miles long.
  • There are thirteen intermediate stations, where the expresses call.
  • The average distance between stations is around nine miles.
  • The longest stretch between stations is the sixteen miles between Basingstoke and Andover stations.
  • The average speed of trains on the line is around forty-four mph.

There is high quality 750 VDC third-rail electrification at the London end of the route.

Cumbrian Coast Line

The Cumbrian Coast Line  encircles the Lake District on the West.

The section without electrification between Carnforth and Carlisle stations has the following characteristics.

  • It is around a hundred and fourteen miles long.
  • There are twenty-nine intermediate stations.
  • The average distance between stations is around four miles.
  • The longest stretch between stations is the thirteen miles between Millom and Silecroft stations.
  • The average speed of trains on the line is around thirty-five mph.

There is also high standard 25 KVAC electrification at both ends of the line.

Far North Line

The Far North Line is one of the most iconic rail routes in the UK.

The line has the following characteristics.

  • It is one-hundred-and-seventy-four miles long.
  • There are twenty-three intermediate stations.
  • The average distance between stations is around seven miles.
  • The longest stretch between stations is the thirteen miles between Georgemas Junction and Wick stations.
  • The average speed of trains on the line is around forty mph.

The line is without electrification and there is none nearby.

Glasgow To Oban

The West Highland Line is one of the most iconic rail routes in the UK.

The line is without electrification from Craigendoran Junction, which is two miles South of Helensburgh Upper station  and the section to the North of the junction, has the following characteristics.

  • It is seventy-eight miles long.
  • There are ten intermediate stations.
  • The average distance between stations is around eight miles.
  • The longest stretch between stations is the twelve miles between Tyndrum Lower and Dalmally stations.
  • The average speed of trains on the line is around thirty-three mph.

From Glasgow Queen Street to Craigendoran Junction is electrified with 25 KVAC overhead wires.

Glasgow To Mallaig

This is a second branch of the West Highland Line, which runs between Crianlarich and Mallaig stations.

  • It is one hundred and five miles long.
  • There are eighteen intermediate stations.
  • The average distance between stations is around five miles.
  • The longest stretch between stations is the twelve miles between Bridge Of Orchy and Rannoch stations.
  • The average speed of trains on the line is around twenty-five mph.

Heart Of Wales Line

The Heart of Wales Line is one of the most iconic rail routes in the UK.

The line is without electrification and the section between Swansea and Shrewsbury stations, has the following characteristics.

  • It is just over one hundred and twenty miles long.
  • There are thirty-one intermediate stations.
  • The average distance between stations is around four miles.
  • The longest stretch between stations is the thirteen miles between Shrewsbury and Church Stretton stations.
  • The average speed of trains on the line is just under forty mph.

There is also no electrification at either end of the line.

Settle And Carlisle

The Settle and Carlisle Line is one of the most iconic rail routes in the UK.

The section without electrification between Skipton and Carlisle stations has the following characteristics.

  • It is just over eighty miles long.
  • There are thirteen intermediate stations.
  • The average distance between stations is around six miles.
  • The longest stretch between stations is the sixteen miles between Gargrave and Hellifield stations.
  • The average speed of trains on the line is around forty mph.

There is also high standard 25 KVAC electrification at both ends of the line.

Tyne Valley Line

The Tyne Valley Line is an important route between Carlisle and Newcastle stations.

The line is without electrification has the following characteristics.

  • It is just over sixty miles long.
  • There are ten intermediate stations.
  • The average distance between stations is around six miles.
  • The longest stretch between stations is the sixteen miles between Carlisle and Haltwhistle stations.
  • The average speed of trains on the line is around mph.

There is also high standard 25 KVAC electrification at both ends of the line.

A Pattern Emerges

The routes seem to fit a pattern, with very similar characteristics.

Important Local Transport Links

All of these routes are probably important local transport links, that get children to school, many people to large towns for shopping and entertainment and passengers of all ages to see their friends and relatives.

Many would have been closed but for strong local opposition several decades ago.

Because of the overall rise in passengers in recent years, they are now relatively safe for a couple of decades.

Iconic Routes And Tourist Attractions

Several of these routes are some of the most iconic rail routes in the UK, Europe or even the world and are tourist attractions in their own right.

Some of these routes are also, very important in getting tourists to out-of-the-way-places.

Lots Of Stations Every Few Miles

The average distance between stations on all lines seems to be under ten miles in all cases.

This surprised me, but then all these lines were probably built over a hundred years ago to connect people to the expanding railway network.

The longest stretch between two stations appears to be sixteen miles.

Diesel Hauled

All trains seem to be powered by diesel.

This is surely very inappropriate considering that some of the routes go through some of our most peaceful and unspoilt countryside.

Inadequate Trains

Most services are run by trains, that are just too small.

I know to put a four-car train on, probably doubles the cost, but regularly as I explore these lines, I find that these two-car trains are crammed-full.

I once inadvertently took a two-car Class 150 train, that was on its way to Glastonbury for the Festival. There was no space for anything else and as I didn’t want to wait an hour for the next train, I just about got on.

Passengers need to be encouraged to take trains to rural events, rather than discouraged.

An Electric Train Service For Scenic And Rural Routes

What would be the characteristics of the ideal train for these routes?

A Four-Car Electric Train

Without doubt, the trains need to be four-car electric trains with the British Rail standard length of around eighty metres.

Dual Voltage

To broaden the applications, the trains should obviously be capable of running on both 25 KVAC overhead and 750 VDC third-rail electrification.

100 mph Capability

The trains should have at least a 100 mph capability, so they can run on main lines and not hold up other traffic.

No Large Scale Electrification

Unless there is another reason, like a freight terminal, quarry, mine or port, that needs the electrification, using these trains must be possible without any large scale electrification.

Battery, Diesel Or Hydrogen Power

Obviously, some form of power will be needed to power the trains.

Diesel is an obvious no-no but possibly could only be used in a small way as emergency power to get the trains to the next station, if the main power source failed.

I have not seen any calculations about the weight, size and power of hydrogen powered trains, although there have been some professional videos.

But what worries me about a hydrogen-powered train is that it still needs some sizeable batteries.

So do calculations indicate that a hydrogen-powered train is both a realisable train and that it can be produced at an acceptable cost?

Who knows? Until, I see the maths published in a respected publication, I will reserve my judgement.

Do Bombardier know anything?

In the July 2018 Edition of Modern Railways, there is an article entitled Bi-Mode Aventra Details Revealed.

A lot of the article takes the form of reporting an interview with Des McKeon, who is Bombardier’s Commercial Director and Global Head of Regional and Intercity.

This is a paragraph.

However, Mr McKeon said his view was that diesel engines ‘will be required for many years’ as other power sources do not yet have the required power or efficiency to support inter-city operation at high-speeds.

As Bombardier have recently launched the Talent 3 train with batteries that I wrote about in Bombardier Introduces Talent 3 Battery-Operated Train, I would suspect that if anybody knows the merits of hydrogen and battery power, it is Mr. McKeon.

So it looks like we’re left with battery power.

What could be a problem is that looking at all the example routes is that there is a need to be able to do station-to-station legs upwards of thirteen-sixteen miles.

So I will say that the train must be able to do twenty miles on battery power.

How Much Battery Capacity Should Be Provided On Each Train?

In Issue 864 of Rail Magazine, there is an article entitled Scotland High Among Vivarail’s Targets for Class 230 D-Trains, where this is said.

Vivarail’s two-car battery units contains four 100 kWh lithium-ion battery rafts, each weighing 1.2 tonnes.

If 200 kWh can be placed under the floor of each car of a rebuilt London Underground D78 Stock, then I think it is reasonable that up to 200 kWh can be placed under the floor of each car of the proposed train.

As it would be required that the train didn’t regularly run out of electricity, then I wouldn’t be surprised to see upwards of 800 kWh of battery installed in the train.

n an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

So if we are aiming for a twenty mile range from a four-car train with an 800 kWh battery, this means that any energy consumption better than 10 kWh will achieve the required range.

Regular Charging At Each Station Stop

In the previous section, I showed that the proposed train with a full battery could handle a twenty mile leg between stations.

But surely, this means that at every stop, the electricity used on the previous leg must be replenished.

In Porterbrook Makes Case For Battery/Electric Bi-Mode Conversion, I calculated the kinetic energy of a four-car Class 350 train, with a full load of passengers, travelling at ninety mph, as 47.1 kWh.

So if the train is travelling at a line speed of ninety mph and it is fitted with regenerative braking with an efficiency of eighty percent, 9.4 kWh of energy will be needed for the train to regain line speed.

There will also be an energy consumption of between 3 kWh and 5 kWh per vehicle per mile.

For the proposed four-car train on a twenty mile trip, this will be between 240 and 400 kWh.

This will mean that between 240 and 400 kWh will need to be transferred to the train during a station stop, which will take one minute at most.

I covered en-route charging fully in Charging Battery/Electric Trains En-Route.

I came to this conclusion.

I believe it is possible to design a charging system using proven third-rail technology and batteries or supercapacitors to transfer at least 200 kWh into a train’s batteries at each stop.

This means that a substantial top up can be given to the train’s batteries at stations equipped with a fast charging system.

New Or Refurbished Trains?

New trains designed to meet the specification, could obviously be used.

But there are a several fleets of modern trains, which are due to be replaced. These trains will be looking for new homes and could be updated to the required battery/electric specification.

  • Greater Anglia – 30 x Class 379 trains.
  • Greater Anglia – 26 x Class 360 trains.
  • London North Western Railway – 77 x Class 350 trains.
  • TransPennine Express – 10 x Class 350 trains

In Porterbrook Makes Case For Battery/Electric Bi-Mode Conversion, I describe Porterbrook’s plans to convert a number of Class 350 trains to battery/electric trains.

These Class 350 Battery/FLEX trains should meet the specification needed to serve the scenic and rural routes.

Conclusion

I am led to the conclusion, that it will be possible to design a battery/electric train and charging system, that could introduce electric trains to scenic and rural routes all over the UK, with the exception of Northern Ireland.

But even on the island of Ireland, for use both North and South of the border, new trains could be designed and built, that would work on similar principles.

I should also say, that Porterbrook with their Class 350 Battery/FLEX train seem to have specfied a train that is needed. Pair it with the right charging system and there will be few no-go areas in mainland UK.

November 2, 2018 Posted by | Energy Storage, Transport/Travel | , , , , , , , , , , | 2 Comments

Yprkshire Gets Excited About The Borders Railway

The headline of Rail study looks at linking Leeds to Edinburgh along historic line in this article in the Craven Herald says it all.

After all England has its spectacular line in the shape of the Settle to Carlisle Line and linking it to Edinburgh would only be restoring its original purpose, when the route was built by the Midland Railway.

May 13, 2017 Posted by | Transport/Travel | , | Leave a comment

How Times Change

Several hundred years ago, those living in the North of England, would have waited with fear and trepidation at the thought of invasion from those living across the Border.

But not anymore!

According to this article in the Cumbria Crack, which is entitled Settle-Carlisle groups welcome Scottish rail study.

This is said.

Putting this into historical context, Mark Rand, Joint Vice Chairman of the 3500-member Friends of the Settle-Carlisle Line said: “People often ask why did the Victorians build a railway line from tiny Settle to the border city of Carlisle. It was part of a much greater whole – the Midland Railway’s main route from London St Pancras to Scotland via Leeds and Carlisle, from where what is today called the Borders Railway continued to Edinburgh. What opportunities the full Edinburgh-Carlisle re-opening would enable! The Friends of the Settle-Carlisle Line welcomes this study with open arms.”

Further, the full re-opening would give a railway offering world-class scenery for much of the 211 miles from Leeds to Edinburgh, attracting huge numbers of international tourists, as happens in countries such as Norway and Switzerland, an industry so vital to the UK economy.

Unlike many railway projects, this project only needs the railway to be built, as the trains that would be ideal for Leeds to Edinburgh via Caelisle, were built forty years ago.

What better route would there be to serve with refurbished examples of Terry Miller‘s masterpiece, the InterCity 125?

May 12, 2017 Posted by | Transport/Travel | , , , , | 2 Comments

Exploring Skipton Station

Skipton station is more than just the terminus of the Airedale Line from Leeds and Bradford Forster Square stations.

It is the Eastern gateway to the iconic Settle and Carlisle Railway, that after suffering temporary closures in 2015-16 because of Storm Desmond and some of the most challenging reconstruction in recent years, the line is now ready to play its part as one of England’s most memorable tourist attractions.

These pictures show the station and the lines towards Settle.

But Skipton and its station can get more important.

Under Future in the Wikipedia entry for the station, these improvements are mentioned.

More Virgin Services To London

Virgin Train’s new Class 800/801 trains are more flexible than the current trains working to Leeds.

I think we will see two five car trains joining together to form ten-car trains, as this will make better use of the capacity of the railway.

So could a five-car train from Skipton connect with a five-car train from Harrogate and become a ten-car train from Leeds to London?

I suspect the answer is yes, despite the fact that the Harrogate Line is not electrified.

More Capacity On The Airedale Line

This is needed and could be by allowing six instead of four car trains or increased frequencies.

The length increase to six-cars would be necessary for the Class 800/801 to run to Skipton.

More Trains To Carlisle Via Settle

After all the money spent on this line, I can see the line made to work hard to pay back the cost.

More Trains To Morecambe via Lancaster

If one line gets more trains, why not the other?

It also needs better trains than the Class 150 train, I saw going to Morecambe.

Skipton To Colne

SELRAP have been lobbying to reopen the rail link between Skipton and Colne.

There are problems with reopening the line, especially around Colne.

But I think it is one of those projects, that if that keen hill-walker and Prime Minister; Theresa May said go, it would happen.

It certainly, isn’t a crazy project.

 

April 22, 2017 Posted by | Transport/Travel | , , , | Leave a comment

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