Sheffield Station « The Anonymous Widower

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/Travel | At A Glance – Northern Powerhouse Rail, Battery-Electric Trains, Class 800 Train, Class 802 Train, Electrification, Hitachi Regional Battery Train, HS3/Northern Powerhouse Rail, Huddersfield And Westtown Upgrade, Hull Station, Hull Trains, Leeds Station, LNER, Selby Station, Selby Swing Bridge, Sheffield Station, TransPennine Express, 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/Travel | 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 between Clay Cross North junction and Sheffield station.
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/Travel | Class 810 Train, Clay Cross North Junction And Sheffield Electrification, Dore and Totley Station, Electrification, High Speed Two, Hope Valley Line, Midland Main Line, Sheffield Station | 2 Comments

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/Travel | 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

Beeching Reversal – Sheaf Valley Stations

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

Stations To Be Rebuilt

As you approach Sheffield station, you pass four station sites, three of which are demolished and the fourth is just a shadow of its former self.

Dore & Totley

Dean & Totley station used to have four platforms and this Google Map, shows what is left after British Rail’s vandalism in the mid-1980s.

Note.

The station has only one platform.
The single track in the platform handles all trains to and from the Hope Valley Line.
At present it appears to be two trains per hour (tph) in both directions.
The two tracks at the right are the Midland Main Line.

Transport for the North wants to run four tph between Manchester Piccadilly and Sheffield through here, that will take forty minutes between the two cities.

Updates planned for the station include.

A second platform for Manchester-bound trains.
A new bridge with lifts.
Platforms long enough to take a pair of Class 185 trains or a five-car Class 802 train.
A full hourly service.

There certainly seems to be enough space for another platform and track through the middle of the station.

At some point in the near future, the two Midland Main Line tracks will be electrified, as part of the upgrade for High Speed Two.

Between Dore & Totley And Beauchief

This Google Map shows a typical section of the line between Dore & Totley and Beauchief stations.

Note the two Midland Main Line tracks on the right and single-track to the Hope Valley Line on the left.

It would appear that the fourth track can be squeezed in between the single track and the Midland Main Line.

Beauchief

Beauchief station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

The building with the red dot is the former Beauchief Hotel. which was by the station.
On a larger screen you can see three tracks going into Sheffield.

I’m fairly certain that four tracks and two platforms for a station can be fitted into this narrow trackbed.

Millhouses & Eccleshall

Millhouses and Eccleshall station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

Wikipedia says the station was accessed from the Archer Road bridge, which is in the South East corner of the map.
It looks like there are three tracks with space for four.
The road to the North-West of the railway is called Old Station Road.

As at Beauchief, it will be tight.

Heeley

Heeley station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

The red arrow indicates Heeley Bridge, which Wikipedia says is near the station site.
There appears to be only two tracks through here.

It is easy to follow the tracks from here to Sheffield station.

Could A Four Track Railway Be Rebuilt Between Dore & Totley And Sheffield Stations?

I’ve not seen anything that says that building a four-track railway through here is not possible.

In a few years, there could be the following tracks and platforms, on this section.

Two fast tracks for High Speed Two, Midland Main Line and CrossCountry trains, that will be electrified with 25 KVAC overhead electrification, between Clay Cross North Junction and Sheffield station.
The High Speed Two trains will be classic-compatible and up to 200 metres long.
The two fast tracks will not have any platforms.
Two slow tracks for local services, that will be appropriately electrified.
The slow tracks will have step-free platforms, that will be long enough to take a five-car Class 802 train or a pair of Class 185 trains.

I can’t for the life of me understand, why this stretch of four-track main line between Dore & Totley and Sheffield stations was ever simplified, as at other places on the UK network, extra tracks were being added to the main lines, at the same time.

Future Services On The Fast Lines

Currently, the following services take the fast lines between Sheffield and Chesterfield stations via Dore & Totley station.

East Midlands Railway – Sheffield and London St. Pancras – 2 tph
East Midlands Railway – Sheffield and Norwich via Nottingham – 1 tph
CrossCountry – Edinburgh/Newcastle and Derby/Birmingham and the South – 2 tph
Northern – Sheffield and Nottingham – 1 tph

That is a very modest six tph.

High Speed Two are currently planning to run two tph between Sheffield and London Euston.

There may or may not be other changes.

As Birmingham Curzon Street and Sheffield will be just forty-seven minutes by High Speed Two all the way, will these destinations have a direct high speed classic-compatible service? There’s plenty of space capacity on High Speed Two.
I don’t think the Sheffield and St. Pancras services will be dropped, but they might be.
CrossCountry will probably be running intelligent multi-mode trains capable of 125 mph running and up to 140 mph in places.
Northern’s service between Sheffield and Nottingham might go via a reopened Barrow Hill Line.

But the biggest change will be that these two fast lines will be to High Speed Two standards.

Sheffield and Chesterfield will be electrified.
There will in-cab digital signalling, which theoretically could probably allow eighteen tph on the route.
High Speed Two Trains between Sheffield and Chesterfield will take twelve minutes.
Sheffield station will have been modified as required, to be able to handle all trains very efficiently.

But it would still be carrying a modest eight tph.

If required Sheffield would have the capacity to accept more trains from the South.

I wouldn’t be surprised to see, the following trains added.

An extra tph to and from London Euston via High Speed Two.
Two tph to and from Birmingham Curzon Street via High Speed Two.

I also wouldn’t be surprised to see CrossCountry using classic-compatible High Speed Two trains and switching to High Speed Two between Birmingham New Street and Sheffield. But these trains would still use the same tracks to access Sheffield station.

But I am led to the conclusion, that Sheffield will have more than enough capacity linking the City to Chesterfield and the South.

Future Services On The Slow Lines

Or should I use lines connecting to the Hope Valley Line rather than slow lines?

Currently, the following services take the slow lines between Sheffield and Dore & Totley stations.

East Midlands Railway – Liverpool Lime Street and Sheffield – via Manchester Piccadilly – 1 tph
TransPennine Express – Manchester Airport and Cleethorpes via Manchester Piccadilly – 1 tph
Northern – Sheffield and Manchester Piccadilly – 1 tph

Transport for the North aims to run a four tph service with a forty minute journey time between Manchester Piccadilly and Sheffield.

Consider.

100 mph TransPennine Express trains take fifty-three minutes between Sheffield and Manchester Piccadilly without a stop.
Classic-compatible trains with a battery capability could easily handle the route.
Northern’s services on the Hope Valley Line are timed for 75 mph trains.
Dore & Totley and Hazel Grove stations are twenty-nine miles apart.

If between Dore & Totley and Sheffield stations were to be electrified and track improvements like passing loops were to be made to the Hope Valley Line, I believe that to achieve a forty minute all-stops timing between Sheffield and Manchester Piccadilly, would need a train with the following specification.

Electric train with batteries.
Four cars
100 mph or faster operating speed.
Step-free access between platform and train.
Sparkling acceleration and deceleration.
Ability to run under in-cab digital signalling to keep out of the way of freight services.

Looking at Crossrail between London Paddington and Maidenhead stations, the London route is probably as difficult as the Hope Valley Line and it has been designed as a forty minute service with ten stops, using a modern electric train.

If TransPennine fitted batteries to their Class 802 trains, these trains would fit the Northern Powerhouse Rail requirements.

East Midlands Railway and Northern would find that the following trains could be used.

Bombardier – Aventra with batteries
Bombardier – Class 377 train with batteries
Bombardier – Class 379 train with batteries
CAF – Class 331 train with batteries
Hitachi – Class 385 train with batteries
Porterbrook – Battery/FLEX train based on Class 350 train
Stadler – Flirt with batteries

All would need that between Dore & Totley and Sheffield stations be electrified.

After the upgrades and the new or refurbished trains are running, this would mean that between Dean & Totley and Sheffield would be handling four tph, which would be semi-fast trains between Sheffield and Manchester Piccadilly. Although to current passengers on the line, they would seem to be fast services of a much higher standard.

It would not be very different to how the slow lines into Paddington also handle about four tph of other services, including GWR services and freight.

I believe that to provide an adequate service to the reopened and rebuilt stations of Dore & Totley, Beauchief, Millhouses & Eccleshall and Heeley, that a Turn-Up-And-Go service of at least four tph should be run between Dore & Totley and Sheffield stations.

A Turnback At Dore & Totley

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.

Trains Or Tram-Trains Between Dore & Totley And Sheffield Stations

In my view, it doesn’t matter.

Crossrail’s 12 tph turnbacks can handle a 205 metre long Class 345 train, so I’m sure a well-designed turnback at Dore & Totley could handle a mixture of any trams or tram-trains below a defined maximum length of say 140 metres, which would be defined by a pair of Class 185 trains, which might have to be turned back during service disruption.

Where Would The Services Terminate in The East?

It is my view that cross-city services like Birmingham’s Cross-City Line, Liverpool’s Northern Line, London’s Crossrail and Thameslink, Newcastle’s Metro and Paris’s RER are efficient for both passengers and train operators.

So Dore & Totley station could be one end of a Sheffield cross-city line, with a frequency of at least eight tph through Beauchief, Millhouses & Eccleshall, Heeley and Sheffield stations.

So where would services go on the other side of Sheffield? Wikipedia gives these as services to the East of Sheffield.

Leeds via Barnsley and Wakefield (fast) – 2 tph
Leeds via Meadowhall, Barnsley, Wakefield and Castleford (stopping). – 1 tph
Leeds via Meadowhall, Moorthorpe and Wakefield. – 1 tph
Scarborough via Meadowhall, Doncaster, Hull and Bridlington. – 1 tph
Lincoln Central via Worksop and Retford – 1 tph
Gainsborough Central via Worksop, three trains per week continue to Cleethorpes via Brigg. – 1 tph
Huddersfield via Meadowhall, Barnsley and Penistone – 1 tph
Doncaster via Meadowhall and Rotherham, with one train per hour continuing to Adwick – 2 tph
York via Moorthorpe and Sherburn-in-Elmet. – 3 trains per day (tpd)

For much of the day, that is a frequency of 10 tph, with 5 tph calling at Meadowhall, 2 tph calling at Worksop and two fast tph passing Meadowhall without stopping.

But there are other rail projects under development.

High Speed Two will enable a new fast service between Sheffield and Leeds via Meadowhall and a new station in the Dearne Valley.
The Sheffield Region Transport Plan 2019 envisages a new station at Barnsley Dearne Valley. See Sheffield Region Transport Plan 2019 – A New Station At Barnsley Dearne Valley.
The Sheffield Region Transport Plan 2019 envisages tram-trains running between Sheffield and Doncaster-Sheffield Airport See Sheffield Region Transport Plan 2019 – Tram-Trains Between Sheffield And Doncaster-Sheffield Airport.
The Sheffield Region Transport Plan 2019 envisages a new Station at Waverley. See Sheffield Region Transport Plan 2019 – A New Tram-Train Route To A New station At Waverley.
High Speed Two might enable a fast classic-compatible service between Sheffield and Scarborough via York.
The possible opening of the South Yorkshire Joint Railway to passenger traffic, may open up further opportunities. See Beeching Reversal – South Yorkshire Joint Railway.
The possible reinstatement of the Barrow Hill Line. See Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield.
The development of the Stocksbridge Railway for passenger services.

I can see classic-compatible High Speed Two trains serving the following places to the East of Sheffield.

Leeds
Hull via Doncaster
Scarborough via York
Cleethorpes via Doncaster, Scunthorpe and Grimsby.

A train like a five-car Class 802 train would probably be enough for most routes except Leeds.

I can see the following terminals for tram-trains to the East of Sheffield.

Doncaster and Doncaster-Sheffield Airport
Waverley station, which could be on a loop from the Sheffield and Lincoln Line.
Barnsley Dearne Valley

There may well be others.

If Sheffield were Karlsruhe in Germany, the tram-trains would probably serve the following routes.

Huddersfield via Penistone.
Lincoln via Worksop and Gainsborough.
Manchester via the Hope Valley Line.

But the Germans have a much larger electrified core, than Sheffield will have, even if High Speed Two electrifies between Dore & Totley and Thurnscoe stations via Sheffield.

I can make a table of destinations and distances and how they could be served.

Barnsley – 16 miles – Possible return trip from Sheffield for a battery electric train.
Barnsley Dearne Valley – 8 miles from Rotherham Parkgate – Possible return trip from Sheffield via Rotherham Parkgate for a battery electric tram-train.
Doncaster – 11 miles from Rotherham Parkgate – Possible return trip from Sheffield via Rotherham Parkgate for a battery electric tram-train.
Chesterfield via Barrow Hill – 17 miles – Possible return trip from Sheffield for a battery electric tram-train.
Doncaster Sheffield Airport – 10 miles from Doncaster – Possible return trip from Sheffield via Rotherham Parkgate and Doncaster for a battery electric tram-train.
Gainsborough Lea Road. – 32 miles – See Lincoln Central.
Huddersfield – 36 miles – Possible battery electric train with charging at Huddersfield.
Hull – 59 miles – Possible battery electric train with charging at Doncaster and Hull.
Lincoln Central – 48 miles – Possible battery electric train with charging at Lincoln and/or Gainsborough Lea Road. Otherwise diesel.
Penistone – 23 miles – Possible return trip from Sheffield for a battery electric train, using Newton’s friend on the way back.
Retford – 23 miles – Possible return trip from Sheffield for a battery electric train.
Waverley – About 6 miles – Possible return trip from Sheffield for a battery electric tram-train.
Worksop – 16 miles – Possible return trip from Sheffield for a battery electric train.

It looks to me like a mix of battery electric trains and tram-trains could run most of the services from Sheffield, if services that used new High Speed Two infrastructure used classic-compatible trains or trains like the existing Class 802 trains, that have been converted to battery electric operation.

Note.

I am assuming, that a battery electric train has a range of 56 miles on a single charge.
Rotherham Parkgate station is changed to a through station.
Tram-trains passing through Doncaster can recharge on the station’s 25 KVAC overhead electrification.
Charging can be provided as required at other stations.

There are lots of possibilities.

Consider, this for tram-train extensions to Barnsley Dearne Valley, Doncaster and Doncaster Sheffield Airport.

Extend the tram-train service at Rotherham Parkgate to either Doncaster and Doncaster Airport or Barnsley Dearne Valley stations.
Run tram-trains between Dore & Totley and Rotherham Parkgate via Sheffield, Meadowhall and Rotherham Central.

This would give a double-ended route across Sheffield and Rotherham between Dore & Totley and the existing Supertram network in the West and Barnsley Dearne Valley, Doncaster and Doncaster Sheffield Airport in the East.

Consider how to connect the branch to Waverley station to the Supertram network.

Waverley station will be either on or on a loop from the Sheffield and Lincoln Line.
The Sheffield and Lincoln Line has no obvious connection with the Supertram network.
The Sheffield and Lincoln Line goes straight in to Sheffield station.
Trains to Lincoln always appear to use Platform 4 in Sheffield station.
Sheffield station has four through platforms.

This Google Map shows where the Sheffield and Lincoln Line passes behind the Supertram Depot at Nunnery.

Note.

The Nunnery Square Park and Ride is in the South West corner of the map.
The Supertram depot is to the East of the Park-and-Ride, with the Nunnery Square tram stop to the South.
The Woodbourn Road tram stop is in the North East corner of the map.

This second Google Map shows the lines around the Park-and-Ride.

I suspect that a connection between the Supertram system and the Sheffield and Lincoln Line, could be built to the North of the Nunnery Depot.

But would it be easier to continue to Sheffield station or pass through the station and terminate at Dore & Totley station?

I can’t be sure looking at the maps, but it could be logical that trains to and from Lincoln use the Southern pair of tracks past the Nunnery Depot, as they would be on the right side of the tracks for Lincoln.

This would make it easier to do the following.

Create a connection between the Nunnery Depot and the Sheffield and Lincoln Line, which would surely be needed for efficient maintenance and operation of tram-trains running to and from Waverley.
Allow tram-trains used to serve the proposed Waverley station to return to the Depot every night.
Allow tram-trains working between Sheffield and Meadowhall to use the Lincoln and Sheffield Line to enter the Nunnery Depot.
Build a tram stop/station by the Park-and-Ride.

There would also be less need to build another depot.

Looking at the maps, could there be space to extend the Nunnery Depot?

Conclusion

This could be a very good project.

It fits in well with the plans and needs of High Speed Two.
It connects the new Waverley station to Sheffield station.
It fits well with the Sheffield Region Transport Plan 2019.
It connects Sheffield, Rotherham and Doncaster to Doncaster Sheffield Airport.
It opens up the Hope Valley Line to improve services between Manchester and Sheffield.

I also don’t think, there’s any great risk!

July 12, 2020 Posted by AnonW | Transport/Travel | Barnsley Dearne Valley Station, Beauchief Station, Beeching Reversal, Clay Cross North Junction And Sheffield Electrification, Dore and Totley Station, Heeley Station, High Speed Two, Manchester Piccadilly Station, Midland Main Line, Millhouses & Eccleshall Station, Sheaf Valley Stations, Sheffield, Sheffield Region Transport Plan 2019, Sheffield Station, Sheffield Supertram, Sheffield Tram-Train, Sheffield Waverley Station, South Yorkshire Joint Railway, Transport for the North | 3 Comments

Beeching Reversal – A New Station At Waverley In Sheffield

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

In July 2019, I covered this new station in Sheffield Region Transport Plan 2019 – A New Tram-Train Route To A New Station At Waverley.

Note that to avoid confusion, I now refer to this station as Sheffield Waverley station.

This was my conclusion in the July 2019 post.

Why shouldn’t Sheffield have an advanced tram-train system to serve the Advanced Manufacturing Park?

I feel the service should be as follows.

- It should be terminated in a loop around the Waverley area and the Advanced Manufacturing Park.
- In the West it could terminate in Sheffield station or perhaps pass through and terminate in the West of the City.
- The service could be run using battery electric tram-trains, similar to the Class 398 tram-trains, that will be used on the South Wales Metro.

I don’t think that the engineering will be very challenging.

I shall be adding to this post.

July 11, 2020 Posted by AnonW | Transport/Travel | Beeching Reversal, Class 398 Tram-Train, Sheffield Region Transport Plan 2019, Sheffield Station, Sheffield Supertram, Sheffield Waverley Station, Stadler Citylink Metro Vehicle | 4 Comments

Discontinuous Electrification Through Leicester Station

Leicester station is an important station on the Midland Main Line

Leicester is an urban area of half a million people.
All of East Midlands Railway Intercity services call as they pass through the station.
Leicester station is only sixteen miles North of the end of the Southern electrification at Market Harborough station.
Birmingham New Street is 40 miles away.
Clay Cross North Junction is 50 miles away.
Derby is 29 miles away.
East Midlands Parkway is 19 miles away.
Long Eaton is 21 miles away.
Nottingham is 27 miles away.
Peterborough is 52 miles away.
Sheffield is 66 miles away.

A sensible decision would probably be to extend the electrification from Market Harborough to a few miles North of Leicester, so that battery-electric trains could reach all the places in the above list.

Unfortunately, the following about the bridge at the Southern end of Leicester station, must be noted.

The bridge doesn’t have sufficient clearance for electrification and would need to be rebuilt.
It carries the main A6 road to London over the railway.
The station building also spans the railway lines.
To complicate matters, there is an important sewer either in or under the bridge.

This Google Map shows the bridge and the Southern end of the station.

It looks to me, that Leicester station and the road, would have to be closed to traffic for some time, if the bridge were to be rebuilt, to allow the erection of electrification through the area.

A solution could be discontinuous electrification.

The electrification from the South, would finish on the South side of bridge.
The electrification from the North, would finish in Leicester station.
Electric trains would cover the gap of a few hundred metres on battery power.

Pantographs could be raised and lowered, where the wires exist.

On the North side of the bridge, this could be in Leicester station, whilst passengers are getting off and on the train.
On the South side of the bridge, this could be as far South as Market Harborough, which is sixteen miles away.

The other big problem area of electrification on the Midland Main Line is North of Derby, where the railway runs through the World Heritage Site of the Derwent Valley Mills. There might be serious opbjections to electrification in this area.

But if electrification were to be installed between Leicester and Derby stations, the following would be possible.
The Midland Main Line would be electrified at East Midlands Hub station.
Power could be taken from High Speed Two’s supply at East Midland Hub station.
Battery-electric trains could do a return trip to Nottingham from an electrified East Midlands Parkway, as it’s only sixteen miles in total.
Battery-electric trains could reach the High Speed Two spur into Sheffield at Clay Cross from Derby, as it’s only twenty-one miles.

I am assuming, that Hitachi’s Class 810 trains will have range of over fifty miles on battery power, which fits with Hitachi’s statements.

Conclusion

Discontinuous electrification and batteries on trains can solve the problem of electrification through Leicester station.

Also. electric trains could run between London and Sheffield, if the following were done.

The Class 810 trains were to be given a range of twenty-five miles
Electrification were to be erected between Leicester and Derby stations.
Electrification were to be erected between Sheffield and Clay Cross Junction, as required by High Speed Two.

The electrification could be brought forward, to bring Sheffield early benefits of High Speed Two.

June 25, 2020 Posted by AnonW | Transport/Travel | Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, Derby Station, Discontinuous Electrification, High Speed Two, Leicester Station, Midland Main Line, Sheffield Station, World Heritage Site | 9 Comments

Classic-Compatible High Speed Two Trains At East Midlands Hub Station

This article on Rail News, is entitled £2.7bn East Midlands Plan Unveiled For HS2 Links.

This is the first two paragraphs.

A bold plan costed at £2.7 billion for the area around the HS2 hub in the East Midlands has been published by a group of councils, transport bodies and East Midlands Airport.

The core of the scheme is the future East Midlands Hub at Toton, and the plan proposes direct access to the Hub from more than 20 cities, towns and villages in the East Midlands.

If you want to read the original report by Midlands Connect, there’s a download link on this page of their web site.

The original report has a section entitled Midlands Engine Rail, where this is said.

This project is fully integrated with Midlands Engine Rail, a rail improvement plan developed by Midlands Connect to revolutionise connectivity, mobility and productivity across the region. Midlands Engine Rail includes plans for two new HS2 classic-compatible services on an electrified Midland Main Line that will run direct from:

Bedford and Leeds via Leicester and East Midlands Hub

Nottingham and Birmingham Curzon Street via East Midlands Hub

These services can run on both electrified and high speed tracks, and would join the HS2 network at Toton, the HS2 East Midlands Hub, meaning that Nottingham and Leicester city centres are directly linked to HS2 without the need to change trains.

These improved connections will more than halve current journey times, with Leicester to Leeds dropping from 120 minutes to 46 minutes and Nottingham to Birmingham falling from 72 minutes to 33 minutes.

Note.

Between Bedford and East Midland Hub stations, the Midland Main Line is or soon will be an almost a complete 125 mph rail line.
It is likely, that with digital in-cab signalling, that faster running up to 140 mph may be permitted in places.
Between Birmingham Curzon Street and East Midlands Hub stations, trains will use High Speed Two at up to 205 mph.
Between Leeds and East Midlands Hub stations, trains will use High Speed Two at up to 205 mph.
Leeds and Birmingham Curzon Street station will be new stations for High Speed Two.

The Classic-Compatible Trains

These are described in this section in Wikipedia, by this sentence.

The classic-compatible 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. Such trains would allow running of HS2 services to the north of England and Scotland, although these non-tilting trains would run slower than existing tilting trains on conventional track. HS2 Ltd has stated that, because these trains must be specifically designed for the British network and cannot be bought “off-the-shelf”, these conventional trains were expected to be around 50% more expensive, costing around £40 million per train rather than £27 million for the captive stock.

The trains will have the same characteristics as the full-size trains.

Maximum speed of 225 mph.
Cruising speed of 205 mph on High Speed Two.
Length of 200 metres.
Ability to work in pairs.
A passenger capacity around 500-600 passengers.

It should be noted that one of these trains will be shorter than a pair of East Midlands Railway’s five-car Class 810 trains, which should avoid any serious platform lengthening on existing lines.

Bedford and Leeds via Leicester and East Midlands Hub

A few facts and thoughts.

The service is shown as stopping at Wellingborough, Kettering, Market Harborough, Leicester, Loughborough and East Midlands Hub.
The service frequency could be hourly, but two trains per hour (tph) would be better.
This service could be more important, than it appears, as by the time High Speed Two opens to Leeds, the East West Railway will be open through Bedford.
Would a terminal platform need to be added at Bedford station? As the station could be rebuilt for the East West Railway, this shouldn’t be a problem.
Leeds will have a new High Speed Two station or at least new platforms in the existing station.
The Bedford and Leeds service would join High Speed Two at East Midlands Hub and go North.
The Leeds and Bedford service would leave High Speed Two at East Midlands Hub and go South.

Leeds and Leicester will take 46 minutes, with High Speed Two’s journey time calculator, indicating twenty-seven minutes between East Midlands Hub and Leeds stations.

According to an article in the June 2020 Edition of Modern Railways High Speed Two is planning to run the following services on the Eastern leg of High Speed Two between East Midlands Hub and Leeds.

Two tph – Birmingham Curzon Street and Leeds
Three tph – London Euston and Leeds

There will be a Turn-Up-And-Go six tph service between East Midlands Hub and Leeds stations.

If the Bedford and Leeds service was an hourly service, when added to the current East Midlands Railway Inter-City services, it would give the following calling frequencies.

Wellingborough – 2 tph
Kettering – 2 tph
Market Harborough – 3 tph
Leicester – 5 tph
Loughborough – 3 tph
East Midlands Parkway – 2 tph

The calling pattern can be adjusted to the number of passengers.

Nottingham and Birmingham Curzon Street via East Midlands Hub

A few facts and thoughts.

The service is shown as only stopping at East Midlands Hub.
The service frequency could be hourly.
The service would go between East Midlands Hub and Nottingham using the Trowell Curve route, which I discussed in Access To Toton – Scheme 6 – Trowell Curve.
Nottingham station has long terminal platforms that take a full-length Inter-City 125.
Birmingham Curzon Street will be a new High Speed Two station.
The Nottingham and Birmingham Curzon Street service would join High Speed Two at East Midlands Hub and go South.
The Birmingham Curzon Street and Nottingham service would leave High Speed Two at East Midlands Hub and go North.

Nottingham and Birmingham Curzon Street will take 33 minutes, with High Speed Two’s journey time calculator, indicating twenty minutes, between Birmingham Curzon Street and East Midlands Hub stations.

According to an article in the June 2020 Edition of Modern Railways High Speed Two is planning to run the following services on the Eastern leg of High Speed Two from Birmingham Curzon Street.

Two tph – East Midlands Hub and Leeds
One tph – East Midlands Hub, York, Darlington, Durham and Newcastle.

There will be a Turn-Up-And-Go four tph service between East Midlands Hub and Birmingham Curzon Street stations.

Midland Main Line Electrification

Midlands Connect is calling for full electrification of the Midland Main Line.

The problem is electrification through Leicester station, where there is a low bridge over the track.

In Discontinuous Electrification Through Leicester Station, I showed how the problem might be solved by discontinuous electrification and battery-equipped trains.

The Shared High Speed Two Path

If you look at the two previous sections you’ll see the following.

The Birmingham Curzon Street and Nottingham service would leave High Speed Two at East Midlands Hub and go North.
The Bedford and Leeds service would join High Speed Two at East Midlands Hub and go North.
The Leeds and Bedford service would leave High Speed Two at East Midlands Hub and go South.
The Nottingham and Birmingham Curzon Street service would join High Speed Two at East Midlands Hub and go South.

The two services are using the same path on High Speed Two.

I would design the East Midlands Hub, so that High Speed Two and classic services going in the same direction shared an island platform.

Southbound services would behave like this.

The Nottingham to Birmingham Curzon Street train would arrive in the High Speed Two face of the platform.
The Leeds to Bedford train would arrive in the classic face of the platform.
Passengers who needed to change would walk across the platform.
When ready both trains would go on their way.

Northbound services would do something similar.

It would be an efficient way to organise interchange between services.

Train design would have to ensure, that all trains using the island platform had similar and preferably step-free access.
If Greater Anglia and Merseyrail, can do step-free access, then no train designer has an excuse not to.
Surely every High Speed Two train that arrives at East Midlands Hub, should be paired with a Midland Main Line service, if the timetable allows it.

The money being spent on High Speed Two means that the British public, won’t accept anything less than perfect.

Are There Any Other Possible Destinations For Classic-Compatible High Speed Two Trains From East Midlands Hub Station?

I will put these in alphabetical order.

Bedford

Consider.

Bedford is already planned to have one classic-compatible service to and from Leeds.
One of East Midlands Railway’s St. Pancras services calls at Bedford.
Bedford has a four tph Thameslink service to a large proportion of Central London and the South East of England.
Bedford has direct services to Gatwick Airport.
Bedford station will be expanded to accommodate the East West Railway.
In a few years, Bedford will be connected to Milton Keynes, Oxford and Reading by the East West Railway.
When the East Midlands Hub station opens, Bedford will be connected to Cambridge, Ipswich and Norwich by the East West Railway.

I feel there is a need for a Turn-Up-And-Go four tph service between Bedford and East Midlands Hub stations.

I estimate that between Bedford and East Midlands Parkway stations will have a journey time of around 60 minutes.

Cambridge

I believe that the East West Railway should be built to the same standard as the East Coast, Great Western, Midland and West Coast Main Lines.

Digitally signalled
125 mph-capable
Electrified

This would enable classic-compatible services to be extended from Bedford to the UK’s Technology Powerhouse; Cambridge.

As Bedford and East Midlands Parkway could be 60 minutes, timings depend on the times of the East West Railway, between Bedford and Cambridge.

Edinburgh

Consider.

Edinburgh is an important city; financially and politically.
Edinburgh is planned to have a classic-compatible service from London via the West Coast Main Line.
Newcastle is planned to have a classic-compatible service from East Midlands Hub

The city must be a possibility for a classic compatible service from East Midlands Hub.

I estimate that Edinburgh and East Midlands Parkway will have a journey time of a few minutes over two hours

Hull

This clip of a map from the Transport for the North report shows a schematic of the rail links in Yorkshire.

Hull is important for various reasons.

It is large city.
It is the Eastern terminus of an increasing number of routes.
It is becoming a manufacturing centre for North Sea wind.
The city will be the terminus of Northern Powerhouse Rail across the Pennines from Liverpool, Manchester and Leeds.
Some reports have shown the city as a terminus of the Western leg of High Speed Two.

For these reasons, I will add Hull to the list.

I estimate that Hull and East Midlands Parkway will have a journey time of under an hour.

Lincoln

Looking forward to 2040, I wouldn’t bet against Lincoln being a very important city in the UK.

It has history.
It is becoming an important higher education centre.
It has lots of space.
Train operating companies like LNER and East Midlands Railway are improving services to the city.

But most importantly, as Aberdeen became Scotland’s centre for North Sea Oil and Gas, I believe that Lincoln could become England’s centre for North Sea renewable electricity and hydrogen.

I estimate that Lincoln and East Midlands Parkway will have a journey time of around an hour.

Milton Keynes

As I said for Cambridge, I believe that the East West Railway should be built to the same standard as the East Coast, Great Western, Midland and West Coast Main Lines.

This would enable classic-compatible services to be extended from Bedford to Milton Keynes.

As Bedford and East Midlands Parkway could be 60 minutes, timings depend on the times of the East West Railway, between Bedford and Milton Keynes.

Newcastle

As Newcastle already has a direct High Speed Two classic-compatible connection to and from East Midlands Hub station, this must be a possibility.

According to High Speed Two’s journey time calculator<, trains between Newcastle and East Midland Hub stations will take 96 minutes.

Northern Powerhouse Rail

The map I showed with Hull could indicate that a train could take High Speed Two to Leeds and then power its way across the Pennines calling at Leeds, Huddersfield, Manchester Piccadilly, Manchester Airport and Liverpool.

East Midlands Railway would have found a replacement for the Western part of their Liverpool and Norwich service, which is one of the worst railway services in the UK.

Oxford And Reading

As I said for Cambridge, I believe that the East West Railway should be built to the same standard as the East Coast, Great Western, Midland and West Coast Main Lines.

This would enable classic-compatible services to be extended from Bedford to Oxford and Reading.

As Bedford and East Midlands Parkway could be 60 minutes, timings depend on the times of the East West Railway, between Bedford and Oxford and Reading.

Peterborough

I think Peterborough could be an interesting possibility.

It is the gateway to the East of England.
It is a fully-electrified station.
It has seven platforms with space for more.
Most platforms could take a two hundred metre long train.

East Midlands Railway’s Liverpool and Norwich service, links Peterborough with Nottingham.

That section of the route is 52 miles long.
29 miles of the route on the East Coast Main Line are electrified.
The 100 mph Class 158 trains take 67 minutes and 30 minutes to travel between the two stops at Grantham and Peterborough.
Some of LNER’s 125 mph electric Class 800 trains are timetabled to travel between the two stops at Grantham and Peterborough as fast as 18 minutes.

What time will be achievable on this short length of electrified track, when digital signalling is fully-deployed and 140 mph running is possible?

I can certainly see a bi-mode Class 801 train going between Peterborough and Nottingham in under an hour.

I also think that they could equal East Midlands Railway’s times to Nottingham going from Kings Cross via Grantham.

In Access To Toton – Scheme 6 – Trowell Curve, I advocated the following electrification, to allow battery-electric trains to work the Nottingham and Skegness service.

The Allington Chord between Bottesford and Ancaster stations.
The line linking the chord to Grantham station.

As Nottingham station will surely be electrified to allow classic-compatible High Speed Two trains to run between the station and Birmingham using High Speed Two, there will only be sixteen miles of double-track between Bottesford and Nottingham station without electrification.

I have just flown my helicopter along the route and there are one or two bridges and Netherfield station, that will need a rebuild, but it wouldn’t be the most challenging of electrifications.

Especially, as there is High Speed Two and the East Coast Main Line to provide power at both ends of the route.

But as it is only sixteen miles would they use battery-electric high-speed trains.

Surely, that is a crazy idea?

In Will High Speed Two’s Classic-Compatible Trains Have Battery Operation?, I explain why you would use such a concept to create an efficient train.

The batteries drive the train and they are charged from the electrification and regenerative braking.
Batteries would give a train recovery capability in case of overhead catenary failure.
Batteries would be used for depot movements.

In Will The Trains On High Speed Two Have Batteries For Regenerative Braking?, I do a calculation for the battery size needed for a 250 mph Spanish high speed train and the batteries are surprisingly small, at 100 kWh per carriage.

I firmly believe, that the mathematics say it is possible for a high speed train to use on-board battery power to perhaps do thirty miles at say 90 mph on a line without electrification.

Sheffield

As Sheffield station will have a direct High Speed Two connection to and from East Midlands Hub station, this must be a possibility.

According to High Speed Two’s journey time calculator, trains between Sheffield and East Midland Hub stations will take 27 minutes.

Note.

An article in the June 2020 Edition of Modern Railways shows that the Eastern leg of High Speed Two is planned to have nine tph, against a theoretical limit of 18 tph.
The Leeds-Bedford and Nottingham-Birmingham Curzon Street will use another path.
Not all services would need to be hourly.
Could some CrossCountry services be replaced with classic-compatible services?

I feel there is plenty of scope to develop more classic-compatible services along the Eastern leg of High Speed Two.

May 31, 2020 Posted by AnonW | Transport/Travel | Access To Toton, Bedford Station, Birmingham Curzon Street Station, East Midlands Hub Station, East Midlands Railway, East West Railway, High Speed Two, High Speed Two Classic-Compatible Trains, HS3/Northern Powerhouse Rail, Leeds Station, Leicester Station, Liverpool And Norwich Train Service, Midlands Connect, Midlands Engine Rail, Nottingham Station, Sheffield Station | 6 Comments

Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield

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

The Route

This Google Map shows where the Barrow Hill Line starts at Tapton Junction near Chesterfield station.

Note.

Chesterfield station is less than a mile to the South.
The left railway going North is the Midland Main Line to Sheffield
The right railway going North is the Barrow Hill Line.

The Barrow Hill Line turns slightly to the East and this Google Map shows it passing through Barrow Hill, which gives the route its name.

Note.

The historic Barrow Hill Roundhouse and some rail-related businesses to the North of the line.

There used to be a station here called Barrow Hill! What a surprise!

The Wikipedia entry for Barrow Hill station has a section called Modern Traffic, where this is said.

At 22 June 2013 the line is part of the Midland Main Line. It is used predominantly for freight, with a handful of passenger trains going the “long way round” from Chesterfield to Sheffield via the Old Road and Darnall largely to retain staff route knowledge in case of diversions.

The Wikipedia entry for the station also has a section called Possible Future, which is worth a read, as it lists other mothballed rail lines in the area, that could be developed.

Follow the Barrow Hill Line to the North-East and it goes through a mix of agricultural land, industrial dereliction, modern factories and nature reserves before it splits near Beighton.

This Google Map shows the area.

Note.

The rail lines splitting by the Rother Valley Country Park at Beighton Junction.
Barrow Hill is to the South.
There used to be a station at Beighton.
Woodhouse station is in the North West corner of the map.
Woodhouse station is on the Sheffield-Lincoln Line, which can be seen crossing the area.
Trains taking the left fork at Beighton Junction can go to Sheffield via Woodhouse and Darnall stations.
Trains taking the right fork go under the Sheffield-Lincoln line and have connections to a large number of destinations for both freight and passengers.

It looks to me, that it is proposed to convert this long-way round route, into a second route between Sheffield and Chesterfield.

Stations exist at Woodhouse and Darnall.
Stations used to exist at Barrow Hill, Eckington & Renishaw, Killamarsh West and Beighton.
The route would surely be very useful, when the Midland Main Line route between Sheffield and Chesterfield is updated for High Speed Two.
The route might also be very useful for East Midlands Railway to develop services to Rotherham and other places to the East of Sheffield.
I’ve found a train that takes this route between Chesterfield and Sheffield and with no stops it took twenty-five minutes.
Typically, the direct route takes about eleven minutes.

I can see several possibilities for local, regional and national services using the Barrow Hill Line.

I have a few questions.

Would The Barrow Hill Line Be Electrified?

It has been stated that High Speed Two and the Midland Main Line will share an electrified corridor from Clay Cross North Junction to Sheffield via Chesterfield.

So as both stations will be electrified, it would not be any problem to rustle up a good electricity supply to power an electrified Barrow Hill Route.
Electrification might narrow the fourteen minute difference between the routes.
Electrification would allow East Midlands Railway‘s new Class 810 trains to have a second electrified route into Sheffield.
Is there a case for a service between London and the South of England and the South and East of Sheffield?

I think electrification of the Barrow Hill Line is more than a possibility.

Would Gauge-Clearance For Electrification Be Difficult?

As the route is already cleared for freight trains with the largest containers, it won’t be as difficult as some routes.

Could Tram-Trains Be Used Between Sheffield And Chesterfield On The Barrow Hill Line?

In Sheffield Region Transport Plan 2019 – A New Tram-Train Route To A New Station At Waverley, I talked about a plan by the Sheffield Region for a new tram-train route between Sheffield station and a new housing district of Waverley on the Sheffield-Lincoln Line.

Waverley is between Darnall and Woodhouse stations.
The new Advanced Manufacturing Park would also be served.
Tram-trains could venture further down the Sheffield-Lincoln Line, if that was so desired.

If tram-trains were used on the Barrow Hill Line, between Sheffield and Chesterfield, both routes would share the track between Sheffield and Darnall stations.

Note that tram-trains would be able to share tracks with all electric trains used around Sheffield, including freight trains and the Class 810 trains.

Note that the stations for tram-trains can be much simpler and even share platforms with full-size trains.

The pictures show Class 399 tram-trains at Rotherham Parkgate and Rotherham Central stations.

I feel with innovative design, the whole route between Sheffield and Chesterfield could be run using tram-trains.
The route could be electrified with 25 KVAC overhead wires.
Instead of taking the Sheffield fork at Beighton Junction, the tram-trains could also take the right fork and link Chesterfield with Barnsley, Doncaster, Rotherham and Swinton.
These tram-trains also come with batteries, if that is needed.

Barnsley, Chesterfield, Rotherham and Sheffield could be getting a lot of better connectivity and the Barrow Hill Line is key.

Conclusion

This looks to be a very sensible project.

It could be run with either trains or tram-trams.
It should be electrified, so it could be zero-carbon.
Tram-trains could be used to make stations simpler.
It could give an alternative route for electric trains to Sheffield station.
The track is already there and regularly used.

But surely the biggest reason to built it, is that it appears to open up a lot of South and South-East Sheffield and North-East Chesterfield for development.

May 25, 2020 Posted by AnonW | Transport/Travel | Barrow Hill Line, Chesterfield, Chesterfield Station, Class 399 Tram-Train, Clay Cross North Junction, Clay Cross North Junction And Sheffield Electrification, Development, Restoring Your Railway Fund, Sheffield, Sheffield Station, Tram-Train | 11 Comments

Mule Trains Between Liverpool And Norwich

I have done two trips to Liverpool in the last week.

On Saturday, I saw this collection of one-car Class 153 trains with a two-car Class 156 train thrown in.

They were forming one of East Midlands Railway‘s Liverpool and Norwich services.

And then yesterday, I had to travel between Liverpool and Sheffield and this was the collection of trains that took me.

So what was it like?

It started badly, with the driver announcing that because of the late arrival due to an undisclosed problem with the incoming train, that we would be leaving ten minutes after the planned departure time of 1551. He also indicated that our late departure meant that we would be stuck behind one of Northern’s services.

In the end, despite the gloomy faces of passengers we left twelve minutes late at 1603.

It was a bit like one of those classic films, where an ancient train escapes in the nick of time, with a lot of important and assorted passengers.

The asthmatic Cummins diesels under the train could be heard straining.

But the driver was at the top of his game and the train was running smoothly towards Manchester at close to 75 mph, which is the maximum speed of a Class 153 train.
At Manchester Piccadilly, the driver had pulled back two minutes.
There were obviously, no problems on the Dove Valley Line and the driver pulled back another minute before Sheffield, to arrive nine minutes late.

Looking at Real Time Trains, the train ran well until March (The place, not the month!), but there was some form of delay there and sadly it was thirty-four minutes late into Norwich.

The Train Was Clean

I should say there was nothing wrong with the train except for its design and age. It was also as clean as you can get one of these trains. The toilet, that I used was better than many I’ve used on trains and worked as it should.

Customer Service

East Midlands Railway had loaded a trolley and a steward and in the two hours I was on the train, he came through twice. The only problem for me, that he had no card machine, but I did find a fiver in my briefcase.

At least it was very drinkable. Even, if I hate those plastic tubs of milk, as they are difficult to open with one good hand.

Where Did Two Cars Go?

I had been fairly certain, that we had started with six cars, but we only arrived in Sheffield with four Class 153 trains.

I suspect that the trouble that delayed the train, concerned two cars and these were left on the naughty step or the end of Platform 6 in Liverpool Lime Street station.

Being Fair To East Midlands Railway

This service used to be run by a four-car formation of two-car Class 158 trains, but these have been causing trouble lately and they will be replaced by Class 170 trains cascaded from other operators.

But because of late arrivals of new trains the much better Class 170 trains haven’t arrived yet.

The driver, steward and other staff did a good job and I feel that the steward enjoyed it. No-one was abusive and stories were just exchanged, as we climbed across the Pennines in what by Sheffield was a very crowded train.

Class 153 trains may have been built as a stop-gap for short branch lines, but you couldn’t fault their performance.

Unless of course, one caused the delay at March, by expiring in a cloud of blue smoke.

Other Observations

These are other observations.

Scheduled Journey Times

On my journey the scheduled times were

Liverpool and Manchester Oxford Road – forty-seven minutes.
Liverpool and Sheffield – one hour and forty-eight minutes.
Liverpool and Nottingham – two hour and forty minutes.
Liverpool and Norwich – Five hours and twenty-seven minutes

The train considering the configuration, nearly achieved them.

It’s probably the motoring equivalent of doing the journey in a Morris Minor!

The Nine Stops Were Executed Perfectly

There were nine stops on my journey and eight took less than a minute, with Sheffield taking four, as the driver and crew changed.

A modern train like a Class 755 train, with fast acceleration and level boarding could probably save up to three minutes a time on each stop.

The Route Is A Genuine 75 mph Railway In Good Condition

I was checking the speed of the train on parts of the route and the driver had his motley crew at a steady 75 mph for long periods.

The train was riding well, indicating to me, that both trains and track were in reasonably good condition.
Note that 75 mph is the maximum speed of a Class 153 train.
The train recovered three minutes on the late departure from Liverpool.

I can see a faster train and improvements to the route, some of which are underway, could reduce the journey time by a few minutes.

Could Merseyrail’s New Class 777 Trains Work To The Bay Platform At Oxford Road?

Merseyrail’s new Class 777 trains will have the following performance.

A possible range of perhaps 40-50 miles on battery power.
An operating speed of 75 mph.
An acceleration rate of 1.1 m/sec², which is faster than a Class 153 or Class 170 train.
Fast stops due to regenerative braking, fast acceleration and level boarding.

As Liverpool Lime Street to Oxford Road is thirty four miles of which nine is electrified, I suspect that these new trains could extend Merseyrail’s Northern Line service from Hunts Cross to Manchester Oxford Road.

Two trains per hour (tph), but I’m sure four tph would transform the area.
I doubt any track modifications would be needed.

But would Liverpool and Manchester be able to sort out the local politics?

The Future Of The Liverpool And Norwich Service

This service will probably be spilt into two services.

Liverpool Lime Street and Derby, which could be run by TransPennine Express or Northern Trains.
Derby and Norwich, which would be run by East Midlands Railway.

As to the trains to be used, consider the following.

The Liverpool and Derby leg would probably need six trains, with the same number needed for Derby and Norwich, or twelve in total.

Currently, eleven or twelve is needed for the longer service.

Sections of the route like through Manchester and between Grantham and Peterborough are electrified.

There are even sections of route, where 125 mph running is possible.

Run reliably to an hourly frequency, I think that this service could attract passengers, especially, as it would serve Derby and extra stops like Ilkeston and Warrington West could be added.

This leads to the following trains being possibilities.

Class 802 trains – 125 mph bi-mode train of which TransPennine Express have 19 trains.

Class 185 trains – 100 mph diesel train of which TransPennine Express have 51 trains.

Class 810 trains – 125 mph bi-mode train of which East Midlands Railway have ordered 33 trains.

Class 755 trains – 100 mph diesel train of which Greater Anglia have 38 trains, which are based at Norwich.

Alstom Breeze hydrogen trains could be ideal for Liverpool and Derby.

Note.

Greater Anglia and East Midlands Railway are both subsidiaries of Abellio.
Developments of Class 755 trains could include battery and hydrogen versions.
I suspect that 125 mph trains may be required for both legs, to maximise capacity on the East Coast Main Line and Midland Main Line.

The trains will certainly get better.

January 29, 2020 Posted by AnonW | Transport/Travel | Class 153 Train, Class 156 Train, Class 170 Train, Class 321 Hydrogen/Alstom Breeze, Class 755 Train, Class 777 Train, Class 802 Train, Class 810 Train, Derby, East Midlands Railway, Liverpool And Norwich Train Service, Liverpool Lime Street Station, Manchester Oxford Road Station, Norwich Station, Sheffield Station, TransPennine Express | 6 Comments

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

But it will be about how I’m coping with the loss of my wife and son to cancer in recent years and how I manage with being a coeliac and recovering from a stroke. It will be about travel, sport, engineering, food, art, computers, large projects and London, that are some of the passions that fill my life.

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The Anonymous Widower

Hull Issues New Plea For Electrification

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

Dore And Totley Station – 13th July 2020

Along The Hope Valley Line – 13th July 2020

Beeching Reversal – Sheaf Valley Stations

Beeching Reversal – A New Station At Waverley In Sheffield

Discontinuous Electrification Through Leicester Station

Classic-Compatible High Speed Two Trains At East Midlands Hub Station

Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield

Mule Trains Between Liverpool And Norwich

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