Sheffield Station « The Anonymous Widower

Is The Eastern Leg Of High Speed Two Under Threat?

This page on the High Speed Two web site is entitled HS2 Phase 2b Eastern Leg.

These are the opening three paragraphs.

Earlier this year the government made clear in its response to the Oakervee Review its commitment to Phase 2b of HS2, ensuring we boost capacity, improve connectivity between our regions and share prosperity.

As part of this, the government plans to present an Integrated Rail Plan for the North and Midlands by the end of the year, informed by an assessment from the National Infrastructure Commission, which will look at how to deliver HS2 Phase 2b, Northern Powerhouse Rail, Midlands Rail Hub and other rail programmes better and more effectively.

In the meantime, the government has asked HS2 Ltd to pause work on the Eastern Leg. We recognise that this causes uncertainty and our Eastern Leg community engagement teams remain in place to support you.

The page then says that the work on the Western Leg should proceed, with the aim of a Western Leg Bill in early 2022.

In Northern Powerhouse Rail – Significant Upgrades Of The East Coast Main Line From Leeds To Newcastle (Via York And Darlington) And Restoration Of The Leamside Line, I showed that the current and future upgrades to the East Coast Main Line, required by the East Coast Main Line, Northern Powerhouse Rail and High Speed Two, will greatly reduce the times on services from London Kings Cross to Doncaster, Yorkshire, the North East and Scotland.

I said this on timings on the East Coast Main Line.

London Kings Cross and Doncaster could be around an hour.
London Kings Cross and Leeds could be around one hour and thirty minutes, using the current Doncaster and Leeds time, as against the one hour and twenty-one minutes for High Speed Two.
London Kings Cross and York could be around one hour and twenty-three minutes, using the current Doncaster and York time, as against the one hour and twenty-four minutes for High Speed Two.
Timings between York and Newcastle would be the same fifty-two minutes as High Speed Two, as the track will be the limitation for both services.
High Speed Two’s timing for York and Newcastle is given as fifty-two minutes, with York and Darlington as twenty-five minutes.
London Kings Cross and Darlington could be around one hour and forty-nine minutes
London Kings Cross and Newcastle could be around two hours and sixteen minutes.
London Kings Cross and Edinburgh would be under three-and-a-half hours, as against the proposed three hours and forty-eight minutes for High Speed Two.

LNER’s Azuma cavalry will hold the fort for as long as is needed.

I’ll now look at how various stations, will be affected if the Eastern Leg of High Speed Two is not built, until a couple of decades in the future.

Leeds

Current Long Distance Services At Leeds Station

Leeds station has the following long distance services in trains per hour (tph)

CrossCountry – 1
LNER – 2
TransPennine Express – 5

It is a bit thin compared to say Birmingham or Manchester.

Northern Powerhouse Rail And Leeds

Northern Powerhouse Rail has plans for Leeds with these services to other Northern cities.

Hull – two tph in 38 minutes
Manchester – six tph in 25 minutes
Newcastle – four tph in 58 minutes
Sheffield – four tph in 28 minutes.

From what they have written, the following could also be possible.

Bradford – six tph in a few minutes
Liverpool – four or more tph in 51 minutes
Manchester Airport – four or more tph in 35 minutes

It is an ambitious plan.

High Speed Two And Leeds

High Speed Two is planning to run the following trains to Leeds in every hour.

Birmingham Curzon Street and Leeds – 200 metre train
Birmingham Curzon Street and Leeds via East Midlands Hub – 200 metre train
London Euston and Leeds via Old Oak Common and East Midlands Hub – 200 metre train
London Euston and Leeds via Old Oak Common and East Midlands Hub – 400 metre train
London Euston and Leeds via Old Oak Common, Birmingham Interchange and East Midlands Hub – 400 metre train

Timings will be as follows.

Birmingham Curzon Street and Leeds – 49 minutes.
London Euston and Leeds – One hour and 21 minutes.

There will be about 1000 seats per hour between Birmingham Curzon Street and Leeds and 2500 seats per hour Between London Euston and Leeds.

High Speed Two And Leeds Via Manchester

This report on the Transport for the North web site, is entitled At A Glance – Northern Powerhouse Rail.

This map shows Transport for the North’s ideas for connections in the West linking Crewe, Liverpool, Manchester, Manchester Airport, Warrington and Wigan.

A black line goes East from Manchester to link it to Leeds via Huddersfield and Bradford.

This is proposed as a route shared between High Speed Two and Northern Powerhouse Rail.
High Speed Two are promising that London Euston and Manchester will be timed at one hour and eleven minutes.
London Euston and Manchester will have a frequency of three tph and will all be 400 metre High Speed Two Full Size trains, with about a thousand seats.
Northern Powerhouse Rail have an objective of a twenty-five minute journey time between Manchester and Leeds.

I would also build the Manchester and Leeds route with the following characteristics.

As a full-size tunnel capable of taking High Speed Two Full Size trains and the largest freight trains.
Intermediate and underground stations at Huddersfield and Bradford.
It could be built as a base tunnel, like the similarly-sized Gotthard base tunnel in Switzerland.
The Swiss tunnel has a maximum operating speed for passenger trains of 125 mph.

If it can be built for a reasonable cost and in a reasonable time-scale, it could be a way of doing the following.

Creating a straight 150 mph plus route across the Pennines, with a capacity of 18 tph.
Running high-capacity fast trains between London Euston and Leeds via Manchester Airport and Manchester.
Running freight trains between the two sides of the Pennines.
Creating a high frequency route between Liverpool and Hull via Manchester Airport, Manchester, Huddersfield and Bradford and Leeds.

The passenger service between Liverpool and Hull could be the world’s first high speed metro.

If the London Euston and Manchester trains, were to be extended to Leeds, London Euston and Leeds would take one hour and thirty-six minutes, which would only be fifteen minutes slower, than is promised for the route going via the Eastern Leg of High Speed Two.

London Kings Cross And Leeds

When the in-cab digital signalling is complete between London Kings Cross and Leeds, I am fairly confident that with a few other improvements and more zoom from the Azumas, that a London Kings Cross and Leeds time of one hour and fifty minutes will be possible.

But will two nine-car or pairs of five-car trains per hour (tph), be enough capacity? Especially, as pairs of five-car trains will split and join to serve a wider catchment area, which will harvest more passengers.

LNER will in a couple of years have an extra path every hour into Kings Cross.

I would feel that best use of this path would be to run between London Kings Cross and Edinburgh via Leeds and Newcastle.

Leeds and Newcastle could be the only intermediate stops.
Leeds would be the ideal place to change to Northern Powerhouse Rail for anywhere in the North of England.
My estimates, say it could run between London Kings Cross and Edinburgh in around three-and-a-half hours.
It would run non-stop between London Kings Cross and Leeds, Leeds and Newcastle and Newcastle and Edinburgh.

It would increase capacity, between the four major destinations on the route; London Kings Cross, Leeds, Newcastle and Edinburgh.

It could start running, once the digital signalling and current improvements to the East Coast Main Line are complete.

London St. Pancras And Leeds

I discussed, Northern Powerhouse Rail’s plan for Sheffield and Leeds in Northern Powerhouse Rail – Connecting Sheffield To HS2 And On To Leeds.

This could see the following new infrastructure.

Electrification between Clay Cross North Junction and Sheffield station of the route shared by the Midland Main Line and High Speed Two.
Electrification through Sheffield and on to Leeds, via the Wakefield Line
New stations for High Speed trains at Rotherham and Barnsley Dearne Valley.

I could see East Midlands Railway taking advantage of this route, with their new Class 810 trains and running a regular Leeds and St. Pancras service.

It would call at Wakefield Westgate, Barnsley Dearne Valley, Rotherham and Meadowhall. between Leeds and Sheffield stations.
It would take twenty-eight minutes between Leeds and Sheffield, if it met Northern Powerhouse Rail’s objective.
Perhaps one of the two tph between London St. Pancras and Sheffield could be extended to Leeds.

As the current time between London St. Pancras and Sheffield, is a few minutes under two hours, I can see a time of comfortably under two-and-a-half hours between London St. Pancras and Leeds.

A Summary Of Journey Times Between London And Leeds

I can summarise my estimates, between London and Leeds.

High Speed Two – Direct via Eastern Leg – One hour and twenty-one minutes.
High Speed Two – via Manchester – One hour and thirty-six minutes.
East Coast Main Line – via Doncaster – One hour and thirty minutes.
Midland Main Line – via Derby and Sheffield – Two hours and twenty minutes.

The direct High Speed Two route is the fastest., but others could be viable alternatives for some passengers.

Bradford

Consider.

Under current plans Bradford won’t be getting any high speed service from High Speed Two.
The best it can get under current plans is several direct services per day, between Bradford Forster Square and London Kings Cross in perhaps two hours.
The layout of the city and its two stations doesn’t give good connectivity.

Bradford, Harrogate, Huddersfield and Skipton could probably be served by trains to and from London Kings Cross that join and split at Leeds.

But if Northern Powerhouse Rail goes for a tunnel between Manchester and Leeds with Bradford as an underground station, it could be served by High Speed Two services going between London Euston and Leeds via Manchester.

I would estimate that if London Euston and Leeds via Manchester took around one hour and thirty-six minutes, London Euston and Bradford could take around an hour-and-a-half.

Darlington

I can summarise my estimates, between London and Darlington.

High Speed Two – Direct via Eastern Leg – One hour and forty-nine minutes.
High Speed Two – via Manchester and Leeds – Two hours and six minutes.
East Coast Main Line – via Doncaster – One hour and forty-nine minutes.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle; will speed up East Coast Main Line services to Darlington.

Edinburgh

I can summarise my estimates, between London and Edinburgh.

High Speed Two – Direct via Western Leg – Three hours and Forty minutes.
High Speed Two – via Manchester and Leeds – Three hours and forty-eight minutes.
East Coast Main Line – via Doncaster – Three hours and thirty minutes.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle; will speed up East Coast Main Line services to Newcastle.

Harrogate

Consider.

Under current plans Harrogate won’t be getting any high speed service from High Speed Two.
The best it can get under current plans is several direct services per day, between Harrogate and London Kings Cross in perhaps two hours.

Bradford, Harrogate, Huddersfield and Skipton could possibly be served by trains to and from London Kings Cross that join and split at Leeds.

Huddersfield

If Huddersfield is served by underground platforms beneath the current Huddersfield station, a lot of what I said for Bradford would apply to Huddersfield.
The timings would probably be around an-hour-and-a-half from London Euston.

Bradford, Harrogate, Huddersfield and Skipton could possibly be served by trains to and from London Kings Cross that join and split at Leeds.

Hull

Hull is an interesting destination.

Reaching Hull from the current High Speed Two network will need a change at Leeds or another station.
Using Northern Powerhouse Rail’s objectives on timings, London Euston and Hull via Manchester on High Speed Two, would be a few minutes under two-and-a-half hours.
I strongly feel, that London Kings Cross and Hull via Selby could be reduced to below two hours.

Hull would also make a superb Eastern terminal station for both Northern Powerhouse Rail and a High Speed Two service from London via Manchester and Leeds.

You pays your money and takes your choice.

Middlesbrough

Reaching Middlesbrough from the proposed High Speed Two network will need a change at York or another station.

But a time of two hours and twenty minutes, should be possible using the East Coast Main Line via Doncaster.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle, will speed up East Coast Main Line services to Middlesbrough.

Newcastle

I can summarise my estimates, between London and Newcastle.

High Speed Two – Direct via Eastern Leg – Two hours and seventeen minutes.
High Speed Two – via Manchester and Leeds – Two hours and thirty-four minutes.
East Coast Main Line – via Doncaster – Two hours and sixteen minutes.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle; will speed up East Coast Main Line services to Newcastle.

Nottingham

I will compare average speeds on the Midland Main Line between London St. Pancras and Nottingham and on the East Coast Main Line, between London Kings Cross and Leeds.

Currently.

London St. Pancras and Nottingham services, over the 126 mile route, take one hour and fifty minutes. which is an average speed of 69 mph.
London Kings Cross and Leeds services, over the 186 mile route, take two hours and thirteen minutes, which is an average speed of 94 mph.

Note.

The two routes are of similar character and are fairly straight with large sections of 125 mph running and quadruple tracks.
The East Coast Main Line to Leeds is fully electrified, whereas the Midland Main Line is only partially electrified.
Both routes have a small number of stops.
In a few years time, services on both routes will be run by different members of the Hitachi AT-300 train family.

I don’t feel it would be unreasonable to assume that a London St. Pancras and Nottingham service could be run at an average speed of 94 mph, if the Midland Main Line were upgraded to the same standard as the East Coast Main Line.

This could mean a time of around one hour and twenty-one minutes between London St. Pancras and Nottingham, or a saving of twenty-nine minutes.

Is that possible?

The new Class 810 trains, will have four engines instead of the normal three for a five-car AT-300 train. Will they be able to be closer to the 125 mph line-speed on diesel power, where it is available on the Midland Main Line.
The trains will be able to use electrification between London St. Pancras and Market Harborough.
There have been hints, that more electrification may be installed on the Midland Main Line.
Hitachi have announced a battery electric version of the AT-300 train called a Regional Battery Train, where one or more of the diesel engines are replaced by battery packs.
The new trains will be ready to accept in-cab ERTMS digital signalling, so they could be able to run at up to 140 mph, if the track were to be upgraded.

I certainly feel, that substantial time savings could be possible between London St. Pancras and Nottingham.

Eighty-one minutes would be very convenient, as it would comfortably allow a three hour round trip, which would mean just six trains or more likely pairs of trains would be needed for the current two tph service.

Eighty-one minutes would not be the fifty-two minute service promised by High Speed Two!

But!

The new trains are planned to be introduced from 2023.
Who knows, when High Speed Two will arrive at the East Midlands Hub station?
They won’t need any new substantial infrastructure to replace the current trains.

I also suspect the new trains will have more seats, but, the capacity of the Class 810 train, has not been published.

Nottingham could also be served by a high speed service from London Kings Cross via Grantham, which I estimate would take about one hour and twenty minutes.

Sheffield

A lot of what I said for Nottingham can be applied to Sheffield.

Currently, London St. Pancras and Sheffield services, over the 165 mile route, take two hours, which is an average speed of 82.5 mph.
High Speed Two is promising a journey time of one hour and twenty-seven minutes.
An average speed of 90 mph, would mean a journey time of one hour and fifty minutes.
This would allow a four hour round trip, which would mean just eight trains or more likely pairs of trains would be needed for the current two tph service.

It would be very convenient for the operator.

It looks like if pairs of trains were to be run on both the Nottingham and Sheffield routes, that twenty-eight trains would be needed to run both services.

This fits well with a fleet size of thirty-three trains.

The only caveat, is that to get the required journey times, it might be necessary to rebuild and electrify the tracks, between Sheffield and Clay Cross North Junction.

These tracks will be shared with the future Sheffield Branch of High Speed Two.
It would only be 15.5 miles of double-track to rebuild and electrify.
It could be rebuilt to allow 140 mph running. Several minutes could be saved!

The electrification could allow Hitachi’s Regional Battery trains to be able to run the Sheffield service.

These trains would certainly be a way of avoiding the tricky electrification of the Derby and Clay Cross section of the route, which goes through the World Heritage Site of the Derwent Valley Mills.

Sheffield could also be served by a high speed service from London Kings Cross via Doncaster, which I estimate would take about one hour and thirty minutes.

Skipton

Consider.

Under current plans Skipton won’t be getting any high speed service from High Speed Two.
The best it can get under current plans is several direct services per day, between Skipton and London Kings Cross in perhaps two hours.

Bradford, Harrogate, Huddersfield and Skipton could possibly be served by trains to and from London Kings Cross that join and split at Leeds.

Sunderland

Reaching Sunderland from the proposed High Speed Two network will need a change at York or another station.

But a time of two hours and thirty minutes, should be possible using the East Coast Main Line via Doncaster.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle, will speed up East Coast Main Line services to Sunderland.

York

I can summarise my estimates, between London and York.

High Speed Two – Direct via Eastern Leg – One hour and twenty-four minutes.
High Speed Two – via Manchester and Leeds – One hour and forty-two minutes.
East Coast Main Line – via Doncaster – One hour and twenty-four minutes.

Improvements on the East Coast Main Line, needed to enable and speed-up High Speed Two services to York, Darlington and Newcastle; will speed up East Coast Main Line services to York.

I believe strongly, that York would be about as fast from London, by either of the direct routes, but both would serve different intermediate destinations.

Conclusion

My first conclusion is a surprising one, but the promised timings from High Speed Two and the current timings in the timetable make it clear.

To achieve the required timings for High Speed Two, major improvements must be made to existing track and these improvements will mean that existing services will be competitive with High Speed Two on time.

These improvements fall into this category.

Improving the East Coast Main Line between York and Newcastle, will make East Coast Main Line services to York, Darlington, Durham and Newcastle competitive with High Speed Two services.
Improving the East Coast Main Line between York and Newcastle, may also mean that London Kings Cross and Edinburgh will be faster than the High Speed Two service between London Euston and Edinburgh.
Electrifying the route shared between Sheffield and Clay Cross North Junction, will speed up London St. Pancras and Sheffield services and make them more competitive with High Speed Two.

I suspect there may be similar mutual improvements on the Western leg of High Speed Two.

Other smaller conclusions from my analysis of the improvements include.

These improvements will create some extra capacity on the East Coast and Midland Main Lines, by removing bottlenecks and improving line speeds.
Electrification, even if it is only partial or discontinuous, will improve services on the Midland Main Line.
Some places like Harrogate, Middlesbrough and Skipton will never be served directly by High Speed Two, but are easily served by East Coast Main Line services from London Kings Cross.
Northern Powerhouse Rail is very much part of the North-South capacity for England.
In-cab ERTMS signalling will play a large part in increasing capacity and line speeds.

Perhaps in our planning of High Speed Two, we should plan all the routes in the North and Midlands in a much more holistic way.

If we look at the capacity between London and the North, I feel that with the addition of Phase 1 of High Speed Two to Birmingham in 2029-2033 and hopefully Phase 2a soon afterwards, that Phase 2b will not be needed for reasons of speed and capacity until years later.

So, I would pause most construction of the Eastern Leg of High Speed Two until Phase 1 and Phase 2a are complete.

I would make exceptions for the following.

Improvements to the shared section of the East Coast Main Line and High Speed Two, between York and Newcastle.
Building a high speed connection between Leeds and York for the use of Northern Powerhouse Rail and the East Coast Main Line.
Rebuilding and electrification of the shared section of the Midland Main Line and High Speed Two, between Clay Cross North Junction and Sheffield.
Improve and electrify the route between Sheffield and Leeds.

But I would continue with the design, as I feel that East of Leeds is very much sub-optimal at the present time.

The route of the Eastern leg of High Speed Two would be safeguarded.

December 7, 2020 Posted by AnonW | Transport | Azuma Train, Barnsley Dearne Valley Station, Class 810 Train, East Coast Main Line, East Midlands Hub Station, East Midlands Railway, Euston Station, High Speed Two, Hitachi Regional Battery Train, HS3/Northern Powerhouse Rail, Kings Cross Station, Leeds Station, Midland Main Line, Newcastle Station, Sheffield Station, St. Pancras Station, Trains, Wakefield Line | Leave a comment

Northern Powerhouse Rail – Significant Upgrades And Electrification Of The Rail Lines From Leeds And Sheffield To Hull

In this article on Transport for the North, which is entitled Northern Powerhouse Rail Progress As Recommendations Made To Government, one of the recommendations proposed for Northern Powerhouse Rail is significant upgrades and electrification of the rail lines from Leeds and Sheffield to Hull.

Northern Powerhouse Rail’s Objective For The Leeds and Hull Route

Wikipedia, other sources and my calculations say this about the trains between Leeds and Hull.

The distance between the two stations is 51.7 miles
The current service takes around 57 minutes and has a frequency of one train per hour (tph)
This gives an average speed of 54.4 mph for the fastest journey.
The proposed service with Northern Powerhouse Rail will take 38 minutes and have a frequency of two tph.
This gives an average speed of 81.6 mph for the journey.

This last figure of nearly 82 mph, indicates to me that a 100 mph train will be able to meet Northern Powerhouse Rail’s objective.

Northern Powerhouse Rail’s Objective For The Sheffield and Hull Route

Wikipedia, other sources and my calculations say this about the trains between Sheffield and Hull.

The distance between the two stations is 59.4 miles
The current service takes around 80 minutes and has a frequency of one tph.
This gives an average speed of 44.6 mph for the fastest journey.
The proposed service with Northern Powerhouse Rail will take 50 minutes and have a frequency of two tph.
This gives an average speed of 71,3 mph for the journey.

This last figure of over 70 mph, indicates to me that a 90 mph train will be able to meet Northern Powerhouse Rail’s objective.

Services From Hull Station

Hull station is a full interchange, which includes a large bus station.

Currently, the station has seven platforms.
There appears to be space for more platforms.
Some platforms are long enough to take nine-car Class 800 trains, which are 234 metres long.
There are some good architectural features.

If ever there was a station, that had basic infrastructure, that with appropriate care and refurbishment, could still be handling the needs of its passengers in a hundred years, it is Hull.

It would be able to handle a 200 metre long High Speed Two Classic-Compatible train, tomorrow.
It would probably be as no more difficult to electrify than Kings Cross, Liverpool Lime Street, Manchester Piccadilly or Paddington.
It would not be difficult to install charging facilities for battery electric trains.

These are some pictures of the station.

Currently, these are the services at the station, that go between Hull and Leeds, Selby or Sheffield.

Hull Trains – 7 trains per day (tpd) – Hull and London via Brough, Selby and Doncaster.
LNER – 1 tpd – Hull and London via Brough, Selby and Doncaster.
Northern Trains – 1 tph – Hull and Halifax via Brough, Selby, Leeds and Bradford Interchange.
Northern Trains – 1 tph – Hull and Sheffield via Brough, Gilberdyke, Goole, Doncaster, Rotherham Central and Meadowhall.
Northern Trains – 1 tph – Hull and York via Brough and Selby.
Northern Trains – 1 tph – Bridlington and Sheffield via Hull, Brough, Goole, Doncaster and Meadowhall.
TransPennine Express – 1 tph – Hull and Manchester Piccadilly or Manchester Airport via Brough, Selby, Leeds, Huddersfield and Stalybridge.

Note.

I have included services through Selby, as the station is on the way to Leeds and is a notorious bottleneck.
All services go through Brough.
All trains work on diesel power to and from Hull.
Hull Trains and LNER use Hitachi bi-mode trains, that work most of the route to and from London, using the 25 KVAC overhead electrification.
Northern use a variety of diesel trains only some of which have a 100 mph operating speed.

There would also appear to be freight trains working some of the route between Hull and Brough stations.

Upgrading The Tracks

I very much believe that to meet Northern Powerhouse Rail’s objectives as to time, that the lines to Hull from Leeds and Sheffield must have a 100 mph operating speed.

Hull And Leeds And On To London

This Google Map shows a typical section of track.

Note.

Broomfleet station is in the North-West corner of the map.
Brough station is just to the East of the middle of the map.
Ferriby station is in the South-East corner of the map.

The Hull and Selby Line is fairly straight for most of its route.

The Selby Swing Bridge

The main problem is the Selby swing bridge, which is shown in this Google Map.

Note.

The bridge was opened in 1891.
It is a Grade II Listed structure.
It is a double-track bridge.
It swings through ninety degrees to allow ships to pass through.
It has a low speed limit of 25 mph.
The bridge regularly carries the biomass trains to Drax power station.

This page on the Fairfield Control Systems web site, describes the major refurbishment of the bridge.

The bridge structure has been fully refurbished.
A modern control system has been installed.
The page says the bridge glides to an exact stop.

Network Rail are claiming, it will be several decades before any more work needs to be done on parts of the bridge.

It looks to me, that Network Rail have decided to live with the problems caused by the bridge and automate their way round it, if possible.

Level Crossings

One general problem with the route between Hull and Selby is that it has around a dozen level crossing, some of which are just simple farm crossings.

The main route West from Selby goes to Leeds and it is double track, fairly straight with around a dozen level crossings.

West from Selby, the route to the East Coast Main Line to and from London is also double track and reasonably straight.

But it does have level crossings at Common Lane and Burn Lane.

The Google Map show Burn Lane level crossing, which is typical of many in the area.

Hull And Sheffield

The other route West from Hull goes via Goole and Doncaster.

This Google Map shows the Hull and Doncaster Branch between Goole and Saltmarshe stations.

Note.

The Hull and Doncaster Branch runs diagonally across the map.
Goole and its station is in the South West corner of the map.
The Hull and Doncaster Branch goes leaves the map at the North-East corner and then joins the Selby Line to the West of Gilberdyke station.

This Google Map shows that where the railway crosses the River Ouse there is another swing bridge.

This is the Goole Railway Swing Bridge.

The bridge was opened in 1869.
The maximum speed for any train is 60 mph, but some are slower.
It is a Grade II* Listed structure.
In the first decade of this century the bridge was strengthened.
It appears to carry a lesser number of freight trains than the Selby bridge

As with the Selby bridge, it appears to be working at a reasonable operational standard.

I’ve followed the line as far as Doncaster and it is fairly straight, mostly double-track with about a half-a-dozen level crossings.

Updating To 100 mph

It looks to my naïve eyes, that updating the lines to an operating speed of 100 mph, should be possible.

But possibly a much larger problem is the up to thirty level crossings on the triangle of lines between Hull, Leeds and Sheffield.

Full ERTMS In-Cab Digital Signalling

This is currently, being installed between London and Doncaster and will allow 140 mph running, which could save several minutes on the route.

The next phase could logically extend the digital signalling as far as York and Leeds.

Extending this signalling to Hull and Sheffield, and all the lines connecting the cities and towns of East Yorkshire could be a sensible development.

It might even help with swing bridges by controlling the speed of approaching trains, so that they arrive at the optimal times to cross.

Electrification

Eventually, all of these routes will be fully electrified.

Hull and Leeds via Brough, Selby and Garforth.
Hull and Scarborough via Beverley and Seamer.
Hull and Sheffield via Brough, Goole, Doncaster and Rotherham.
Hull and York via Brough and Selby.
York and Scarborough via Seamer.

But there are two problems which make the electrification of the routes to Hull challenging.

The Grade II Listed Selby swing bridge.
The Grade II* Listed Goole Railway swing bridge.

There will be diehard members of the Heritage Lobby, who will resist electrification of these bridges.

Consider.

Both bridges appear to work reliably.
Adding the complication of electrification may compromise this reliability.
Train manufacturers have developed alternative zero-carbon traction systems that don’t need continuous electrification.
Hitachi have developed battery electric versions of the Class 800 and Class 802 trains, that regularly run to and from Hull.
Other manufacturers are developing hydrogen-powered trains, that can use both hydrogen and overhead electrification for traction power.

My Project Management experience tells me, that electrification of these two bridges could be the major cost and the most likely cause of delay to the completion of the electrification.

It should also be noted that Network Rail are already planning to electrify these routes.

Huddersfield and Dewsbury on the TransPennine Route, which might be extended to between Huddersfield and Leeds.
York and Church Fenton

There is also electrification at Doncaster, Leeds and York on the East Coast Main Line, which would probably have enough power to feed the extra electrification.

Hitachi’s Regional Battery Trains

Hitachi and Hyperdrive Innovation are developing a Regional Battery Train.

This Hitachi infographic gives the specification.

Note.

The train has a range of 90 kilometres or 56 miles on battery power.
It has an operating speed of 100 mph on battery power.
Class 800 and Class 802 trains can be converted to Hitachi Regional Battery Trains, by swapping the diesel engines for battery packs.

When running on electrification, they retain the performance of the train, that was converted.

Discontinuous Electrification

I would propose using discontinuous electrification. by electrifying these sections.

Hull and Brough – 10.5 miles
Hull and Beverley – 13 miles
Doncaster and Sheffield – 20 miles
Selby and Leeds – 21 miles
Selby and Temple Hirst Junction – 5 miles
Seamer and Scarborough – 3 miles

This would leave these gaps in the electrification in East Yorkshire.

Brough and Doncaster – 30 miles
Brough and Selby – 21 miles
Brough and Church Fenton – 31 miles
Seamer and Beverley – 42 miles
Seamer and York – 39 miles

A battery electric train with a range of fifty miles would bridge these gaps easily.

This approach would have some advantages.

There would only need to be 72.5 miles of double-track electrification.
The swing bridges would be untouched.
TransPennine services terminating in Hull and Scarborough would be zero-carbon, once Huddersfield and Dewsbury is electrified.
LNER and Hull Trains services to London Kings Cross would be zero-carbon and a few minutes faster.
LNER could run a zero-carbon service between London Kings Cross and Scarborough.

But above all, it would cost less and could be delivered quicker.

Collateral Benefits Of Doncaster and Sheffield Electrication

The extra electrification between Doncaster and Sheffield, would enable other services.

A zero-carbon service between London Kings Cross and Sheffield.
Extension of Sheffield’s tram-train to Doncaster and Doncaster Sheffield Airport.
A possible electric service along the Dearne Valley.

As plans for Sheffield’s rail and tram system develop, this electrification could have a substantial enabling effect.

Hydrogen

This map shows the Zero Carbon Humber pipeline layout.

Note.

The orange line is a proposed carbon dioxide pipeline
The black line alongside it, is a proposed hydrogen pipeline.
Drax, Keadby and Saltend are power stations.
Easington gas terminal is connected to gas fields in the North Sea and also imports natural gas from Norway using the Langeled pipeline.
There are fourteen gas feels connected to Easington terminal. Some have been converted to gas storage.

I can see hydrogen being used to power trains and buses around the Humber.

Conclusion

Discontinuous electrification could be the key to fast provision of electric train services between Leeds and Sheffield and Hull.

If long journeys from Hull were run using battery electric trains, like the Hitachi Regional Battery Train, perhaps hydrogen trains could be used for the local services all over the area.

Project Management Recommendations

I have proposed six sections of electrification, to create a network to allow all services that serve Hull and Scarborough to be run by battery electric trains.

Obviously with discontinuous electrification each section or group of sections to be electrified is an independent project.

I proposed that these sections would need to be electrified.

Hull and Brough – 10.5 miles
Hull and Beverley – 13 miles
Doncaster and Sheffield – 20 miles
Selby and Leeds – 21 miles
Selby and Temple Hirst Junction – 5 miles
Seamer and Scarborough – 3 miles

They could be broken down down into four sections.

Hull station, Hull and Brough and Hull and Beverley
Doncaster and Sheffield
Selby station, Selby and Leeds and Selby and Temple Hirst Junction.
Scarborough station and Scarborough and Seamer.

I have split the electrification, so that hopefully none is challenging.

November 27, 2020 Posted by AnonW | Transport | Brough Station, Class 800 Train, Class 802 Train, Discontinuous Electrification, Drax, First TransPennine/TransPennine Express, Global Warming/Zero-Carbon, Hitachi Regional Battery Train, HS3/Northern Powerhouse Rail, Hull, Hull Station, Leeds Station, LNER, Network Rail, Northern Powerhouse Rail Recommendations - November 2020, Northern Rail, Sheffield Station, Zero Carbon Humber | 1 Comment

Northern Powerhouse Rail – Connecting Sheffield To HS2 And On To Leeds

In this article on Transport for the North, which is entitled Northern Powerhouse Rail Progress As Recommendations Made To Government, one of the recommendations proposed for Northern Powerhouse Rail is connecting Sheffield to High Speed Two and on to Leeds.

Northern Powerhouse Rail’s Objective For The Sheffield and Leeds Route

Wikipedia, other sources and my calculations say this about the trains between Leeds and Sheffield.

The distance between the two stations is 39 miles
The current service takes around 40 minutes and has a frequency of one train per hour (tph)
This gives an average speed of 58.5 mph for the fastest journey.
The proposed service with Northern Powerhouse Rail will take 28 minutes and have a frequency of four tph.
This gives an average speed of 84 mph for the journey.

This last figure of 84 mph, indicates to me that a fast route will be needed.

But given experience of 100 mph lines in other parts of the UK, 100 mph trains and infrastructure could make this demanding objective of twenty-eight minutes between Sheffield and Leeds a reality

Connecting Sheffield To High Speed Two

Sheffield is to be accessed from a branch off the Main High Speed Two route to Leeds.

This map clipped from High Speed Two’s interactive map, shows the route of the Sheffield Branch, from where it branches North West from the main Eastern Leg of High Speed Two.

Note.

Orange indicates new High Speed Two track.
Blue indicates track that High Speed Two will share with other services.
The orange route goes North to Leeds, along the M1
The blue route goes North to Chesterfield and Sheffield, after skirting to the East of Clay Cross.
The orange route goes South to East Midlands Hub station.

This second map, shows where the Erewash Valley Line joins the Sheffield Branch near the village of Stonebroom.

Note.

Red is an embankment.
Yellow is a cutting.
The Sheffield Branch goes North-West to Clay Cross, Chesterfield and Sheffield
The Sheffield Branch goes South-East to East Midlands Hub station.
The Sheffield Branch goes through Doe Hill Country Park.
The Sheffield Branch runs alongside the existing Erewash Valley Line, which goes South to Langley Mill, Ilkeston and the Derby-Nottingham area.

The Sheffield Branch and the Erewash Valley Line appear to share a route, which continues round Clay Cross and is shown in this third map.

Note

Doe Hill Country Park is in the South-East corner of the map.
The dark line running North-South is the A61.
Running to the West of the A61 is the Midland Main Line, which currently joins the Erewash Valley Line at Clay Cross North junction.

High Speed Two and the Midland Main Line will share a route and/or tracks from Clay Cross North junction to Sheffield.

This fourth map, shows where the combined route joins the Hope Valley Line to Manchester to the South West of Sheffield.

Note.

Sheffield is to the North East.
Chesterfield is to the South East,
Totley junction is a large triangular junction, that connects to the Hope Valley Line.

These are some timings for various sections of the route.

Clay Cross North Junction and Chesterfield (current) – 4 minutes
Clay Cross North Junction and Sheffield (current) – 17 minutes
Chesterfield and Sheffield (current) – 13 minutes
Chesterfield and Sheffield (High Speed Two) – 13 minutes
East Midlands Hub and Chesterfield (High Speed Two) – 16 minutes
East Midlands Hub and Sheffield (High Speed Two) – 27 minutes

As Class Cross North Junction and Sheffield are 15.5 miles, this means the section is run at an average speed of 53 mph.

Can I draw any conclusions from the maps and timings?

There would appear to be similar current and High Speed Two timings between Chesterfield and Sheffield.
The various junctions appear to be built for speed.

The Midland Main Line will be electrified from Clay Cross North Junction to Sheffield, so that High Speed Two trains can use the route.

What will be the characteristics of the tracks between Clay Cross North Junction and Sheffield?

Will it be just two tracks as it mainly is now or will it be a multi-track railway to separate the freight trains from the high speed trains?
Will it have a high enough maximum speed, so that East Midland Railway’s new Class 810 trains can go at their maximum speed of 140 mph?
Will it be capable of handling a frequency of 18 tph, which is the maximum frequency of High Speed Two?

Surely, it will be built to a full High Speed Two standard to future-proof the line.

Before finishing this section, I will answer a few questions.

Would It Be Possible For Class 810 Trains Fitted With Batteries To Run Between London St. Pancras And Sheffield?

East Midlands Railway’s new Class 810 trains could be fitted with batteries to become Regional Battery Trains with the specification, given in this Hitachi infographic.

Note.

This would give the trains a range of 90 kilometres or 56 miles on batteries, if a number of diesel engines were exchanged for batteries.
The trains would only be a few mph slower on batteries, than the current Hitachi trains on diesel.
The Class 810 trains have four diesel engines. Is this to enable 125 mph running on diesel?

By perhaps replacing two diesel engines with batteries and using the remaining two diesel engines as range extenders or some other combination, I feel that Hitachi might be able to obtain a longer self-powered range for the train.

Consider.

Between Sheffield and Clay Cross North Junction will be fully-electrified and at 15.5 miles, it will be long enough to fully-charge the batteries on the train.
Between London St. Pancras and Market Harborough will be fully-electrified and at 83 miles, it will be long enough to fully-charge the batteries on the train.
The section between Market Harborough and Clay Cross North Junction is not electrified and is 66 miles.

I feel that Hitachi and their partner; Hyperdrive Innovation can design a battery electric Class 810 train, that can travel between London St. Pancras and Sheffield, without using a drop of diesel.

A great advantage of this approach, is that, as more electrification is added to the Midland Main Line, as it surely will be, the trains will be able to use the wires to reduce journey times.

I believe there are two sections on the Midland Main Line. where traditional electrification is less likely.

The bridge at the Southern end of Leicester station is low and would need to be rebuilt causing immense disruption to both road and rail in the city.
Between Derby and Alfreton is the World Heritage Site of the Derwent Valley Mills. Will electrification be fought by the heritage lobby?

Both sections may eventually be electrified at some far off date in the future.

Why Is There A Spur Of Electrification At Totley Junction?

This map clipped from High Speed Two’s interactive map, shows the Southern Leg of Totley Junction, where the Hope Valley Line joins the Midland Main Line.

Note that a short length of electrification is shown, between the Midland Main Line and a tunnel on the Southern leg.

This Google Map shows the same area.

Note, that the line disappears into a tunnel.

In Northern Powerhouse Rail -Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield, I indicated, that running battery electric trains between Manchester and Sheffield would be a possibility and could be a way of meeting Northern Powerhouse Rail’s objectives for the route.
A short length of electrification might help battery electric trains turn out to go South.
I don’t think any passenger trains ever go that way now, but I have seen articles and heard complaints from passengers, that want a better service between Derby and/or Nottingham and Manchester.
It might also help with the decarbonisation of freight trains to and from the quarries.

I also suspect, that if building High Speed Two in Manchester temporarily reduced the capacity of Manchester Piccadilly station, trains could use the Hope Valley Line to get to the city, as they have done previously, with Project Rio.

Accessing The Infrastructure Depot At Staveley

This map clipped from High Speed Two’s interactive map, shows the location of the infrastructure depot at Staveley.

Note.

Chesterfield is shown by the large blue dot.
High Speed Two’s Sheffield Branch runs North from Chesterfield station.
High Speed Two’s Eastern Leg runs down the Eastern side of the map.
Two spurs from East and West go towards each other and would meet to the North of the town of Staveley.

The infrastructure depot will be located where they meet.

The route from the Sheffield Branch uses the Barrow Hill Line, which might be reopened as another passenger route between Chesterfield and Sheffield.

I wrote about this idea in Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield.

If the line is being upgraded and electrified as far as Barrow Hill for the Infrastructure Depot, would it be worthwhile to create a new electrified route into Sheffield?

I also wrote in Could East Midlands Railway’s Liverpool And Norwich Service Avoid A Reverse At Sheffield By Using the Barrow Hill Line?, that the Barrow Hill Line might be an alternative route for the Liverpool and Norwich service.

When the railway routes in the area of the Infrastructure Depot are developed, I wouldn’t be surprised to see some routes changed.

Between Sheffield And Meadowhall Stations

One of the original designs for High Speed Two had it calling at Meadowhall station.

This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two running across Sheffield.

Note.

Sheffield station is the big Blue dot in the South-West corner of the map.
The M1 runs across the North-East corner of the map.
The railway between Sheffield and Meadowhall stations already exists.
Sheffield and Meadowhall stations are 3.5 miles apart and trains take seven minutes.

Is there any reason, why High Speed Two trains shouldn’t serve both Sheffield and Meadowhall stations, by just taking the existing line across the city?

Taking The Wakefield Line Towards Leeds

In extending to Meadowhall, High Speed Two’s route seems to be taking the current Wakefield Line.

This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two passing through Sheffield and Rotherham and then going towards Leeds.

Note.

Orange indicates new High Speed Two track.
Blue indicates track that High Speed Two shares with other lines.
The Wakefield Line is shown in blue and has stations at Meadowhall, Swinton, Bolton-upon-Dearne, Goldthorpe and Thurscoe.
The main High Speed Two leg to Leeds is shown in orange.

It looks to me, that High Speed Two are aiming to provide a route, so that trains going to Sheffield can extend the journey to Leeds.

As Leeds will have three tph to and from London, why is this service being extended to Leeds?

I will explore a few reasons why in the next few sub-sections.

It’s Convenient For Running Trains

Consider.

High Speed Two are saying London and Sheffield will be one hour and twenty-seven minutes.
Northern Powerhouse Rail have an objective of Leeds and Sheffield in twenty-eight minutes.
One hour and fifty-five minutes could be a convenient time for a London and Leeds service, as it could be a four hour round trip.

But High Speed Two are saying London and Leeds will be one hour and twenty-one minutes.

It looks to me, that it is a convenient way to serve Meadowhall, Rotherham, Bolton-upon-Dearne, Goldthorpe and Thurscoe stations

High Speed Two Through Rotherham

This map clipped from High Speed Two’s interactive map, clearly shows High Speed Two passing through Rotherham to the North of the Parkgate Shopping Park.

Note.

High Speed Two is the bright blue line running North-East from the Western edge of the map.
The grey blocks are the stores in the Shopping Park.
The Rotherham Parkgate tram-train stop is marked.

This Google Map shows a similar area.

To the East of the Parkgate Shopping Park, is a large brownfield site, as this Google Map shows.

Could Rotherham have a station on the line North of this site?

The rail line running SW-NE across this map is drawn in blue on High Speed Two’s interactive map.
Rotherham Masborough station used to be in this area.

If High Speed Two is supposed to be a railway for all the people, or at least as many as possible, surely there should be a station in the town.

High Speed Two Through Bolton-upon-Dearne

In July 2019, I wrote a post called Sheffield Region Transport Plan 2019 – A New Station At Barnsley Dearne Valley.

So have High Speed Two taken on this feature of the Sheffield Region Transport Plan 2019, to add another station to their list of destinations?

Approach To Leeds

This map clipped from High Speed Two’s interactive map, clearly shows route High Speed Two will take to approach Leeds from the South East.

Note.

Leeds station is the blue dot in the North West corner of the map.
High Speed Two is shown in orange and continues North to York, where it joins the East Coast Main Line.
Wakefield is in the middle at the bottom of the map and is on the Wakefield Line and the current route for LNER’s expresses from London.

It looks to me, that Leeds and Sheffield will eventually end up with two faster routes between the two cities.

An upgraded Wakefield Line
A route based on the Southern section of the Wakefield Line and the Eastern leg of High Speed Two route to Leeds.

If High Speed Two’s trains are to be able to get across Sheffield and call at Sheffield, Meadowhall, Rotherham and Barnsley Dearne Valley stations, then these conditions must be met.

The trains must be High Speed Two’s Classic-Compatible trains or a train to a similar specification.
Some platform lengthening might be needed to allow the two hundred metre long trains to call.
The Wakefield Line must be electrified between Sheffield and just North of Goldthorpe station, where it will be able to join the link to the Eastern leg of High Speed Two.

It would probably be sensible to electrify the Wakefield Line all the way to Fitzwilliam station, from where the line is electrified all the way to Leeds.

This would enable the following.

Electric trains to run between Sheffield and Leeds via Wakefield Westgate station.
Would Northern Powerhouse Rail’s objective of a twenty-eight minute journey be achieved?
East Midlands Railway could run their Class 810 trains between London St. Pancras and Leeds under electric power.
High Speed Two could serve Leeds before the Northern infrastructure of the Eastern leg of High Speed Two is complete.
High Speed Two could offer services to Wakefield, Barnsley and Rotherham via Sheffield.

I can see reasons for early upgrading of the Wakefield Line.

Conclusion

It appears that High Speed Two are planning an electrified route through Sheffield between Clay Cross North Junction on the Midland Main Line and Goldthorpe station on the Wakefield Line.

Once complete it would enable the following.

Rotherham and Barnsley to have direct electric services to and from the capital.
When East Midlands Railway introduce their new Class 810 trains, the electrification North of Clay Cross North Junction would mean faster services and less running on diesel power.
I believe these Class 810 trains could run between London and Sheffield, if their four diesel engines are replaced with batteries, which would power the trains between Clay Cross North Junction and Market Harborough.
The electrification at Sheffield would allow battery electric trains to work between Manchester and Sheffield as I outlined in Northern Powerhouse Rail -Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield.

I think it is a good plan.

Project Management Recommendations

It is my view that the following projects should be started as soon as possible.

Electrification between Clay Cross North Junction and Sheffield station.
Electrification of the Wakefield Line between Sheffield and Fitzwilliam stations.
Provision of new stations at Rotherham and Barnsley Dearne Valley on the Wakefield Line.

These projects could deliver worthwhile improvements in services in a couple of years, rather than the tens of years for High Speed Two.

November 24, 2020 Posted by AnonW | Transport | Barnsley Dearne Valley Station, Chesterfield Station, Class 810 Train, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, East Coast Main Line, East Midlands Hub Station, East Midlands Railway, Electrification, High Speed Two, High Speed Two Classic-Compatible Trains, Hope Valley Line, HS3/Northern Powerhouse Rail, Leeds Station, Meadowhall Station, Midland Main Line, Northern Powerhouse Rail Recommendations - November 2020, Rotherham, Rotherham Parkgate Tram Stop, Sheffield Region Transport Plan 2019, Sheffield Station, Wakefield Line, Wakefield Westgate Station | 3 Comments

Northern Powerhouse Rail – Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield

In this article on Transport for the North, which is entitled Northern Powerhouse Rail Progress As Recommendations Made To Government, one of the recommendations proposed for Northern Powerhouse Rail is significant upgrades and journey time improvements to the Hope Valley Line between Manchester and Sheffield.

I shall look at a few of the possibilities for the route.

Northern Powerhouse Rail’s Objective For The Route

Wikipedia, other sources and my calculations say this about the trains between Manchester and Sheffield.

The distance between the two stations is 42.6 miles
The current service takes 49 to 57 minutes and has a frequency of two trains per hour (tph)
This gives an average speed of 52.2 mph for the fastest journey.
The proposed service with Northern Powerhouse Rail will take 40 minutes and have a frequency of four tph.
This gives an average speed of 63.9 mph for the journey.

This last figure of 63.9 mph, indicates to me that a 100 mph train will be able to meet Northern Powerhouse Rail’s objective.

Current Trains On The Hope Valley Line

In July this year, I went along the Hope Valley Line between Manchester Piccadilly and Dore and Totley stations, which I wrote about in Along The Hope Valley Line – 13th July 2020.

My train was a pair of refurbished Class 150 trains.

These trains can handled the current timetable but they have an operating speed of only 75 mph.

Looking at Real Time Trains for last week, it now appears that Northern are using new three-car Class 195 trains.

These are much better.

They are 100 mph trains with much better acceleration.
The train was still running the timetable for the slower trains.

With thirteen stops, I suspect that these new trains could be under fifty minutes between Manchester and Sheffield.

Will The Hope Valley Line Be Electrified?

Consider.

Currently, the Hope Valley Line is electrified between Manchester Piccadilly and Hazel Grove stations.
In the future, the line is likely to be electrified between Sheffield and Dore & Totley stations, in conjunction with rebuilding the Midland Main Line, to the North of Clay Cross North junction for High Speed Two.
After the electrification at the Eastern end, just over thirty miles will be without electrification.
The Hope Valley Line has an operating speed of 90 mph.

This Hitachi infographic shows the specification of the Hitachi Regional Battery train.

As these are a 100 mph train with a range of 90 km or 56 miles on battery power, these trains could work Manchester and Sheffield in the required time of forty minutes. provided they could be charged at the Sheffield end of the route.

TransPennine’s Class 802 trains can be fitted with batteries to become Regional Battery Trains, so it would appear that TransPennine’s services on this route could go zero-carbon.

In addition Northern, who are the other passenger operator on the route are working with CAF on battery electric trains, as I wrote about in Northern’s Battery Plans,

I don’t believe there are pressing reasons to electrify the Hope Valley Line to allow passenger trains to meet Northern Powerhouse Rail’s objective.

Will Operating Speed On The Hope Valley Line Be Increased?

Under Plans in the Wikipedia entry for the Hope Valley Line, this is said.

Network Rail, in partnership with South Yorkshire ITA, will redouble the track between Dore Station Junction and Dore West Junction, at an estimated cost of £15 million. This costing is based on four additional vehicles in traffic to deliver the option, however, this will depend on vehicle allocation through the DfT rolling stock plan. This work will be programmed, subject to funding, in conjunction with signalling renewals in the Dore/Totley Tunnel area.

Other proposals include a 3,600 feet (1,100 m) loop in the Bamford area, in order to fit in an all-day (07:00–19:00) hourly Manchester–Sheffield via New Mills Central stopping service, by extending an existing Manchester–New Mills Central service. Planning permission for this was granted in February 2018, but delays mean that this will now not be completed until 2023.

These changes to allow three fast trains, a stopping train and freight trains each hour were also supported in a Transport for the North investment report in 2019, together with “further interventions” for the Northern Powerhouse Rail programme.

It would also probably be a good idea, to increase the operating speed of the line to 100 mph where possible.

Effect On Passenger Services

100 mph trains on a track with an operating speed of 100 mph, could show some impressive timings.

On the Great Eastern Main Line, which is a very busy 100 mph double-track railway, 100 mph trains, achieve a 77 mph average for 90 minutes over the 115 miles, between London Liverpool Street and Norwich with a single stop.

A one-stop Manchester and Sheffield service at this speed would take just 33.2 minutes.

The stopping trains would be more of a challenge to get under forty minutes, but at least if they were battery electric trains, they’d have the better acceleration and deceleration of the electric trains.

Fifty minutes would be a realistic time.
Ten minutes turnround time at each end, would be ideal for charging the batteries and give an efficient two hour round trip.

Efficient timetabling could create a very comprehensive service for the Hope Valley Line.

Freight Trains On The Hope Valley Line

Under Freight in the Wikipedia entry for the Hope Valley Line, this is said.

Over a million tons of cement a year is taken away by rail from Earle’s Sidings at Hope.

That is a very large number of freight trains, all of which are currently hauled by diesel locomotives.

Looking at Real Time Trains, there are nearly always two freight trains in every hour of the day.
If you look at the routes, they go to a myriad number of destinations.
Following the routes between Dore Junction and the quarries to the South of the Hope Valley Line, there are several tunnels.
There are numerous quarries in a cluster, all served by their own rail lines.

Electrifying the delivery of the cement and limestone from the quarries would be a large and very expensive operation.

This Google Map shows Earle’s Sidings at Hope.

Perhaps a half-way house solution would be to use diesel to haul trains between the quarries and Earle’s sidings, where the locomotive is changed for an electric one?

But that would then mean that all routes from between the Peak District quarries and their destinations would need to be fully-electrified.
It should be noted that that the problem of zero-carbon trains, also exists at port and rail freight interchanges, where safe operation with 25 KVAC overhead wires everywhere can be a nightmare.
Rail freight companies are unlikely to change their old diesel locomotives for new expensive electric locomotives, until all possible routes are fully electrified.
It is also a big problem, all over the world.

Perhaps, what is needed is a self-powered zero-carbon locomotive with sufficient power to haul the heaviest trains?

I believe such a locomotive is possible and in The Mathematics Of A Hydrogen-Powered Freight Locomotive, I explored the feasibility of such a locomotive, which was based on a Stadler Class 68 locomotive.

The zero-carbon locomotive, that is eventually developed, may be very different to my proposal, but the commercial opportunities for such a locomotive are so large, that I’m sure the world’s best locomotive designers are working on developing powerful locomotives for all applications.

Conclusion

Northern Powerhouse Rail’s ambition for Manchester and Sheffield via the Hope Valley Line is simply stated as four tph in forty minutes. But this may be something like.

Three fast tph in forty minutes.
One stopping tph in perhaps fifty minutes.
One freight tph in each direction to and from the quarries that lie to the South of the line.

I didn’t realise how close that the line is to that objective, once the following is done.

Introduce 100 mph passenger trains on the route.
Improve the track as has been planned for some years.

Note that all the passenger trains, that now run the route; Class 185, 195 and 802 trains, are all 100 mph trains, although they are diesel-powered.

With a length of just under 43 miles, the route is also ideal for battery electric trains to work the passenger services, be the trains be from Hitachi, CAF or another manufacturer, after High Speed Two electrifies the Midland Main Line to the North of Clay Cross North Junction, in preparation for high speed services between London and Sheffield.

I would recommend, that one of High Speed Two’s first Northern projects, should be to upgrade the Midland Main Line between Clay Cross North junction and Sheffield station to the standard that will be required for High Speed Two.

I would also recommend, that the Government sponsor the development of a hydrogen electric locomotive with this specification.

Ability to use 25 KVAC overhead or 750 VDC electrification
110 mph operating speed on electrification.
Ability to use hydrogen.
100 mph operating speed on hydrogen.
200 mile range on hydrogen.

A locomotive with this specification would go a long way to decarbonise rail freight in the UK and would have a big worldwide market.

Project Management Recommendations

This project divides neatly into three.

Perform the upgrades at Dore Junction and add the loop in the Bamford area, as detailed in Wikipedia, which will increase the capacity of the Hope Valley Line.
Electrify the Midland Main Line between Clay Cross North junction and Sheffield, as will be needed for High Speed Two. This electrification will allow battery electric trains to run between Manchester and Sheffield and between Sheffield and London.
Procurement of the trains. CAF and Hitachi are currently finalising suitable designs for this type of operation.

It would also be helpful, if the freight trains could be hauled by zero-carbon hydrogen electric locomotives, to create a much-improved zero-carbon route between Manchester and Sheffield.

November 23, 2020 Posted by AnonW | Hydrogen, Transport | Battery/Electric Trains, Class 195 Train, Class 802 Train, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, Dore and Totley Station, Electrification, Hazel Grove Station, High Speed Two, Hitachi Regional Battery Train, Hope Valley Line, HS3/Northern Powerhouse Rail, Hydrogen-Powered Locomotives, Manchester Piccadilly Station, Midland Main Line, Northern Powerhouse Rail Recommendations - November 2020, Sheffield Station | 2 Comments

How Many Trains Are Needed To Run A Full Service On High Speed Two?

The latest High Speed Two schedule was published in the June 2020 Edition of Modern Railways.

The Two Train Classes

Two separate train classes have been proposed for High Speed Two.

Full-Size – Wider and taller trains built to a European loading gauge, which would be confined to the high-speed network (including HS1 and HS2) and other lines cleared to their loading gauge.

Classic-Compatible – Conventional trains, capable of high speed but built to a British loading gauge, permitting them to leave the high speed track to join conventional routes such as the West Coast Main Line, Midland Main Line and East Coast Main Line.

The Wikipedia entry for High Speed Two has a section entitled Rolling Stock, where this is said about the design.

Both types of train would have a maximum speed of at least 360 km/h (225 mph) and a length of 200 metres (660 ft); two units could be joined together for a 400-metre (1,300 ft) train. It has been reported that these longer trains would have approximately 1,100 seats.

These are some of my thoughts.

Seating Density

I would assume that this means that a single 200 metre train, will have a capacity of approximately 550 seats or a density of 2.75 seats per metre. How does that compare with other trains?

9-car Class 801 train – 234 metres – 611 seats – 2.61 seats/metre
7-car Class 807 train – 182 metres – 453 seats – 2.49 seats/metre
9-car Class 390 train – 217.5 metres – 469 seats – 2.16 seats/metre
11-car Class 390 train – 265.3 metres – 589 seats – 2.22 seats/metre
12-car Class 745/1 train – 236.6 metres – 767 seats – 3.24 seats/metre
16-car Class 374 train – 390 metres – 902 seats – 2.31 seats/metre

What I find strange with these figures, is that I feel most crowded and cramped in a Class 390 train. Could this be because the Pendelino trains are eighteen years old and train interior design has moved on?

But I always prefer to travel in a Hitachi Class 80x train or a Stadler Class 745 train.

I very much feel that a seating density of 2.75 seats per metre, designed using some of the best modern practice, could create a train, where travelling is a very pleasant experience.

Step-Free Access

I have travelled in high speed trains all over Europe and have yet to travel in one with step-free access.

Surely, if Stadler can give their trains step-free access everybody can.

The pictures shows step-free access on Stadler Class 745 and Class 755 trains.

If I turned up pushing a friend in a wheelchair, would I be able to push them in easily? Or better still will they be able to wheel themselves in?

A Greater Anglia driver once said to me, that they never have to wait anymore for wheelchairs to be loaded.

So surely, it is in the train operator’s interest to have step-free access, if it means less train delays.

Double-Deck Trains

In my view double-deck trains only have one only good feature and that is the ability to see everything, if you have a well-designed window seat.

I may be seventy-three, but I am reasonably fit and only ever travel on trains with airline-sized hand baggage. So I don’t find any problem travelling upstairs on a double-deck bus or train!

But it could have been, so very different, if my stroke had been a bit worse and left me blind or in a wheelchair for life.

I have seen incidents on the Continent, which have been caused by double-deck trains.

A lady of about eighteen in trying to get down with a heavy case dropped it. Luckily it only caused the guy she was travelling with, to roll unhurt down the stairs.
Luggage is often a problem on Continental trains because of the step-up into the train and access is worse on double deck trains.
I also remember on a train at Leipzig, when several passengers helped me lift a guy and his wheelchair out of the lower deck of a double-deck train, which was lower than the platform, as they often are with double-deck trains.

I am not totally against double-deck trains, but they must be designed properly.

Consider.

High Speed Two’s Full-Size trains will only use London Euston, Old Oak Common, Birmingham Interchange, Birmingham Curzon Street, Manchester Airport, Manchester Piccadilly, East Midlands Hub and Leeds stations.
All stations used by Full-Size trains will be brand-new or substantially rebuilt stations.
Someone sitting in a wheelchair surely has the same right to a view from the top-deck of a double-deck train as anybody else.
Jumbo jets seemed to do very well without a full-length top-deck.
The A 380 Superjumbo has been designed so that entry and exit on both decks is possible.

I feel if High Speed Two want to run double-deck trains, an elegant solution can surely be found.

A Crude Estimate On The Number Of Trains

This is my crude estimate to find out how many trains, High Speed Two will need.

Western Leg

These are the services for the Western Leg between London , Birmingham, Liverpool, Manchester, Edinburgh and Glasgow.

Train 1 – London Euston and Birmingham Curzon Street – 400 metre Full-Size – 45 minutes – 2 hour Round Trip – 4 trains
Train 2 – London Euston and Birmingham Curzon Street – 400 metre Full-Size – 45 minutes – 2 hour Round Trip – 4 trains
Train 3 – London Euston and Birmingham Curzon Street – 400 metre Full-Size – 45 minutes – 2 hour Round Trip – 4 trains
Train 4 – London Euston and Lancaster – Classic Compatible – 2 hours 3 minutes – 5 hour Round Trip – 5 trains
Train 4 – London Euston and Liverpool – Classic Compatible – 1 hours 34 minutes – 4 hour Round Trip – 4 trains
Train 5 – London Euston and Liverpool – Classic Compatible – 1 hours 34 minutes – 4 hour Round Trip – 4 trains
Train 6 – London Euston and Macclesfield – Classic Compatible – 1 hours 30 minutes – 4 hour Round Trip – 4 trains
Train 7 – London Euston and Manchester – 400 metre Full-Size – 1 hour and 11 minutes – 3 hour Round Trip – 6 trains
Train 8 – London Euston and Manchester – 400 metre Full-Size – 1 hour and 11 minutes – 3 hour Round Trip – 6 trains
Train 9 – London Euston and Manchester – 400 metre Full-Size – 1 hour and 11 minutes – 3 hour Round Trip – 6 trains
Train 10 – London Euston and Edinburgh – Classic Compatible – 3 hours 48 minutes – 8 hour Round Trip – 8 trains
Train 10 – London Euston and Glasgow – Classic Compatible – 3 hours 40 minutes – 8 hour Round Trip – 8 trains
Train 11 – London Euston and Edinburgh – Classic Compatible – 3 hours 48 minutes – 8 hour Round Trip – 8 trains
Train 11 – London Euston and Glasgow – Classic Compatible – 3 hours 40 minutes – 8 hour Round Trip – 8 trains
Train 12 – Birmingham Curzon Street and Edinburgh or Glasgow – Classic Compatible – 3 hours 20 minutes – 7 hour Round Trip – 7 trains
Train 13 – Birmingham Curzon Street and Manchester – 200 metre Full-Size – 41 minutes – 2 hour Round Trip – 2 trains
Train 14 – Birmingham Curzon Street and Manchester – 200 metre Full-Size – 41 minutes – 2 hour Round Trip – 2 trains

Note.

I have assumed 400 metre Full-Size trains will be a pair of 200 metre trains.
I think that trains 4 and 5 work an intricate dance with appropriate splitting and joining at Crewe.
The full schedule will need 34 Full-Size trains and 56 Classic-Compatible trains

According to Wikipedia, the first order will be for 54 Classic-Compatible trains, so I would assume, that more trains will be ordered.

Eastern Leg

These are the services for the Eastern Leg between London , Birmingham, East Midlands Hub, Leeds, Sheffield, York and Newcastle.

Train 15 – Birmingham Curzon Street and Leeds – 200 metre Full-Size – 49 minutes – 2 hour Round Trip – 2 trains
Train 16 – Birmingham Curzon Street and Leeds – 200 metre Full-Size – 49 minutes – 2 hour Round Trip – 2 trains
Train 17 – Birmingham Curzon Street and Newcastle – Classic Compatible – 1 hour 57 minutes – 5 hour Round Trip – 5 trains
Train 18 – London Euston and Sheffield – Classic Compatible – 1 hour 27 minutes – 4 hour Round Trip – 4 trains
Train 18 – London Euston and Leeds – Classic Compatible – 1 hour 21 minutes – 3 hour Round Trip – 3 trains
Train 19 – London Euston and Leeds – 400 metre Full-Size – 1 hour and 21 minutes – 3 hour Round Trip – 6 trains
Train 20 – London Euston and Leeds – 400 metre Full-Size – 1 hour and 21 minutes – 3 hour Round Trip – 6 trains
Train 21 – London Euston and Sheffield – Classic Compatible – 1 hour 27 minutes – 4 hour Round Trip – 4 trains
Train 21 – London Euston and York – Classic Compatible – 1 hour 24 minutes – 3 hour Round Trip – 3 trains
Train 22 – London Euston and Newcastle – Classic Compatible – 2 hour 17 minutes – 5 hour Round Trip – 5 trains
Train 23 – London Euston and Newcastle – Classic Compatible – 2 hour 17 minutes – 5 hour Round Trip – 5 trains

Note.

I have assumed 400 metre Full-Size trains will be a pair of 200 metre trains.
Trains 15 and 16 work as a pair
I think that trains 18 and 21 work an intricate dance with appropriate splitting and joining at East Midlands Hub.
The full schedule will need 16 Full-Size trains and 29 Classic-Compatible trains

Adding the two legs together and I estimate that 50 Full-Size trains and 85 Classic-Compatible trains, will be needed to run a full schedule.

Trains Per Hour On Each Section

It is possible to make a table of how many trains run on each section of the High Speed Two network in trains per hour (tph)

London Euston (stops) – 1-11, 18-23 – 17 tph
London Euston and Old Oak Common – 1-11, 18-23 – 17 tph
Old Oak Common (stops) – 1-11, 18-23 – 17 tph
Old Oak Common and Birmingham Interchange – 1-11, 18-23 – 17 tph
Birmingham Interchange (stops) – 2, 3, 7, 11, 20 – 5 tph
Birmingham Curzon Street (stops) – 1-3, 12-14, 15-17 – 9 tph
Birmingham and Crewe – 4,5, 7-9, 10-14 – 10 tph
Crewe (stops) – 4,5 – 2 tph
Crewe and Liverpool – 4,5 – 2 tph
Crewe and Lancaster – 4, 10-12 – 4 tph
Crewe and Manchester – 7-9, 13, 14 – 5 tph
Crewe and Wigan via Warrington – 4 – 1 tph
Crewe and Wigan via High Speed Two (new route) – 10-12 – 3 tph
Lancaster (stops) 4 – 1 tph
Lancaster and Carlisle – 10-12 – 3 tph
Carlisle and Edinburgh – 10-12 – 2.5 tph
Carlisle and Glasgow – 10-12 – 2.5 tph
Birmingham and Stoke – 6 – 1 tph
Stoke (stops) – 6 – 1 tph
Stoke and Macclesfield – 6 – 1 tph
Macclesfield (stops) – 6 – 1 tph
Birmingham and East Midlands Hub – 15-17, 18-20, 21-23 – 9 tph
East Midlands Hub (stops) – 15-17, 18-20, 21 – 7 tph
East Midlands Hub and Sheffield – 18, 21 – 2 tph
Sheffield (stops) – 18, 21 – 2 tph
Midlands Hub and Leeds – 15, 16, 18-20 – 5 tph
Leeds (stops) – 15, 16, 18-20 – 5 tph
East Midlands Hub and York – 17, 21-23 – 4 tph
York (stops) – 17, 21-23 – 4 tph
York and Newcastle – 17, 22, 23 – 3 tph
Newcastle (stops) – 17, 22, 23 – 3 tph

These are a few thoughts.

Capacity Of The Southern Leg

The busiest section is between London Euston and Birmingham Interchange, which handles 17 tph.

As the maximum capacity of High Speed Two is laid down in the Phase One Act as 18 tph, this gives a path for recovery, according to the article.

Trains Serving Euston

The following train types serve London Euston station.

Full-Size – 8 tph
400 metre Classic-Compatible – 5 tph
200 metre Classic-Compatible – 4 tph

As a 200 metre long train needs the same track and platform resources as a 400 metre long train, by splitting and joining, it would appear that extra destinations could be served.

Platform Use At Euston

This page on the High Speed Two web site, gives details of Euston High Speed Two station.

HS2 will deliver eleven new 400m long platforms, a new concourse and improved connections to Euston and Euston Square Underground stations. Our design teams are also looking at the opportunity to create a new northerly entrance facing Camden Town as well as new east-west links across the whole station site.

So how will the eleven platforms be used?

Destinations served from London are planned to be as follows.

Birmingham Curzon Street – Full-Size – 3 tph
Edinburgh/Glasgow – Classic-Compatible – 2 tph
Lancaster – Classic-Compatible – 1 tph
Leeds – Full-Size – 2 tph – Classic-Compatible – 1 tph

Liverpool – Classic-Compatible – 2 tph

Macclesfield – Classic-Compatible – 1 tph
Manchester Piccadilly – Full-Size – 3 tph
Newcastle – Classic-Compatible – 2 tph
Sheffield – Classic-Compatible – 2 tph
York – Classic-Compatible – 1 tph

That is ten destinations and there will be eleven platforms.

I like it! Lack of resources is often the reason systems don’t work well and there are certainly enough platforms.

Could platforms be allocated something like this?

Birmingham Curzon Street – Full-Size
Edinburgh/Glasgow – Classic-Compatible
Leeds – Full-Size
Liverpool – Classic-Compatible – Also serves Lancaster
Macclesfield – Classic-Compatible
Manchester Piccadilly – Full-Size
Newcastle – Classic-Compatible
Sheffield – Classic-Compatible – Also serves Leeds and York

Note.

No platform handles more than three tph.
There are three spare platforms.
Each platform would only be normally used by one train type.
Only Birmingham Interchange, East Midlands Hub, Leeds, Preston and York are not always served from the same platform.

Platform arrangements could be very passenger- and operator-friendly.

Platform Use At Birmingham Curzon Street

Birmingham Curzon Street station has been designed to have seven platforms.

Destinations served from Birmingham Curzon Street station are planned to be as follows.

Edinburgh/Glasgow – Classic-Compatible – 1 tph
Leeds – Full-Size – 2 tph
London Euston – Full-Size – 3 tph
Manchester Piccadilly – Full-Size – 2 tph
Newcastle – Classic-Compatible – 1 tph
Nottingham – Classic-Compatible – 1 tph

Note.

The Nottingham service has been proposed by Midlands Engine Rail, but will be running High Speed Two Classic Compatible trains.
That is six destinations and there will be seven platforms.

I like it! For the same reason as London Euston.

Could platforms be allocated something like this?

Edinburgh/Glasgow – Classic-Compatible
Leeds – Full-Size
London Euston – Full-Size
Manchester Piccadilly – Full-Size
Newcastle/Nottingham – Classic-Compatible

Note.

No platform handles more than three tph.
There are two spare platforms.
Each platform would only be normally used by one train type.
Only East Midlands Hub is not always served from the same platform.

Platform arrangements could be very passenger- and operator-friendly.

Back-to-Back Services via Birmingham Curzon Street

The current plan for High Speed Two envisages the following services between the main terminals served by Full-Size trains.

London Euston and Birmingham Curzon Street – 3 tph – 45 minutes
London Euston and Leeds – 2 tph – 81 minutes
London Euston and Manchester Piccadilly – 3 tph – 71 minutes
Birmingham Curzon Street and Leeds – 2 tph – 40 minutes
Birmingham Curzon Street and Manchester Piccadilly – 2 tph – 41 minutes

Suppose a traveller wanted to go between East Midlands Hub and Manchester Airport stations.

Wouldn’t it be convenient if the Leeds to Birmingham Curzon Street train, stopped in Birmingham Curzon Street alongside the train to Manchester Airport and Piccadilly, so passengers could just walk across?

Or the two services could be run Back-to-Back with a reverse in Birmingham Curzon Street station?

Note.

The current fastest times between Nottingham and Manchester Airport stations are around two-and-a-half hours, with two changes.
With High Speed Two, it looks like the time could be under the hour, even allowing up to eight minutes for the change at Birmingham Curzon Street.

The design of the track and stations for High Speed Two, has some interesting features that will be exploited by the train operator, to provide better services.

Capacity Of The Western Leg Between Birmingham And Crewe

The section is between Birmingham and Crewe, will be running 10 tph.

As the maximum capacity of High Speed Two is laid down in the Phase One Act as 18 tph, this gives plenty of room for more trains.

But where will they come from?

High Speed One copes well with a few interlopers in the shape of Southeastern’s Class 395 trains, which run at 140 mph, between the Eurostars.

High Speed Two is faster, but what is to stop an operator running their own Classic-Compatible trains on the following routes.

Birmingham Curzon Street and Liverpool via Crewe, Runcorn and Liverpool South Parkway.
Birmingham Curzon Street and Holyhead via Crewe, Chester and an electrified North Wales Coast Line.
Birmingham Curzon Street and Blackpool via Crewe, Warrington Bank Quay, Wigan North Western and Preston.
Birmingham Curzon Street and Blackburn and Burnley via Crewe, Warrington Bank Quay, Wigan North Western and Preston.

Note.

If these trains were say 130 metres long, they could call at all stations, without any platform lengthening.
I’m sure that the clever engineers at Hitachi and Hyperdrive Innovation could come up with battery electric Classic-Compatible train, that could run at 225 mph on High Speed Two and had a battery range to reach Holyhead, with a small amount of electrification.
A pair of trains, could work the last two services with a Split/Join at Preston.

The advantages of terminating these service in Birmingham Curzon Street would be as follows.

A lot more places get a fast connection to the High Speed Two network.
Passengers can reach London with an easy change at Birmingham Curzon Street station.
They can also walk easily between the three Birmingham stations.

But the big advantage is the trains don’t use valuable paths on High Speed Two between Birmingham Curzon Street and London Euston.

Crewe Station

In the current Avanti West Coast timetable, the following trains pass through Crewe.

London Euston and Blackpool – 4 trains per day (tpd)
London Euston and Chester – 1 tph
London Euston and Edinburgh/Glasgow – 2 tph
London Euston and Liverpool – 1 tph
London Euston and Manchester Piccadilly – 1 tph

Most trains stop at Crewe.

In the proposed High Speed Two timetable, the following trains will pass through Crewe.

London Euston and Edinburgh/Glasgow – 2 tph
London Euston and Lancaster/Liverpool – 2 tph
London Euston and Manchester – 3 tph
Birmingham Curzon Street and Edinburgh/Glasgow -1 tph
Birmingham Curzon Street and Manchester – 2 tph

Note.

Only the Lancaster and Liverpool trains stop at Crewe station.
North of Crewe there will be a three-way split of High Speed Two routes to Liverpool, Wigan and the North and Manchester Airport and Piccadilly.
High Speed Two will loop to the East and then join the West Coast Main Line to the South of Wigan.
High Speed Two trains will use the West Coast Main Line to the North of Wigan North Western station.

This map of High Speed Two in North West England was captured from the interactive map on the High Speed Two web site.

Note.

The current West Coast Main Line (WCML) and Phase 2a of High Speed Two are shown in blue.
Phase 2b of High Speed Two is shown in orange.
The main North-South route, which is shown in blue, is the WCML passing through Crewe, Warrington Bank Quay and Wigan North Western as it goes North.
The Western Branch, which is shown in blue, is the Liverpool Branch of the WCML, which serves Runcorn and Liverpool.
High Speed Two, which is shown in orange, takes a faster route between Crewe and Wigan North Western.
The Eastern Branch, which is shown in orange, is the Manchester Branch of High Speed Two, which serves Manchester Airport and Manchester Piccadilly.
The route in the East, which is shown in blue, is the Macclesfield Branch of High Speed Two, which serves Stafford, Stoke-on-Trent and Macclesfield.

The route of Northern Powerhouse Rail between Manchester Airport and Liverpool has still to be finalised.

Liverpool Branch

Consider.

The Liverpool Branch will take two tph between London Euston and Liverpool.
In the future it could take up to 6 tph on Northern Powerhouse Rail between Liverpool and Manchester Piccadilly via Manchester Airport.

I believe that Liverpool Lime Street station, after the recent updating can handle all these trains.

Manchester Branch

This document on the Government web site is entitled HS2 Phase 2b Western Leg Design Refinement Consultation.

It indicates two important recently-made changes to the design of the Manchester Branch of High Speed Two.

Manchester Airport station will have four High Speed platforms instead of two.
Manchester Piccadilly station will have six High Speed platforms instead of four.

These changes will help the use of these stations by Northern Powerhouse Rail..

Consider.

The Manchester Branch will be new high speed track, which will probably be built in a tunnel serving Manchester Airport and Manchester Piccadilly stations.
The Manchester Branch will terminate in new platforms.
The Manchester Branch will take five tph between Birmingham Curzon Street or London Euston and Manchester Airport and Manchester Piccadilly.
In the future it could take up to six tph on Northern Powerhouse Rail between Liverpool and Manchester Piccadilly via Manchester Airport.
London Euston and Old Oak Common will be new stations on a tunnelled approach to London and will handle 18 tph.

If London Euston and Old Oak Common can handle 18 tph, I can’t see why Manchester Airport and Piccadilly stations can’t handle somewhere near a similar number of trains.

At the moment eleven tph have been allocated to the Manchester Branch.

I believe that if infrastructure for Northern Powerhouse Rail was designed so that as well as connecting to Manchester and Liverpool, it connected Manchester and the West Coast Main Line running North to Preston, Carlisle and Scotland, services to the following destinations would be possible.

Barrow
Blackburn
Blackpool
Edinburgh
Glasgow
Windermere

Note.

Edinburgh and Glasgow would probably be a service that would alternate the destination, as it is proposed for High Speed Two’s Birmingham and Scotland service.
There would probably be a need for a North Wales and Manchester service via Chester.
All trains would be Classic-Compatible.

If the Manchester Branch were to be built to handle 18 tph, there would be more than enough capacity.

Crewe, Wigan And Manchester

My summing up earlier gave the number of trains between Crewe, Wigan and Manchester as follows.

Crewe and Manchester – 5 tph
Crewe and Wigan via Warrington – 1 tph
Crewe and Wigan via High Speed Two (new route) – 3 tph

This map of High Speed Two where the Manchester Branch leaves the new High Speed Two route between Crewe and Wigan was captured from the interactive map on the High Speed Two web site.

Note.

The Manchester Branch runs to the South of the M56,
The large blue dot indicates Manchester Airport station.
Wigan is to the North.
Crewe is to the South.
Manchester Piccadilly is to the North East.

I believe this junction will be turned into a full triangular junction, to connect Wigan directly to Manchester Airport and Manchester Piccadilly.

Barrow, Blackburn, Blackpool, Preston and Windermere could all have high speed connections to Manchester Airport and Manchester Piccadilly. Trains could be shorter Classic-Compatible trains.
A Manchester and Scotland service would take the same route.

Another pair of tracks could leave the junction to the West to create a direct route between Manchester Airport and Liverpool for Northern Powerhouse Rail, by sneaking along the M56.

Suppose extra services were as follows.

Manchester and Barrow – 1 tph
Manchester and Blackburn – 1 tph
Manchester and Blackpool – 1 tph
Manchester and Liverpool – 6 tph
Manchester and Scotland – 1 tph
Manchester and Windermere – 1 tph

The frequencies from the junction would be as follows.

To and from Crewe – High Speed Two (Manchester) – 5 tph – High Speed Two (North) – 3 tph = 8 tph
To and from Liverpool – Northern Powerhouse Rail – 6 tph = 6 tph
To and from Manchester – High Speed Two – 5 tph – Northern Powerhouse Rail – 6 tph – Local – 4 tph – Scotland – 1 tph = 16 tph
To and from Wigan – High Speed Two – 3 tph – Local – 4 tph – Scotland – 1 tph = 8 tph.

Only the Manchester Branch would be working hard.

The Liverpool Connection

I indicated that another pair of tracks would need to extend the Manchester Branch towards Liverpool in the West for Northern Powerhouse Rail.

Would these tracks have a station at Warrington?
Would there be a connection to allow services between Liverpool and the North and Scotland?

It might even be possible to design a Liverpool connection, that avoided using the current Liverpool Branch and increased the capacity and efficiency of all trains to Liverpool.

Capacity Of The Western Leg Between Wigan And Scotland

The sections between Crewe and Carlisle, will be running at the following frequencies.

Wigan and Lancaster – 4 tph
Lancaster and Carlisle – 3 tph
Carlisle and Edinburgh – 2.5 tph
Carlisle and Glasgow – 2.5 tph

Note.

The unusual Scottish frequencies are caused by splitting and joining at Carlisle and alternate services to Edinburgh and Glasgow.
Any local high speed services and a Scotland service from Manchester, will increase the frequencies.

Over this section the services will be running on an improved West Coast Main Line.

But in some cases the trains will be replacing current services, so the increase in total frequencies will be less than it first appears.

Avanti West Coast currently run the following Scottish services.

One tph – London Euston and Glasgow via the most direct route.
One tph – London Euston and alternately Edinburgh and Glasgow via Birmingham.

This means that effectively Glasgow has 1.5 tph and Edinburgh 0.5 tph from London Euston.

The capacity of the current eleven-car Class 390 trains is 145 First and 444 Standard Class seats, which compares closely with the 500-600 seats given in Wikipedia for High Speed Two trains. So the capacity of the two trains is not that different.

But High Speed Two will be running 2.5 tph Between London Euston and both Edinburgh and Glasgow.

I would expect, that Class 390 services to Scotland will be discontinued and replaced by High Speed Two services.

Capacity Of The Eastern Leg Between Birmingham And East Midlands Hub

The section is between Birmingham and East Midlands Hub, will be running 9 tph

As the maximum capacity of High Speed Two is laid down in the Phase One Act as 18 tph, this gives plenty of room for more trains.

But where will they come from?

Midlands Engine Rail is proposing a service between Birmingham Curzon Street and Nottingham.

It will have a frequency of one tph.
It will be run by High Speed Two Classic-Compatible trains.
The journey will take 33 minutes.
It will run on High Speed Two infrastructure between Birmingham Curzon Street and East Midlands Hub.

If High Speed Two has been designed with this service in mind, I doubt it will be a difficult service to setup.

There might be enough capacity on High Speed Two for two tph on the route,
It could possibly be extended to Lincoln.

It will also depend on the service timing being consistent with an efficient use of trains and platforms.

Thirty-three minutes is not a good timing, as it means twenty-seven minutes wait in a platform to get a round trip time, that suits clock-face time-tabling.
The current Lincoln and Nottingham service takes 56 minutes for 34 miles.
LNER’s London Kings Cross and Lincoln service travels the 16 miles between Lincoln and Newark in 25 minutes.
I estimate that after track improvements, with a single stop at Newark Castle station, that Nottingham and Lincoln could be achieved in several minutes under fifty minutes.
This would enable a sub-ninety minute journey time between Birmingham Curzon Street and Lincoln, with enough time to properly turn the trains at both ends of the route.
The three hour round trip would mean that an hourly service would need three trains.

This is probably just one of several efficient time-tabling possibilities.

Are there any other similar services?

The obvious one is surely Cambridge and Birmingham

It would run via Peterborough, Grantham, Nottingham and East Midlands Hub.
It would connect the three big science, engineering and medical centres in the Midlands and the East.
It could be run by High Speed Two Classic-Compatible trains.

It might even be a replacement for CrossCountry’s Stansted Airport and Birmingham service.

Capacity Of The Eastern Leg Between East Midlands Hub And Sheffield

The section between East Midlands Hub and Sheffield, will be running 2 tph

As the maximum capacity of High Speed Two is laid down in the Phase One Act as 18 tph, this gives plenty of room for more trains.

But where will they come from?

This map of High Speed Two where the Sheffield Branch leaves the new High Speed Two route between East Midlands Hub and Leeds was captured from the interactive map on the High Speed Two web site.

Note.

The main route of High Speed Two between East Midlands Hub, is shown in orange and follows the route of the M1 Motorway, towards the East of the map.
The Sheffield Branch is new track to Clay Cross North Junction, where is takes over the Midland Main Line to Sheffield, which is shown in blue.
The line going South in the middle of the map is the Erewash Valley Line, which goes through Langley Mill and Ilkeston stations.

I suspect Clay Cross to Sheffield will be an electrified high speed line, with a maximum speed of at least 140 mph.

Could the Erewash Valley Line have been used as an alternative route to Sheffield?

This map of High Speed Two captured from their interactive map, shows the connection of High Speed Two and the Erewash Valley Line to East Midlands Hub.

Note.

East Midlands Hub is shown by the big blue dot.
High Speed Two is shown in orange.
The route to Leeds vaguely follows the M1 Motorway.
The Erewash Valley Line goes North to the East of Ilkeston.

Would have been quicker and easier to electrify the Erewash Valley Line, as the High Speed Two route to Chesterfield and Sheffield?

Network Rail updated the route a few years ago.
It does not have the problems of electrification, through a World Heritage Site, as does the route through Derby.
It could surely handle two tph, even if they were High Speed Two Classic Compatible trains.
Sheffield will be just under ninety minutes from London by High Speed Two, as opposed to two hours now.

I suspect that it all comes down to saving a few minutes to Sheffield and the civic pride of having a High Speed Two connection.

So it looks like we’ll have the following capacity between East Midlands Hub and Sheffield.

Between East Midlands Hub and Clay Cross North Junction, there will be the High Speed Two capacity of 18 tph.
Between Clay Cross and Sheffield, there will probably be an upgraded capacity of perhaps 8-10 tph.

It seems a lot of capacity for just two tph.

Consider.

High Speed Two is planning to run three tph between Birmingham Curzon Street and East Midlands Hub
Midlands Rail Engine is planning to run one tph between Birmingham Curzon Street and East Midlands Hub
Four tph is considered a Turn-Up-And-Go service, and could exist between Birmingham Curzon Street and East Midlands Hub.
Sheffield and Leeds, both probably need a Turn-Up-And-Go service, to and from East Midlands Hub.
Semi-fast services between Sheffield and East Midlands Hub, calling at Chesterfield, Alfreton, Langley Mill and Ilkeston would be possible, by using the Erewash Valley Line.
The Maid Marian Line will join the Robin Hood Line in adding extra connectivity to East Midlands Hub Station.
Leeds and East Midlands Hub could have a six tph service courtesy of High Speed Two and Midlands Rail Engine.

Using High Speed Two’s web site, the following times should be possible.

Sheffield and East Midlands Hub – 27 minutes
Sheffield and Birmingham Curzon Street – 47 minutes.

Both services allow time for an efficient service.

There are certainly many options to create a Turn-Up-And-Go service between Sheffield and East Midlands Hub and also improve connections to other locations across the area.

Capacity Of The Eastern Leg Between East Midlands Hub And Leeds

The section is between East Midlands Hub and Leeds, will be running 5 tph

High Speed Two between Midlands Hub and Leeds is a totally new high speed line.

As the maximum capacity of High Speed Two is laid down in the Phase One Act as 18 tph, this gives plenty of room for more trains.
The Southern section of the leg closely follows the M1 Motorway.
Leeds, York and Newcastle will be 27, 36 and 93 minutes from East Midlands Hub, respectively.

This map of High Speed Two, which shows the route of the line in Yorkshire, was captured from the interactive map on the High Speed Two web site.

Note.

Sheffield is marked by the blue dot in the South.
Leeds is marked by the blue dot in the North West.
York is marked by the blue dot in the North East.
New routes are shown in orange.
Upgraded routes are shown in blue.

The route seems to open up several possibilities for extra routes.

Leeds and Sheffield will be used by Northern Powerhouse Rail and there will be four tph, taking 28 minutes.

Leeds and Bedford via East Midlands Hub has been proposed by Midlands Rail Engine.

Services between Sheffield and the North via York must be a possibility.

This map of High Speed Two, which shows the routes to the East of Leeds, was captured from High Speed Two’s interactive map.

I think that two things might be missing.

A full triangular junction would surely allow services between Leeds and the North via York.
A high speed connection to Hull.

We shall see in the future.

Capacity Of The Eastern Leg Between York And Newcastle

The section between York and Newcastle, will be running at a frequency of 3 tph.

Over this section the services will be running on an improved East Coast Main Line.

Conclusion

I shall split the conclusions into various sections.

Route And Track Layout

I think there may be places, where the route and track layout might need to be improved.

The Manchester Branch probably needs a triangular junction with the Western Leg of High Speed Two.
How Liverpool is served by Northern Powerhouse Rail needs to be decided.
The approach to Leeds probably needs a triangular junction with the Eastern Leg of High Speed Two.
It is not clear how services will reach Hull.

Hopefully, these issues will become clear in the next year or so.

Capacity

The sections with the highest levels of capacity would appear to be the following.

London Euston and Birmingham Interchange.
The Manchester Branch
The section shared with the East Coast Main Line between York and Newcastle.
The section shared with the West Coast Main Line between Wigan and Scotland.

But on these sections extra trains can be run.

Birmingham and North West England
Birmingham and East Midlands Hub
East Midlands Hub and Leeds
East Midlands Hub and Sheffield
East Midlands Hub and York

I can see, this capacity being filled by high speed local services, like those proposed by Midlands Rail Engine.

Rolling Stock

The only comment, I will make, is that there could be a need for a shorter Classic-Compatible train to work local services.

October 22, 2020 Posted by AnonW | Design, Transport | Avanti West Coast, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, Double-Deck Trains, East Coast Main Line, East Midlands Hub Station, High Speed Two, High Speed Two Classic-Compatible Trains, Hitachi, HS3/Northern Powerhouse Rail, Hyperdrive Innovation, Leeds Station, Liverpool Lime Street Station, Manchester Airport, Manchester Piccadilly Station, Midlands Engine Rail, Sheffield Station, Step-Free, West Coast Main Line, York Station | 5 Comments

Hopes Rekindled Of Full Midland Main Line Electrification

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

This is the key section of the article.

During a House of Commons debate on transport on September 17, HS2 Minister Andrew Stephenson said in response to a question from Alex Norris (Labour/Co-op, Nottingham North): “We are currently delivering the Midland Main Line upgrade, which includes electrification from London to Kettering, with additional electrification to Market Harborough being developed.

“Further electrification of the MML is currently at an early stage, but it is being examined by Network Rail.”

Stephenson said the DfT will continue to work closely with NR on the development of a proposal that would include approaches to advancing the delivery of electrification across the route.

The title of the article, probably sums it up well.

Electrification Of The Midland Main Line

Having read lots of stories about electrification of Midland Main Line, I think the following must be born in mind.

Electrification on the line will reach as far North as Market Harborough station.
The route between Sheffield station and Clay Cross North Junction will be shared with High Speed Two. It will obviously need to be electrified for High Speed Two.
The section of the Midland Main Line between Derby and Clay Cross North Junction, runs through the World Heritage Site of the Derwent Valley Mills. The Heritage Taliban will love the electrification, with a vengeance.
Electrification through Leicester station could be tricky, as the station building and the A6 road are over the tracks and there is limited clearance. Electrification could involve major disruption to the trains for some time.

These are some of the distances involved of sections of the route that are not electrified.

Market Harborough and Derby are 54 miles apart.
Market Harborough and Clay Cross North Junction are 67 miles apart.
Market Harborough and Chesterfield are 70 miles apart.
Market Harborough and Nottingham are 44 miles apart
Market Harborough and Leicester are 16 miles apart.
Derby and Clay Cross North Junction are 21 miles apart.

Since 2017, when electrification for the full route was originally abandoned, there have been big changes in rolling stock technology.

The biggest change has been the development of battery trains.

Hitachi’s Regional Battery Trains

This infographic from Hitachi gives the specification for their Regional Battery Train.

Note.

The trains have a range of 56 miles on battery power.
The trains can cruise at 100 mph on battery power.
Hitachi have said that all of their AT-300 trains can be converted into Regional Battery Trains.
Trains are converted by removing the diesel engines and replacing them with battery packs.
I suspect these battery packs look like a diesel engine in terms of control inputs and performance to the driver and the train’s computer.

It is extremely likely, that the bi-mode Class 810 trains, which are a version of the AT-300 train, that have been ordered for the Midland Main Line can be converted into Regional Battery Trains.

These trains have four diesel engines, as opposed to the Class 800 and Class 802 trains, which only have three.

These are reasons, why the trains could need four engines.

The trains need more power to work the Midland Main Line. I think this is unlikely.
Four engine positions gives ,more flexibility when converting to Regional Battery Trains.
Four battery packs could give a longer range of up to 120 kilometres or 75 miles.

It could just be, that Hitachi are just being conservative, as engines can easily be removed or replaced. The fifth-car might even be fitted with all the wiring and other gubbins, so that a fifth-engine or battery pack can be added.

I suspect the train’s computer works on a Plug-And-Play principle, so when the train is started, it looks round each car to see how many diesel engines and battery packs are available and it then controls the train according to what power is available.

London St. Pancras And Sheffield By Battery Electric Train

Any battery electric train going between London St. Pancras and Sheffield will need to be charged, at both ends of the route.

At the London end, it will use the electrification currently being erected as far as Market Harborough station.
At the Sheffield end, the easiest way to charge the trains, would be to bring forward the electrification and updating between Sheffield station and Clay Cross North Junction, that is needed for High Speed Two.

This will leave a 67 mile gap in the electrification between Market Harborough station and Clay Cross North junction.

It looks to me, the Class 810 trains should be able to run between London St. Pancras and Sheffield, after the following projects are undertaken.

Class 810 trains are given four battery packs and a battery range of 75 miles.
Electrification is installed between Sheffield station and Clay Cross North Junction.

Trains would need to leave Market Harborough station going North and Clay Cross Junction going South with full batteries.

Note.

Trains currently take over an hour to go between Chesterfield to Sheffield and then back to Chesterfield, which would be more than enough to fully charge the batteries.
Trains currently take around an hour to go between London St. Pancras and Market Harborough, which would be more than enough to fully charge the batteries.
Chesterfield station is only three miles further, so if power changeover, needed to be in a station, it could be performed there.
Leeds and Sheffield are under fifty miles apart and as both stations would be electrified, London St. Pancras and Sheffield services could be extended to start and finish at Leeds.

London St. Pancras and Sheffield can be run by battery electric trains.

London St. Pancras And Nottingham By Battery Electric Train

Could a battery electric train go from Market Harborough to Nottingham and back, after being fully-charged on the hour-long trip from London?

The trip is 44 miles each way or 88 miles for a round trip.
Services have either three or eight stops, of which two or three respectively are at stations without electrification.
Trains seem to take over thirty minutes to turnback at Nottingham station.

Extra power North of Market Harborough will also be needed.

To provide hotel power for the train, during turnback at Nottingham station.
To compensate for power losses at station stops.

If 75 miles is the maximum battery range, I doubt that a round trip is possible.

I also believe, that Hitachi must be developing a practical solution to charging a train during turnback, at a station like Nottingham, where trains take nearly thirty minutes to turnback.

If the Class 810 trains have a battery range of 75 miles, they would be able to handle the London St. Pancras and Nottingham service, with charging at Nottingham.

Conclusion

It appears that both the Nottingham and Sheffield services can be run using battery electric Class 810 trains.

All four diesel engines in the Class 810 trains would need to be replaced with batteries.
The route between Clay Cross North Junction and Sheffield station, which will be shared with High Speed Two, will need to be electrified.
Charging facilities for the battery electric trains will need to be provided at Nottingham.

On the other hand using battery electric trains mean the two tricky sections of the Derwent Valley Mills and Leicester station and possibly others, won’t need to be electrified to enable electric trains to run on the East Midlands Railway network.

Will it be the first main line service in the world, run by battery electric trains?

September 28, 2020 Posted by AnonW | Transport | Battery/Electric Trains, Charging Battery Trains, Class 810 Train, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, Derby Station, Discontinuous Electrification, East Midlands Railway, Electrification, High Speed Two, Hitachi Regional Battery Train, Leicester Station, Market Harborough Station, Midland Main Line, Nottingham Station, Sheffield Station, World Heritage Site | 1 Comment

Hull Issues New Plea For Electrification

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

This is the introductory paragraph.

Residents and businesses in Hull are being urged to support electrification of the railway to Selby and Sheffield.

This paragraph is about the difficulty of electrifying the route.

“Unlike elsewhere on the trans-Pennine routes, work here can start straightaway and would be a quick win. Our plans involve few extra land purchases, no tunnel widening, and no re-routing,” said Daren Hale, Hull City Council and Hull’s representative on the Transport for the North board.

Services to Hull station are as follows.

Hull Trains – London Kings Cross and Hull via Selby, Howden and Brough.
Hull Trains – Beverley and Hull via Cuttingham
LNER – London Kings Cross and Hull via Selby and Brough
Northern Trains – Halifax and Hull via Bradford Interchange, New Pudsey, Bramley, Leeds, Cross Gates, Garforth, East Garforth, Micklefield, South Milford, Selby and Brough
Northern Trains – Sheffield and Hull via Meadowhall, Rotherham Central, Swinton, Mexborough, Conisbrough, Doncaster, Kirk Sandall, Hatfield & Stainforth, Thorne North, Goole, Saltmarshe, Gilberdyke, Broomfleet, Brough, Ferriby and Hessle,
Northern Trains – Bridlington and Hull via Nafferton, Driffield, Hutton Cranswick, Arram, Beverley and Cottingham.
Northern Trains – Scarborough and Hull via Seamer, Filey, Hunmanby, Bempton, Bridlington, Nafferton, Driffield, Hutton Cranswick, Arram, Beverley and Cottingham.
Northern Trains – York and Hull via Selby, Howden, Gilberdyke and Brough.
TransPennine Express – Manchester Piccadilly and Hull via Stalybridge, Huddersfield, Leeds, Selby, Brough

Note.

Some services are joined back-to-back with a reverse at Hull station.
I have simplified some of the lists of intermediate stations.
Services run by Hull Trains, LNER or TransPennine Express use bi-mode Class 800 or Class 802 trains.
All routes to Hull station and the platforms are not electrified.

Trains approach Hull by three routes.

Selby and Brough
Goole and Brough
Beverley and Cottingham

Could these three routes be electrified?

I have just flown my helicopter along all of them.

I’ve also had a lift in the cab of a Class 185 train between Hull and Leeds, courtesy of Don Coffey.

Hull And Selby via Brough

There is the following infrastructure.

Several major road overbridges, which all seem to have been built with clearance for overhead wires.
There are also some lower stone arch bridges, which may need to be given increased clearance.
No tunnels
The historic Selby Swing Bridge.
Four farm crossings.
Fourteen level crossings.

Hull And Goole via Brough

There is the following infrastructure.

Several major road overbridges, which all seem to have been built with clearance for overhead wires.
No tunnels
A swing bridge over the River Ouse.
A couple of farm crossings
Six level crossings

Hull And Beverley via Cottingham

There is the following infrastructure.

A couple of major road overbridges, which all seem to have been built with clearance for overhead wires.
No tunnels
A couple of farm crossings
Six level crossings

All of the routes would appear to be.

At least double track.
Not in deep cuttings.
Mainly in open countryside.
Built with lots of level crossings

I feel that compared to some routes, they would be easy to electrify, but could cause a lot of disruption, whilst the level crossings and the two swing bridges were electrified.

Speeding Up Services To And From Hull

What Are The Desired Timings?

The Rail Magazine article says this about the desired timings.

Should the plans be approved, it is expected that Hull-Leeds journey times would be cut from 57 minutes to 38, while Hull-Sheffield would drop from 86 minutes to 50 minutes.

These timings are in line with those given in this report on the Transport for the North web site, which is entitled At A Glance – Northern Powerhouse Rail,

The frequency of both routes is given in the report as two trains per hour (tph)

The Performance Of An Electric Class 802 Train

As Hull Trains, LNER and TransPennine Express will be using these trains or similar to serve Hull, I will use these trains for my calculations.

The maximum speed of a Class 802 train is 125 mph or 140 mph with digital in-cab signalling.

This page on the Eversholt Rail web site, has a data sheet for a Class 802 train.

The data sheet shows the following for a five-car Class 802 train.

It can accelerate to 100 mph and then decelerate to a stop in 200 seconds in electric mode.

The time to 125 mph and back is 350 seconds.

Thoughts On Hull And Leeds

Consider.

The Hull and Leeds route is 52 miles long, is timed for a 75 mph train and has an average speed of 55 mph
There are three intermediate stops for fast services, which means that in a Hull and Leeds journey, there are four accelerate-decelerate cycles.
A 38 minute journey between Hull and Leeds would be an average speed of 82 mph
A train travelling at 100 mph would take 31 minutes to go between Hull and Leeds.
A train travelling at 125 mph would take 25 minutes to go between Hull and Leeds.

I also have one question.

What is the speed limit on the Selby Swing Bridge?

I have just been told it’s 25 mph. As it is close to Selby station, it could probably be considered that the stop at Selby is a little bit longer.

These could be rough timings.

A train travelling at 100 mph would take 31 minutes to go between Hull and Leeds plus what it takes for the four stops. at 200 seconds a stop, which adds up to 43 minutes.
A train travelling at 125 mph would take 25 minutes to go between Hull and Leeds plus what it takes for the four stops. at 350 seconds a stop, which adds up to 48 minutes.

Note how the longer stopping time of the faster train slows the service.

I think it would be possible to attain the required 38 minute journey, running at 100 mph.

Thoughts On Hull And Sheffield

Consider.

The Hull and Sheffield route is 61 miles long, is timed for a 90 mph train and has an average speed of 43 mph
There are five intermediate stops, which means that in a Hull and Sheffield journey, there are six accelerate-decelerate cycles.
A 50 minute journey between Hull and Leeds would be an average speed of 73 mph.
A train travelling at 100 mph would take 36 minutes to go between Hull and Sheffield.
A train travelling at 125 mph would take 29 minutes to go between Hull and Sheffield.

I also have one question.

What is the speed limit on the swing bridge over the River Ouse?

As there is no nearby station, I suspect it counts as another stop, if it only has a 25 mph limit.

These could be rough timings.

A train travelling at 100 mph would take 36 minutes to go between Hull and Sheffield plus what it takes for the six stops. at 200 seconds a stop, which adds up to 56 minutes.
A train travelling at 125 mph would take 29 minutes to go between Hull and Sheffield plus what it takes for the six stops. at 350 seconds a stop, which adds up to 64 minutes.

Note how the longer stopping time of the faster train slows the service.

I think it would be possible to attain the required 50 minute journey, running at 100 mph.

Conclusions From My Rough Timings

Looking at my rough timings, I can conclude the following.

The trains will have to have the ability to make a station stop in a very short time. Trains using electric traction are faster at station stops.
The trains will need to cruise at a minimum of 100 mph on both routes.
The operating speed of both routes must be at least 100 mph, with perhaps 125 mph allowed in places.
I feel the Hull and Leeds route is the more difficult.

I also think, that having a line running at 100 mph or over, with the large number of level crossings, there are at present, would not be a good idea.

What Does Hull Want?

Hull wants what Northern Powerhouse Rail is promising.

Two tph between Hull and Leeds in 38 minutes and Hull and Sheffield in 50 minutes.

They’d probably also like faster electric services between Hull and Bridlington, London Kings Cross, Manchester, Scarborough and York.

When Do They Want It?

They want it now!

Is There An Alternative Solution, That Can Be Delivered Early?

This may seem to be the impossible, as electrifying between Hull and Leeds and Hull and Sheffield is not an instant project, although full electrification could be an ultimate objective.

Consider.

Hull and Brough are 10.5 miles apart.
Brough and Leeds are 41 miles apart.
Brough and Doncaster are 30 miles apart and Doncaster and Sheffield are 20 miles apart.
Brough and Temple Hirst Junction are 26 miles apart.
Brough and York are 42 miles apart.
Hull and Beverley are 8 miles apart.
Beverley and Bridlington are 23 miles apart.
Beverley and Seamer are 42 miles apart.

Note that Doncaster, Leeds and Temple Hirst Junction are all electrified.

Hitachi’s Regional Battery Train

Hitachi have just launched the Regional Battery Train, which is described in this Hitachi infograpic.

It has a range of 56 miles and an operating speed of 100 mph.

Class 800 and Class 802 trains could be converted into Regional Battery Trains.

The three diesel engines would be exchanged for battery packs.
The trains would still be capable of 125 mph on fully-electrified routes like the East Coast Main Line.
They would be capable of 100 mph on routes like the 100 mph routes from Hull.
The trains would have full regenerative braking to batteries, which saves energy.
Below 125 mph, their acceleration and deceleration on battery power would probably be the same as when using electrification. It could even be better due to the simplicity and low impedance of batteries.

But they would need some means of charging the batteries at Hull.

A Start To Electrification

If the ultimate aim is to electrify all the lines, then why not start by electrifying.

Hull station.
Hull and Brough
Hull and Beverley

It would only be 18.5 miles of electrification and it doesn’t go anywhere near the swing bridges or about six level crossings.

Battery Electric Services From Hull

I will now look at how the various services could operate.

Note in the following.

When I say Regional Battery Train, I mean Hitachi’s proposed train or any other battery electric train with a similar performance.
I have tried to arrange all power changeovers in a station.
Pantograph operation can happen at line-speed or when the train is stationary.

I have assumed a range of 56 miles on a full battery and an operating speed of 100 mph on a track that allows it.

Hull And London Kings Cross

The legs of the service are as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and Temple Hirst Junction – 26 miles – Not Electrified
Temple Hirst Junction and London Kings Cross – 169 miles – Electrified

Note.

Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 26 miles should be easy.
One changeover between power sources will be done in Brough station.
The other changeover will be done at line speed at Temple Hirst Junction, as it is now!

Hull Trains and LNER would be able to offer an all-electric service to London.

A few minutes might be saved, but they would be small compared to time savings, that will be made because of the introduction of full ERTMS in-cab signalling South of Doncaster, which will allow 140 mph running.

Hull And Leeds

The legs of the service are as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and Leeds – 41 miles – Not Electrified.

Note.

Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 41 miles should be easy.
One changeover between power sources will be done in Brough station, with the other in Leeds station.

If Leeds and Huddersfield were to be electrified, TransPennine Express will be able to run an all-electric service between Manchester and Hull, using battery power in the gaps.

Hull And Sheffield

The legs of the service are as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and Doncaster – 30 miles – Not Electrified
Doncaster and Sheffield – 20 miles – Not Electrified

Note.

Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the battery.
Regional Battery Trains will be able to do 56 miles on a full battery so 30 miles should be easy.
Trains would charge using the electrification at Doncaster.
Doncaster and Sheffield both ways should be possible after a full charge at Doncaster station.
One changeover between power sources will be done in Brough station, with the others in Doncaster station.

An easier alternative for the Doncaster and Sheffield part of the route, might be to electrify between the two stations.

Hull And York

The legs of the service are as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and York- 42 miles – Not electrified

Note.

Hull and Brough takes about 11 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 42 miles should be easy.
One changeover between power sources will be done in Brough station, with the other in York station.
Trains would be fully charged for the return in York station.

This journey will also be effected by the York to Church Fenton Improvement Scheme, which is described on this page on the Network Rail web site. According to the web page this involves.

Replace old track, sleepers, and ballast (The stones which support the track)
Install new signalling gantries, lights, and cabling
Fully electrify the route from York to Church Fenton – extending the already electrified railway from York.

There will be another five miles of electrification., which will mean the legs of the Hull and York service will be as follows.

Hull and Brough – 10.5 miles – Electrified
Brough and Church Fenton – 31.5 miles – Not Electrified
Church Fenton and York – 10.5 miles – Electrified

It is a classic route for a battery electric train.

Note.

Church Fenton and York takes about 19 minutes, so added to the time spent in York station, this must be enough time to fully-charge the batteries.
There will be a changeover between power sources in Church Fenton station.

This appears to me to be a very sensible addition to the electrification.

If you look at a Leeds and York, after the electrification it will have two legs.

Leeds and Church Fenton – 13 miles – Not Electrified
Church Fenton and York – 10.5 miles – Electrified

It is another classic route for a battery electric train.

Hull And Bridlington

The legs of the service are as follows.

Hull and Beverley – 13 miles – Electrified
Beverley and Bridlington – 23 miles – Not Electrified

Note.

Hull and Beverley takes about 13 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 46 miles to Bridlington and back to Beverley, should be possible.
The changeovers between power sources would be in Beverley station.

If necessary, there is a bay platform at Bridlington, that could be fitted with simple electrification to charge the trains before returning.

Hull And Scarborough

The legs of the service are as follows.

Hull and Beverley – 13 miles – Electrified
Beverley and Seamer- 42 miles – Not Electrified
Seamer and Scarborough – 3 miles – Not Electrified

Note.

Hull and Beverley takes about 13 minutes, so added to the time spent in Hull station, this must be enough time to fully-charge the batteries.
Regional Battery Trains will be able to do 56 miles on a full battery so 45 miles to Scarborough should be easy.
The changeovers between power sources would be in Beverley station.

There would need to be charging at Scarborough, so why not electrify between Scarborough and Seamer?

Power changeover would be in Seamer station.
The electrification could also charge battery electric trains running between York and Scarborough.
Seamer and York are 39 miles apart.
All Northern Trains and TransPennine Express services appear to stop in Seamer station.

This could be three very useful miles of electrification.

Could This Plan Based On Battery Trains Be Delivered Early?

The project could be divided into sub-projects.

Necessary Electrification

Only these double-track routes would need to electrified.

Hull and Brough
Hull and Beverley
Seamer and Scarborough
Doncaster and Sheffield might be sensible but optional.

This also install electrification at Hull and Scarborough stations to charge terminating trains.

In total it would be under twenty-five double-track miles of electrification.

Note.

There are no swing bridges on the routes to be electrified.
There are no tunnels
Many of the overbridges appear to be modern with adequate clearance for electrification.
I don’t suspect that providing adequate power will be difficult.
Hull and Scarborough are larger stations and I believe a full service can be provided, whilst the stations are being electrified.

It would not be a large and complicated electrification project.

Conversion Of Class 800 And Class 802 Trains To Regional Battery Trains

Whilst the electrification was being installed, the existing Class 800 and Class 802 trains needed by Hull Trains, LNER and TransPennine Express could be converted to Regional Battery Trains, by the replacement of some or all of the diesel engines with battery power-packs.

I suspect LNER or GWR could be the lead customer for Hitachi’s proposed conversion of existing trains.

Both train companies have routes, where these trains could be deployed without any electrification or charging systems. Think London Kings Cross and Harrogate for LNER and Paddington and Oxford for GWR.
Both train companies have large fleets of five-car trains, that would be suitable for conversion.
Both train companies have lots of experience with Hitachi’s trains.

It should be noted that GWR, Hull Trains and TransPennine Express are all part of the same company.

What About Northern Trains?

Northern Trains will need some battery electric trains, if this plan goes ahead, to run routes like.

Hull and Bridlington – 46 miles
Hull and Leeds – 41 miles
Hull and Scarborough – 42 miles
Hull and Sheffield – 40 miles
Hull and York – 42 miles
Scarborough and York – 31.5 miles
The distances are the lengths of the route without electrification.

I suspect they will need a train with this specification.

Four cars
Ability to use 25 KVAC overhead electrification.
Battery range of perhaps 50 miles.
100 mph operating speed.

There are already some possibilities.

CAF are talking about a four-car battery electric version of the Class 331 train.
Hitachi have mentioned a battery electric Class 385 train.
Porterbrook have talked about converting Class 350 trains to battery electric operation.
Bombardier have talked about battery electric Aventras.

There are also numerous four-car electric trains, that are coming off lease that could be converted to battery electric operation.

When Could The Project Be Completed?

There are three parts to the project.

Under twenty-five double-track miles of electrification.
Adding batteries to Class 800 and Class 802 trains.
Battery electric trains for Northern.

As the sub-projects can be progressed independently, I can see the project being completely by the end of 2024.

Across The Pennines In A Regional Battery Train

By providing the ability to run Class 802 trains on battery power to Hull and Scarborough, the ability to run Regional Battery Trains from Liverpool in the West to Hull, Middlesbrough and Scarborough in the East under electric power, could become possible.

Looking at Liverpool and Scarborough, there are these legs.

Liverpool Lime Street and Manchester Victoria – 32 miles – Electrified
Manchester Victoria and Stalybridge – 8 miles – Not Electrified
Stalybridge and Huddersfield – 18 miles – Not Electrified
Huddersfield and Leeds – 17 miles – Not Electrified
Leeds and York – 26 miles – Not Electrified
York and Scarborough – 42 miles – Not Electrified

Note.

East of Manchester Victoria, there is electrification in Leeds and York stations, which could charge the train fully if it were in the station for perhaps ten minutes.
Currently, stops at Leeds and York are around 4-5 minutes.
Manchester Victoria and Stalybridge is being electrified.
In this post, I have suggested that between Seamer and Scarborough should be electrified to charge the trains.
I have also noted that between Church Fenton and York is being fully electrified.

This could mean power across the Pennines between Liverpool and Scarborough could be as follows.

Liverpool Lime Street and Manchester Victoria – 32 miles – Electrification Power and Charging Battery
Manchester Victoria and Stalybridge – 8 miles – Electrification Power and Charging Battery
Stalybridge and Huddersfield – 18 miles – Battery Power
Huddersfield and Leeds – 17 miles – Battery Power
Leeds station – Electrification Power and Charging Battery
Leeds and Church Fenton – 13 miles – Battery Power
Church Fenton and York – 10.5 miles – Electrification Power and Charging Battery
York and Seamer – 39 miles – Battery Power
Seamer and Scarborough – 3 miles – Electrification Power and Charging Battery

There are three stretches of the route, where the train will be run on battery power.

Stalybridge and Leeds – 35 miles
Leeds and Church Fenton – 13 miles
York and Seamer – 39 miles

There will be charging at these locations.

West of Stalybridge
Through Leeds Station
Through York Station
East of Seamer Station

I feel it could be arranged that trains left the charging sections and stations with a full battery, which would enable the train to cover the next section on battery power.

To make things even easier, Network Rail are developing the Huddersfield And Westtown Upgrade, which will add extra tracks and eight miles of new electrification between Huddersfield and Dewsbury.

This would change the power schedule across the Pennines between Liverpool and Scarborough to this.

Liverpool Lime Street and Manchester Victoria – 32 miles – Electrification Power and Charging Battery
Manchester Victoria and Stalybridge – 8 miles – Electrification Power and Charging Battery
Stalybridge and Huddersfield – 18 miles – Battery Power
Huddersfield and Dewsbury – 8 miles – Electrification Power and Charging Battery
Fewsbury and Leeds – 9 miles – Battery Power
Leeds station – Electrification Power and Charging Battery
Leeds and Church Fenton – 13 miles – Battery Power
Church Fenton and York – 10.5 miles – Electrification Power and Charging Battery
York and Seamer – 39 miles – Battery Power
Seamer and Scarborough – 3 miles – Electrification Power and Charging Battery

There are now four stretches of the route, where the train will be run on battery power.

Stalybridge and Huddersfield – 18 miles
Dewsbury and Leeds – 9 miles
Leeds and Church Fenton – 13 miles
York and Seamer – 39 miles

I can envisage the electrification being extended.

But battery power on this route gives all the advantages of electric trains, with none of the costs and installation problems of electrification.

Conclusion

I believe a limited electrification of lines for a few miles from the coastal terminals at Hull and Scarborough and battery electric trains can deliver zero-carbon and much faster electric trains to the railways of Yorkshire to the East of Leeds, Sheffield and York.

If this approach is used, the electrification will be much less challenging and if skates were to be worn, the scheme could be fully-implemented in around four years.

The scheme would also deliver the following.

Faster, all-electric TransPennine services.
An all-electric Hull and London service.
A substantial move towards decarbonisation of passenger train services in East Yorkshire.

It is also a scheme, that could be extended South into Lincolnshire, across the Pennines to Lancashire and North to Teesside and Tyneside.

September 13, 2020 Posted by AnonW | Transport | Battery/Electric Trains, Class 800 Train, Class 802 Train, Electrification, First TransPennine/TransPennine Express, Hitachi Regional Battery Train, HS3/Northern Powerhouse Rail, Huddersfield And Westtown Upgrade, Hull Station, Hull Trains, Leeds Station, LNER, Sheffield Station, York Station | 13 Comments

Could East Midlands Railway’s Liverpool And Norwich Service Avoid A Reverse At Sheffield By Using the Barrow Hill Line?

When East Midlands Railway’s service between Liverpool and Norwich runs between Chesterfield and Stockport stations, the train goes via Sheffield station, where the train reverses.

In Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield, I talked about the reinstatement of the Barrow Hill Line, which could be used as an alternative route between Sheffield and Chesterfield.

The Norwich and Liverpool train would enter Sheffield station in the other direction, so there would be no need for the train to reverse direction or the driver to change ends.

There must be a very sensible reason, why the Barrow Hill route is not used.

July 14, 2020 Posted by AnonW | Transport | Barrow Hill Line, Chesterfield Station, East Midlands Railway, Liverpool And Norwich Train Service, Sheffield Station, Stockport Station | 1 Comment

Dore And Totley Station – 13th July 2020

These pictures show Dore and Totley station.

These are my thoughts on the station and the tracks through it.

The Midland Main Line And High Speed Two

The two tracks, that are furthest away from the station platform are the Midland Main Line between Sheffield and Chesterfield, Derby and the South.

These tracks will be taken over by High Speed Two.
They will be electrified with 25 KVAC overhead electrification.
The trains on the Midland Main Line will continue to use the electrified tracks.
East Midlands Railway have ordered bi-mode Class 810 trains, which will each be 120 metres long or 240 metres long, when running as a pair.
CrossCountry’s Class 220 trains are 187 metres long running as a pair.
I estimate that the faster trains were doing around 100 mph, as they passed Dore and Totley station. I shall measure it properly next time, I go to Sheffield on a train.

Note.

High Speed Two’s trains will probably be going through at the same speed as East Midlands Railway’s Class 810 trains.
High Speed Two will be running their 200 metre long classic-compatible trains to and from Sheffield, so except that there will be two more trains in every hour, there will be little difference.
Both the High Speed Two and the East Midlands Railway trains will be running on electric power between Sheffield and Chesterfield stations.
It is likely that other services will use electric power on the Midland Main Line.
There will be no platforms on the High Speed tracks at Dore and Totley station.

I would suspect that there will be little disruption to train services through the area, whilst the electrification is installed, judging by the disruption caused during electrification between Bedford and Corby.

Dore Junction

Dore Junction is a triangular junction, that connects the Hope Valley Line and the Midland Main Line to the South of Dore and Totley station.

This Google Map shows Dore Junction.

Note.

Dore and Junction station is at the North of the Map.
Dore West Junction is in the South West corner of the map and leads to the Hope Valley Line.
Dore South Junction is in the South East corner of the map and leads to Chesterfield on the Midland Main Line.

This second Google Map shows Dore South Junction.

Could this junction be improved to increase capacity and efficiency?

The Southern track of the triangular junction is only single track.
It is a major route for stone trains between Derbyshire and London and the South.

If Network Rail have any ideas for Dore Junction, then surely, when the works in the area are being carried out, is the time for them to be performed.

Platform Length At Dore And Totley Station

I took these two pictures when I arrived at Dore and Totley station.

As the train was formed of two two-car Class 150 trains and the train fits the platform, it would appear that the platform is about eighty metres long.

An Extra Platform At Dore And Totley Station

There may be no plans to put platforms on the Midland Main Line, but plans exist for an extra track through the station, that will connect to the Hope Valley Line.

This Google Map shows Dore and Totley station and the Midland Main Line.

The second platform wouldn’t be the widest platform,. but I’m sure a second track and a safe platform could be squeezed in.

A bridge with lifts would be needed.
The current single platform at the station is around eighty metres long, but as I said in Beeching Reversal – Sheaf Valley Stations, the platforms must be long enough to take a pair of Class 185 trains or a five-car Class 802 train, which is probably around 140 metres.

I wonder if more space is needed, the Midland Main Line could be realigned to give more space and better performance.

A Turnback At Dore And Totley Station

In Beeching Reversal – Sheaf Valley Stations, I said this about a possible turnback at Dore and Totley station.

This Google Map shows Dore & Totley station and the area to the South.

Note.

There would appear to be a lot of space between the Midland Main Line and the single track, that leads between Dore & Totley station and the Hope Valley Line.
Flying my helicopter, as low as I dare, it looks like the area is either a rubbish dump or very low grade businesses.
Crossrail has designed turnbacks at Abbey Wood and Paddington stations, that will handle twelve tph.
I believe that it would be possible to design a turnback at Dore & Totley station, that would handle eight trains per hour, if not twelve tph.

It might even be possible to squeeze in some overnight stabling.

Whilst I was at Dore and Totley station, I met a couple, who were perhaps a few years older than me, who had grown up in the area.

He could remember local steam services between Sheffield and Dore and Totley stations, where there had been a turntable to the South of the station to reverse the locomotive.

Conclusion

After what I saw on my visit to Dore and Totley station, I would suspect that the station can be updated to the standard required to allow four tph between Manchester Piccadilly and Sheffield stations.

It could also be a station that will attract passengers.

July 14, 2020 Posted by AnonW | Transport | Class 810 Train, Dore and Totley Station, Electrification, High Speed Two, Hope Valley Line, Midland Main Line, Sheffield Station | 1 Comment

Along The Hope Valley Line – 13th July 2020

These pictures show my return trip between Manchester Piccadilly and Dore & Totley stations.

There are an assorted set of stations.

Some stations appear to have new platforms.
Marple station has a impressive step-free bridge.
Some stations may be Listed or should be.
There are walking routes from some stations.
Some stations need improvements to the access.

I also have some thoughts on the service.

The Class 150 Trains

The Class 150 trains have these characteristics.

Installed Power – 426 kW
Weight – 35.8 tonnes
Operating Speed – 75 mph.

This compares with these for a Class 195 train.

Installed Power – 780 kW
Weight – 40 tonnes
Operating Speed – 100 mph.
Acceleration – 0.83 m/sec/sec

Unfortunately, I can’t find the acceleration for a Class 150 train, but I suspect that it’s not as good as the Class 195 train.

I was in a Class 150 train, for both journeys.
IThe train was on time both ways.
The engine under my carriage wasn’t working that hard.
The train was trundling around at around 60 mph.
The operating speed of the line is 90 mph.

So I suspect, that a well-driven Class 195 train will shave a few minutes from the journey time.

Transport For The North’s Plan For Manchester And Sheffield

Transportbfor the North objective for Manchester Piccadilly and Sheffield stations can be summed up as follows.

Four tph in forty minutes.

As current trains take over anhour, it could be a tough ask!

The Timetable

The timetable isn’t very passenger-friendly with no easy-to-remember clock-face timetable.

This must be sorted.

Hopefully, it will increase the number of passengers riding on the route.

Battery Electric Trains

Consider.

Sheffield station will be electrified for High Speed Two.
It is likely that the route between Dore & Totley and Sheffield station will be electrified.
There is electrification at the Manchester end of the route.
The distance without electrification in the middle is probably about thirty-six miles.
Fifty-sixty miles seems a typical range quoted for a battery electric train by train manufacturers.

As electric trains generally accelerate faster than their diesel equivalent, these could run the route reliably and save time on the journey.

Conclusion

I’m coming round to the opinion, that Transport for the North’s objectives for the route can be met without electrification.

July 14, 2020 Posted by AnonW | Transport | Battery/Electric Trains, Class 150 Train, Class 195 Train, Dore and Totley Station, Electrification, High Speed Two, Hope Valley Line, Manchester Piccadilly Station, Sheffield Station, transport for the North | 2 Comments

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What this blog will eventually be about I do not know.

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