The Anonymous Widower

To Middlesbrough By LNER

Today, I took the new LNER service to Middlesbrough.

It left at 15:25 and should have arrived in just under three hours. But it was eighteen minutes late.

I took these pictures of our arrival in Middlesbrough.

Note.

  1. The train wasn’t full at Middlesbrough.
  2. Quite a few passengers left and joined at York.
  3. There were also a good number of leavers at Thornaby.
  4. The train was five cars.

As it is only the third day of the new service, passenger numbers seem to me to be on-line with what I’ve seen for other new services.

I have a few thoughts.

Is A London and Middlesbrough Service Needed?

In the 1970s, when I worked at ICI, I would regularly travel to Middlesbrough from London for a day’s work at their Wilton site.

In those days there was no direct train and you had to change at Darlington.

Since then I’ve also travelled to Middlesbrough to see football matches and visit the local countryside.

I suspect I’ve done well over fifty trips between the town and London, but today’s trip was my first one that was direct.

Will More Services Be Added?

If you look at LNER’s service patterns to Harrogate and Lincoln, they started with a single service and have quietly grown to between five and seven trains per day (tpd) in both directions.

I suspect that an early and a late train are essential to allow a full day in London or Middlesbrough.

Could This Route Be Run By A Nine-Car Train?

I suspect normally, a five-car train would be sufficient, but suppose one of the big London football clubs was playing Middlesbrough in an FA Cup quarter final, LNER might like to add capacity for the match.

King’s Cross and York stations regularly handle nine-car Azuma trains and from my pictures, it looks like Middlesbrough can too! The only other stop is Thornaby station, which is shown in this Google Map.

I suspect that it might just be possible, if Thornaby passengers were told to get in the first six cars.

Could This Route Be Run By A Battery-Electric Train?

Consider.

  • The trains run on diesel power North of Longlands junction, where they leave and join the East Coast Main Line.
  • It is a distance of only 22.2 miles.

With some form of charging at Middlesbrough, I think that within a few years, this could be an all-electric service.

It would be very handy for Hitachi, as any possible customers for battery-electric trains could be given a demo to or from London.

I Think The Stop At York Is A Good Idea

It could be argued that LNER’s King’s Cross and Middlesbrough service is two services in one.

  • A direct service between London King’s Cross and Thornaby and Middlesbrough.
  • A fast non-stop service between London King’s Cross and York, that takes several minutes under two hours.

Hence my view, that the York stop is a good idea.

Could The Middlesbrough Service Split And Join With Another Service At York?

The Middlesbrough service takes five minutes for the stop at York, but other services only take three minutes.

Has the longer stop been inserted into the timetable, so that the Middlesbrough timetable can be split to serve two separate destinations?

  • Secondary destinations would have to be North of York or York station itself.
  • These could include Bishops Auckland, Edinburgh, Newcastle, Scarborough and Sunderland.
  • Given the arguments, there have been over the new timetable not calling at smaller stations, could these be served by a train to Newcastle?

There are quite a few sensible possibilities.

An alternative could be to split and join at Thornaby to serve both Middlesbrough and Sunderland.

December 15, 2021 Posted by | Transport/Travel | , , , , , , , , | 1 Comment

Are Short Lengths Of High Speed Line A Good Idea?

In New ‘HS3’ Link To Yorkshire Proposed By Thinktank After Region’s HS2 Axe, I showed that a short length of faster by-pass line could give decent ties savings.

So in this post, I will look at home much time, diversions or by-passes like the Selby Diversion could save.

The diversion runs between Temple Hirst Junction and Colton Junction.

  • It is 13.8 miles long.
  • A typical train takes 7.5 minutes, which is an average speed of 115 mph.
  • But Wikipedia claim that the route was well-designed and British Rail felt it was good for 160 mph.

So what times are possible at various speeds?

  • 115 mph – 7.5 minutes
  • 120 mph – 6.9 minutes
  • 130 mph – 6.4 minutes
  • 140 mph – 5.9 minutes
  • 150 mph – 5.5 minutes
  • 160 mph – 5.2 minutes
  • 180 mph – 4.6 minutes

They are not great savings, but if you could increase operating speed on straight sections of thirty miles and raise the average speed from 120 to 180 mph, that would save five minutes. It would all mount up.

If you look at the railway maps of the UK, there are sections of the East Coast Main Line, Great Western Main Line, Midland Main Line and West Coast Main Line, where the track is straight and sometimes as many as four-tracks.

Stevenage Station And Stoke Junction

A simple example in a few years could be between just North of Stevenage station and Stoke junction, which after current works and some others could be four tracks all the way.

  • It is 72.2 miles.
  • Trains take 39 minutes.
  • My timings give an average speed of 111 mph.
  • There are a number of level crossings.
  • Flat junctions at Hitchin and Werrington have been replaced with grade separated junctions.

Note that it is longer than the Cologne-Aachen high speed railway in Germany, which is only 43 miles long and has an operating speed of 250 kph or 155.3 mph.

Savings on the Stevenage and Stoke stretch could be as follows.

  • 140 mph – eight minutes
  • 155.3 mph – eleven minutes
  • 160 mph – twelve minutes
  • 180 mph – fifteen minutes.
  • 200 mph – seventeen minutes.

This alone could mean that London Kings Cross and Leeds could be around two hours with trains such as the proposed High Speed Two Classic-Compatible Trains.

It couldn’t be extended to the North very easily as Stoke Tunnel is between Stoke junction and Grantham.

This Google Map shows the tunnel.

If it could easily be converted into a four-track cutting, this would add nearly six miles to the four-track section with high speed lines in the middle and slow lines on the outside.

A Diversion At York

When improving speeds and times on the East Coast Main Line, a diversion at York is sometimes mentioned.

The Google Map shows the East Coast Main Line, as it goes through York station.

Note.

  1. York station is in the South East corner of the map.
  2. The River Ouse meandering North from near the station, before turning West at the top of the map.
  3. The East Coast Main Line running North from the station to the West of the river.

The railway crosses the river just to the North of Skelton junction.

This Google Map shows the tracks at York in more detail.

Note.

  1. The River Ouse in the North-East corner of the map.
  2. The East Coast Main Line through York station curving round the Railway Museum, before going North.
  3. A second rail route and sidings to the West of the East Coast Main Line can be seen.

Could a diversion route be created between Holgate and Skelton junctions on railway land?

  • It would be about two miles long.
  • It could be built to also sort out the bottleneck at Skelton junction.
  • It might be possible to extend the fast line to Northallerton station.

This could create up to thirty miles of fast lines between Holgate junction and Northallerton.

A Diversion At Durham

When improving speeds and times on the East Coast Main Line, a diversion at Durham is sometimes mentioned.

The Google Map shows the East Coast Main Line, as it goes through Durham station.

Note.

  1. I have arranged the map so that the East Coast Main Line goes between the South-West and North-East corners of the map.
  2. Durham station is clearly visible.
  3. The railway line curves East towards the station around Nevilles Cross after running North from the South.

This Google Map shows the East Coast Main Line, as it goes through Chester-le-Street station.

Note.

  1. Chester-le-Street station is in the North-East corner of the map.
  2. The East Coast Main Line runs North-South down the middle of the map.
  3. About halfway down the map, the East Coast Main Line starts to veer to the East.

If you look at the bigger picture of these maps, it appears that to serve Durham, the line took a loop to the East, so would a diversion cut off the corner between Chester-le-Street and Nevilles Cross and put Durham on a loop?

It would be a bit shorter, but it could be built to enable running at a higher speed.

Short German High Speed Lines

I have travelled a lot on German trains and they have some of our problems.

  • Infrastructure dating back to the times of Kaiser Bill.
  • A high mileage of track without electrification.
  • Less high speed railways than France or Spain.

They are creating several high speed railways.

Earlier, I indicated that the Cologne-Aachen high speed railway, which is only 43 miles long, has an operating speed of 250 kph.

Other short high speed railways include.

Note, that the Germans are still upgrading lines to 200 kph or 125 mph.

The Germans would appear to favour some shorter high speed lines, so it must be a worthwhile philosophy.

Conclusion

I very much feel there is scope to create some new high speed sections on the current UK network, with only building very little outside of the current land used by the network.

As with Germany would it be worthwhile to upgrade some lines to 125 mph running?

These could be possibilities.

There are probably others.

 

December 8, 2021 Posted by | Transport/Travel | , , , , , | 15 Comments

The Integrated Rail Plan For The North And Midlands And The East Coast Main Line

Note that this is not a finished post.

To read the The Integrated Rail Plan For The North And Midlands (IRP), click this link.

There is a section in the IRP called Serving Leeds, York and North East England.

It is a section of six paragraphs and I shall describe their contents in detail separately.

Paragraph 3.41

This is said in the IRP.

Under the original plans, HS2 trains would have served Leeds, York and North East England via the West Midlands, with the Eastern Leg branching off from the Phase One line just north of Birmingham Interchange.

This is a significantly longer route than the current East Coast Main Line from King’s Cross, which goes directly up the eastern side of the country.

Due to capacity constraints north of Doncaster HS2 trains to Newcastle and York could also only be accommodated at the expense of existing services, potentially reducing or removing connections between the North East and Doncaster, Newark and Peterborough.

Unlike the West Coast Main Line, there is also potential to lengthen existing trains by up to three carriages, increasing the number of seats on those trains by around 40%.

Geography wins and I’ll discuss the train lengthening later.

Paragraph 3.42

This is said in the IRP.

The IRP has concluded in favour of a significant package of upgrades to the East Coast Main Line which could deliver similar journey times to London and capacity improvements for York and the North East as the original proposals – but many years sooner, and with operational carbon savings because trains will be taking a shorter route.

Speed is important in both project delivery and running of the trains.

Paragraph 3.43

This is said in the IRP.

We are therefore taking forward a substantial package of investment for the East Coast Main Line between London and Leeds and the North East, subject to future business case. Development work will consider interventions from both NPR designs undertaken by Network Rail, mainly focussed on York and northwards, and work undertaken by Mott MacDonald for the Department for Transport focused on the line south of York. North of York we will look to increase the number of paths for long distance high speed trains from 6 to 7 or 8 per hour. In addition to the already planned roll-out of digital signalling, work is expected to include looking at opportunities to improve rolling stock performance; power supply upgrades to allow longer and faster trains; route upgrades to allow higher speeds, including of up to 140mph on some sections; measures to tackle bottlenecks, for example south of Peterborough and at stations and junctions such as Newark, Doncaster, York, Northallerton, Darlington and Newcastle all of which limit speed and capacity; and to replace level crossings where needed.

We will ask Network Rail to now take forward these proposals, including considering any alternatives which may deliver better outputs and/or more cost-effective solutions.

I’ll discuss a lot of this later in more detail.

Paragraph 3.44

This is said in the IRP.

This package is intended to:

    • Cut journey times from London to a range of destinations, including Leeds, Darlington, Northallerton, Durham, and Newcastle by up to 28 minutes, bringing journey times closer to those proposed by HS2, much earlier than previously planned;
    • Allow the introduction of longer trains, increasing the number of seats;
    • Provide 7–8 long distance high speed paths per hour north of York to Newcastle, compared to the current 6 paths (and so allowing a minimum of two fast Manchester to Newcastle services each hour alongside other ambitions);
    • Improve performance and reliability, enabling faster and more reliable services for passengers.

I’ll discuss a lot of this later in more detail.

Paragraph 3.45

This is said in the IRP.

Journey times from London to Newcastle under this plan could be as little as 2 hrs 25-28 minutes (subject to stopping pattern), about 21-24 minutes faster than now and 8 minutes slower than under the full HS2 plans.

Journey times to York and Darlington under this plan would be about 15 minutes faster than now and 12-14 minutes slower than under the full HS2 plans.

Journey times from London to Leeds, at around 1 hour 53, would be about 20 minutes faster than now, but 32 minutes slower than under the full HS2 plans.

I’ll discuss a lot of this later in more detail.

Paragraph 3.46

This is said in the IRP.

Journey times from Birmingham to Leeds would be around 30 minutes faster than the current typical time, and, subject
to further analysis, York and the North East could be would be around 30 minutes faster than the current typical time,
via HS2 Western Leg, Manchester and NPR (based on indicative train service).

I’ll discuss a lot of this later in more detail.

My Thoughts

These are my thoughts.

Longer Trains

This is said in Paragraph 3.41

Unlike the West Coast Main Line, there is also potential to lengthen existing trains by up to three carriages, increasing the number of seats on those trains by around 40%.

The Hitachi Class 800, Class 801, Class 802 and Class 803 trains, that run the routes out of King’s Cross come in lengths of five, nine and ten coaches.

  • The maximum length of an individual train is twelve cars according to this Hitachi document.
  • All destinations with the possible exception of Harrogate, Lincoln and Middlesbrough can handle the current nine-car trains.
  • Lengthening a five-car train by three cars would increase capacity by 60 %. You’d just run a current nine-car train.
  • Lengthening a nine-car train by three cars would increase capacity by 33.3 %. Poor maths but possible.
  • Lengthening a ten-car train by three cars would increase capacity by 30 %. Two trains would have to be lengthened, as ten-car trains are a pair of five-car trains.

It looks to me that the IRP is talking about running twelve-car trains.

  • The Hitachi trains are all plug-and-play.
  • The main stations on the route are Doncaster, Edinburgh, King’s Cross, Leeds, Newcastle and York.
  • Some platforms would need to be lengthened, but some like Edinburgh, Leeds and York are probably already long enough.

But what about the important London terminus at King’s Cross?

These pictures show the Northern ends of the platforms at King’s Cross station.

The two trains are both nine-car Hitachi Class 800 or Class 801 trains and I was standing in line with their noses.

I wonder what is the maximum length of trains that can be handled in these platforms.

  • They can certainly handle ten-car trains, as LNER run these to Leeds.
  • Looking at maps, I suspect that eleven-car trains could be the largest that can be handled.

I suspect it will be tight, but I suspect with a simple platform extension, twelve car trains could be accommodated in King’s Cross station.

Journey Times

These times come from High Speed Two’s Journey Planner and the IRP.

  • London and Edinburgh – Three hours and forty-eight minutes – Four hours and nineteen minutes – Three hours and fifty-eight minutes – My estimate based on IRP figures
  • London and Newcastle – Two hours and seventeen minutes – Two hours and forty-nine minutes – Two hours and 25-28 minutes
  • London and Durham – Two hours and sixteen minutes – Two hours and fifty-five minutes – Two hours and forty minutes
  • London and Darlington – One hour and fifty minutes – Two hours and twenty-two minutes – Two hours and seven minutes
  • London and York – One hour and twenty-four minutes – Two hours and ten minutes – One hour and fifty-five minutes – My estimate based on IRP figures
  • London and Leeds – One hour and twenty-one minutes – Two hours and thirteen minutes – One hour and fifty-three minutes

Note.

  1. The first time is that from High Speed Two, which assumes the Eastern Leg of High Speed Two has been built.
  2. The second time is the current best time via the East Coast Main Line.
  3. The third time is the IRP’s estimate via an upgraded East Coast Main Line.
  4. Where the estimates are mine it is noted.

London and York and London and Leeds are under two hours, London and Newcastle is under three hours and London and Edinburgh is under four hours.

Are these times fast enough for modal shift from the Air and Roads to Rail?

Project Delivery

Rail projects in the UK have a variable record in the delivering of projects on time and on budget.

I haven’t done the full analysis, but I do believe that smaller projects have a better record of delivery, based on media reports.

In Railway Restored: Regular Trains To Run On Dartmoor Line For First Time In 50 Years, Network Rail have delivered an important smaller project, for which I said.

Network Rail have set themselves a good precedent to open the line in nine months and £10 million under budget.

As the improvement of the East Coast Main Line is more of a succession of smaller projects, rather than one large project does this mean it is more likely to be delivered on time and on budget?

Extra Paths

This is said in Paragraph 3.43

North of York we will look to increase the number of paths for long distance high speed trains from 6 to 7 or 8 per hour.

One of the min reasons for building High Speed Two, but here we have extra capacity being created on the East Coast Main Line.

One extra path would be very good, but two would be excellent.

Power Supply Upgrades

In the last eighteen months, I’ve written two articles about updating of the power supply on the East Coast Main Line.

The second article talks about the involvement of the University of Leeds to get the power supply to a high standard.

It does appear that Network Rail are doing all they can to enable the East Coast Main Line to handle the eight electric trains per hour

140 mph Running

There are several elements to the successful achievement of 140 mph running on a railway.

  • The trains must be capable of running safely at 140 mph.
  • The track must be able to support trains at that speed.
  • The signalling must be in-cab and fully tested.
  • The electrification must be designed for running at the required speed.
  • The drivers must be fully trained.

Note.

  1. There are certainly 140 mph trains in service and there are tracks in the UK, where they can be tested at that speed.
  2. I wouldn’t be surprised as we have been running 140 mph InterCity 225 trains on the East Coast Main Line for thirty years, that a lot of the track is already profiled for 140 mph running.
  3. The digital signalling is being installed.
  4. The electrification on the East Coast Main Line has been dodgy for years, but is now being upgraded.
  5. Drivers are probably the least to worry about, as they probably know the route well and are honing their skills in simulators.

I can see 140 mph running being delivered in stages and on time.

Darlington Improvements

In First Phase Of ‘Transformational’ Darlington Rail Station Upgrade Approved, I said this about the improvements at Darlington station.

This upgrade is on the Eastern side of the current station and will include a new entrance, station building, concourse and three new platforms.

This design should allow the following.

    • LNER, High Speed Two and other expresses not stopping at the Darlington station to pass through at speeds of up to 125 mph or more.
    • Expresses stopping in the station will slow and accelerate in less time than they do now.
    • It will probably allow more local trains to Bishops Auckland, Middlesbrough and Saltburn

A seventy-five percent increase in platforms probably offers other advantages.

This could knock several minutes off journey times.

York Improvements

I describe this problem and my solution in Improving The North Throat Of York Station Including Skelton Bridge Junction.

My solution won’t happen, as I advocate replacing the historic Skelton Bridge with a modern four-track bridge.

Effects On Lincoln Service

It will be interesting to see how the improvements to the East Coast Main Line effect LNER’s service between King’s Cross and Lincoln.

Any time improvements South of Newatk will surely be reflected in the time between King’s Cross and Lincoln.

Conclusion

The plan seems feasible to me.

November 24, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , | 4 Comments

Improving The North Throat Of York Station Including Skelton Bridge Junction

On the thirty mile stretch of the East Coast Main Line, between York and Northallerton stations, the route is mainly four tracks.

But three miles North of York there is Skelton Bridge over the River Ouse, which is shown in this Google Map.

Zooming closer, I clipped this second Google Map.

Note.

  1. There are actually two bridges over the River Ouse.
  2. The East bridge is a double-track bridge and is the original stone arch bridge.
  3. The West bridge was added later and I suspect has little architectural merit.
  4. The tracks on both sides of the bridge are extremely complicated.

If you look at the timings, trains seem to take one of two timings between York and Northallerton.

  • 17-18 minutes, which is almost an average speed of 100 mph.
  • 27 minutes, which is 67 mph.

Incidentally, one of Drax’s long biomass trains managed a time of 27 minutes.

Would going faster save any minutes?

  • A 110 mph average would give a time of 16.4 minutes
  • A 120 mph average would give a time of 15 minutes
  • A 125 mph average would give a time of 14.4 minutes
  • A 140 mph average would give a time of 12.9 minutes

On the face of it, it doesn’t appear that there are very large time savings, to be achieved.

On the other hand, if all trains can pass through Skelton Bridge and its complicated junction, without slowing, delays will be minimised and timetables can be faster.

But there is an anomaly in all the express trains that pass through York station. All stop, except those planned for East Coast Trains. In fact, their trains won’t stop between Stevenage and Newcastle.

The obvious solution to the Skelton Bridge problem, is to do what British Rail didn’t have the courage to do, when they electrified the East Coast Main Line in the 1980s. And that is to demolish the bridge and build a stylish modern four-track bridge!

It would eliminate many of the things, that could go wrong and would surely improve reliability. This could help to maintain a higher operating speed.

But would it be allowed by the Planning Authorities and the Heritage Taliban?

Hopefully, it doesn’t matter!

  • I am a Control Engineer and mathematical modeller, who has programmed some immensely complex systems in the last fifty-five years.
  • I have also flown light aircraft on instruments for many hours, where you control the plane according to what Air Traffic Controllers and the instruments tell you.

My experience tells me that, it would be possible to control a busy junction, like Skelton Bridge safely, by a well-programmed computer system helping the driver, arrive at the junction at the right time to go straight through.

I also believe that if modern in-cab digital ERTMS signalling can handle twenty-four tph on Thameslink going to and from scores of stations, then it can handle Skelton Bridge Junction.

In Could ERTMS And ETCS Solve The Newark Crossing Problem?, I proposed a similar solution to the problem at Newark.

November 24, 2021 Posted by | Transport/Travel | , , , , , , | 4 Comments

Could We See Between London And Much Of The North By Train In Under Two Hours?

I shall write about each route in order starting from Euston and working East.

Avanti West Coast And Euston

These are services from Euston, that I feel could be under two hours.

London Euston And Liverpool Lime Street

On Thursday, I went to Liverpool by train.

  • My train took two hours and thirteen minutes between London Euston and Liverpool Lime Street stations.
  • There were stops at Stafford, Crewe and Runcorn.
  • The Class 390 train was travelling at 125 mph for a lot of the way.
  • The distance between the two terminals is 193.6 miles.
  • The start to stop average including the stops was 87.3 mph.

So could London Euston and Liverpool Lime Street be achieved in the magic two hours?

A few thoughts.

Average Speed

To do the journey in this time  would need an average speed of 96.8 mph.

Accelerating And Stopping

Ideally, the train will run as fast as it can only changing speed for the station stops.

  • The train will accelerate from stop to cruising speed at Euston, Stafford, Crewe and Runcorn or four times.
  • The train will decelerate from cruising speed to stop at Stafford, Crewe, Runcorn and Liverpool Lime Street or four times.

Effectively, the train goes through four complete station stops, although one will be split between the two ends of the journey.

These figures are from Wikipedia and the Internet

  • The acceleration of the Class 390 train is 1.0 mph/sec which means that it takes 125 seconds to get to 125 mph.
  • The deceleration of a Class 390 train is 2.0 mph/sec, which means that it takes 63 seconds to stop from 125 mph.
  • The acceleration of a Class 801 train is 1.6 mph/sec which means that it takes 78 seconds to get to 125 mph.
  • The deceleration of a Class 801 train is 2.2 mph/sec, which means that it takes 57 seconds to stop from 125 mph.

These figures would appear to show, that a Class 801 train can decelerate and accelerate at a stop in nearly a minute faster than a Class 390 train.

So how can we increase the acceleration and deceleration? The two obvious ways are more power and less weight.

Form the Internet, I estimate that the average car in a Class 390 train is around 52 tonnes, as opposed to 41 tonnes for the Hitachi trains.

So does this weight difference explain some of the difference in acceleration and deceleration times?

Consider.

  • The Class 390 trains have all the extra weight of the tilt mechanism. More weight means slower acceleration.
  • Avanti West Coast’s new Class 807 trains have no diesel engines or batteries. Have the trains been put on a diet?
  • They also have a reprofiled nose. Is it more aerodynamic?

So if these trains can save time on the four accelerate/decelerate cycles compared to the Class 390 trains, they must be getting nearer to the magic two hours.

If two minutes a stop can be saved that would save eight minutes on the journey between London Euston and Liverpool Lime Street.

140 Mph Running

The time to do a mile at various speeds are as follows.

  • 100 mph – 36 seconds
  • 125 mph – 29 seconds
  • 140 mph – 26 seconds

So running at 140 mph, as opposed to the current 125 mph would save three seconds for every mile.

To save five minutes would mean the train would have to run for a hundred miles at 140 mph instead of 125 mph.

As Stafford is 133.5 miles from London, it could be that full digital signalling should be installed on the West Coast Main Line all the way to Stafford or even Crewe, which is 158 miles from London.

This schematic map of the West Coast Main Line was clipped from Wikipedia.

Note.

  1. Trains between London Euston and Liverpool Lime Street take the Trent Valley Line through Nuneaton and Lichfield Trent Valley and stop at Stafford, Crewe and Runcorn.
  2. Trains between London Euston and Manchester take a variety of routes and all go via Stockport.
  3. One train per hour (tph) between London Euston and Glasgow Central takes the Trent Valley Line and goes non-stop between London Euston and Warrington Central.
  4. Norton Bridge Junction just to the North of Stafford has recently been remodelled.

I believe there is potential to enable up to at least a hundred miles of 140 mph running to the South of Crewe. Especially as most of the track South of Crewe is quadruple track.

This should enable the shaving of five or more minutes off the time of any train capable of 140 mph running that uses the Trent Valley Line through Nuneaton, Lichfield Trent Valley and Stafford.

Norton Bridge Junction

Norton Bridge junction, which is five miles North  used to be a bottleneck, but it has now been remodelled.

I wrote about it in The New Norton Bridge Junction In Action.

The new junction has probably been designed so that it can save a few seconds for trains going between Stafford and Crewe, whether or not they stop at either or both stations.

Non-Stop Between London Euston and Runcorn

If you look at the times of a London Euston and Glasgow Central train via the Trent Valley Line , it travels the 174.7 miles between London Euston and Weaver Junction non-stop in one hour and forty minutes. This is an average speed of 104.8 mph.

By comparison, my train on Thursday took one hour and forty-seven minutes with the two stops at Stafford and Crewe.

So there is at least six minutes to be saved by going non-stop.

 

Two Trains Per Hour Between London Euston And Liverpool Lime Street

Wikipedia says this about an additional service.

Subject to approval by the Office of Rail and Road, an additional hourly service will be introduced between London Euston and Liverpool Lime Street with a stop at Liverpool South Parkway from December 2022.

I have a few thoughts and questions on extra services between London Euston and Liverpool Lime Street,

  • In my view the second service is much needed.
  • I also think, that a later train back to London is needed.
  • Does the Wikipedia statement mean that only one train will stop at Liverpool South Parkway?
  • Does Runcorn need two tph to and from London?
  • Would the platforms at Liverpool South Parkway be lengthened to accept eleven-car Class 390 trains?

I feel that if a train stopped at both Liverpool South Parkway and Runcorn, this would make a two-hour journey more difficult to achieve.

London Euston And Liverpool Lime Street In Two Hours

The new Class 807 trains will be delivered by 2022. Because of the pandemic, I’ll assume that of the ten trains on order, some, but not all, will be available by the December 2022 timetable change.

The time savings needed for a two-hour journey will come from four improvements.

  1. The increased performance of the Class 807 trains.
  2. Full digital signalling South of Crewe.
  3. The track improvements already completed like Norton Bridge Junction.
  4. Cutting out stop on the second service.

There may also be time savings to be obtained at the intermediate stops, by better working practices.

I doubt that the full digital signalling will have been installed, but all trains will be capable of 125 mph running.

Avanti West Coast probably have a good idea of the time they could achieve without digital signalling and I feel that they could be about five minutes over two hours with the Class 807 trains.

As the eleven-car Class 390 trains are too long for Liverpool South Parkway station, could we see the following service?

  • 1 tph – Class 390 train – London Euston And Liverpool Lime Street via Runcorn, Crewe and Stafford.
  • 1 tph – Class 807 train – London Euston And Liverpool Lime Street via Liverpool South Parkway.

Note.

  1. The Class 390 train would run the existing timetable in two hours and thirteen minutes.
  2. The Class 807 train would be a two-hour express service if possible.
  3. Going from three stops to one could save the express at least seven minutes, as I showed earlier by looking at train timings South of Weaver Junction.
  4. There would be time savings of at least two minutes on the express service due to the better performance of the Class 807 train.

To save the final four minutes, there would need to be at least eighty miles of 140 mph running, as each mile saves three seconds.

I am fairly certain, that London Euston and Liverpool Lime Street can be regularly achieved in two hours.

London Euston And Warrington Bank Quay

The hourly London Euston and Glasgow Central expresses seem to take one hour and forty-five minutes for the non-stop trip of 182.1 miles, which is an average speed of 104 mph.

As this service is non-stop, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Warrington Bank Quay can be regularly achieved in well under two hours, by a Class 390 train.

London Euston And Wigan North Western

The hourly London Euston and Glasgow Central expresses seem to take one hour and fifty-six minutes for the single-stop trip of 193.9 miles, which is an average speed of 100.3 mph.

As this service just a single stop at Warrington Bank Quay, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

As with Warrington Bank Quay, I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Wigan North Western can be regularly achieved in comfortably under two hours, by a Class 390 train.

London Euston And Preston

The hourly London Euston and Glasgow Central expresses seem to take two hours and eleven minutes for the two -stop trip of 209 miles, which is an average speed of 95.7 mph.

As this service just stops at Warrington Bank Quay and Wigan North Western, I believe that this service would get the maximum benefit from digital signalling and this service will only get faster, as more and more of the route allowed 140 mph-running.

As with Warrington Bank Quay and Wigan North Western, I wouldn’t be surprised to see almost ten minutes lopped off this service by signalling and other improvements.

I am fairly certain, that London Euston and Preston can be regularly achieved in just under two hours, by a Class 390 train.

London Euston And Blackpool North

Avanti West Coast have indicated that their new Class 807 trains will run between London Euston and Blackpool North.

Consider.

  • I am fairly certain that a Class 390 train will be able to run between London Euston and Preston in under two hours, once digital signalling is installed South of Crewe.
  • Currently, Class 390 trains take twenty minutes between Preston and Blackpool North stations.
  • The Class 807 trains have better acceleration and deceleration and should be able to execute faster stops than the Class 390 trains.

I wonder if Avanti West Coast, Hitachi, Network Rail and Rock Rail have thought up a cunning plan to run Class 807  trains between  London Euston And Blackpool North, in under two hours.

Trains would go via the Trent Valley.

Trains might only stop at perhaps Milton Keynes Central, Warrington Bank Quay, Wigan North Western and Preston.

Trains would run at up to 140 mph using digital signalling, in as many places as possible.

Is the performance of the Class 807 trains sufficient to achieve London Euston and Blackpool North in under two hours via the Trent Valley?

London Euston And Manchester Piccadilly via Wilmslow

Consider.

  • Most trains between London Euston and Manchester Piccadilly via Wilmslow seem to take around six or seven minutes over two hours.
  • I believe that if the 158 miles between London Euston and Crewe were to be digitally signalled, then this could save up to eight minutes by allowing trains to run at 140 mph rather than the current 125 mph.

This could be enough to bring the London Euston and Manchester Piccadilly via Wilmslow below two hours.

I am not surprised at this, as the trains were built for 140 mph and because there is no digital signalling, they are limited to 125 mph, which slows the trains by six or seven minutes.

London Euston And Manchester Piccadilly via Stoke-on-Trent

Everything I said about trains between London Euston and Manchester Piccadilly via Wilmslow probably apply, except that the services via Stoke-on-Trent are a few minutes slower.

But I do feel, that this could be enough to bring the London Euston and Manchester Piccadilly via Stoke-on-Trent below two hours.

East Midlands Railway And St. Pancras

These is only one service from St. Pancras, that is not comfortably under two hours.

London St. Pancras And Sheffield

A typical service between London St. Pancras And Sheffield takes a few minutes over two hours..

  • There are two tph
  • There are stops at Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby or Chesterfield depending on the service.
  • The Class 222 trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 164.7 miles.
  • The start to stop average including the stops is 81 mph.

I would suspect that East Midlands Railway’s new bi-mode Class 810 trains will be able to easily break the two-hour barrier.

  • They have four diesel engines so they can cruise at 125 mph on diesel.
  • They have electric power for South of Market Harborough.
  • Some diesel engines will be changed for batteries.

As electrification increases on the Midland Main Line, these trains will use less and less diesel.

I also suspect that digital signalling will start to creep into the route, starting from Bedford, where it is used on Thameslink.

LNER And King’s Cross

These are services from King’s Cross, that are or I feel will be under two hours.

London King’s Cross And Doncaster

A typical service between London King’s Cross And Doncaster takes around one hour and thirty-seven minutes.

  • There are four tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark and Retford depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two stations is 156 miles.
  • The start to stop average including the stops is 96.5 mph.

Digital signaling is being installed on this section of the East Coast Main Line and I suspect that this will reduce timings between London King’s Cross And Doncaster.

A simple estimate based on the maximum operating speed, indicates a time of one hour and twenty-six minutes should be possible.

But as a Control Engineer, I believe that digital signalling will lead to faster running over the Digswell Viaduct and through the flat crossing at Newark.

The timing will certainly be under one hour and thirty minutes between London King’s Cross And Doncaster.

London King’s Cross And York

A typical service between London King’s Cross And York takes around one hour and forty-eight minutes.

  • There are two tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark, Retford and Doncaster depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two stations is 188.5 miles.
  • A non-stop service takes one hour and fifty-two minutes, which is a start to stop average including the stops is 101 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes.

London King’s Cross And Leeds

A typical service between London King’s Cross And Leeds takes around two hours and thirteen minutes.

  • There are three tph
  • There are stops at Stevenage, Peterborough, Grantham, Newark, Doncaster and Wakefield Westgate depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 185.9 miles.
  • This is a start to stop average including the stops is 83.9 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Leeds of around two hours.

London King’s Cross And Bradford Forster Square

LNER run some services on this route

  • The services take thirty minutes between Leeds and Bradford Forster Square stations.
  • The services do not reverse at Leeds.

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes should be possible between Leeds and Bradford Forster Square stations.

London King’s Cross And Bradford Interchange

Grand Central run some services on this route

  • The services call at Doncaster, Wakefield Kirkgate, Mirfield, Brighouse and Low Moor
  • The services take two hours and fifty-four minutes between London King’s Cross and Bradford Interchange stations.
  • The services take one hour and seventeen minutes between Doncaster and Bradford Interchange stations.

The services are run by Class 180 diesel trains, which will have to be replaced to decarbonise the route.

I suspect that Hitachi will have a train for this route, that could use diesel or batteries to the North of Doncaster.

  • My estimate for the best time between King’s Cross and Doncaster is one hour and twenty-six minutes.
  • The current time between Doncaster and Bradford Interchange stations is one hour and seventeen minutes.

This gives a best time of perhaps two hours and forty-three minutes between Doncaster and Bradford Interchange stations.

The route to Bradford via Leeds is perhaps fifteen minutes faster, but it serves different stations.

London King’s Cross And Harrogate

LNER has been running to Harrogate for some time.

  • There is one train per two hours (tp2h)
  • The service calls at Stevenage, Grantham, Doncaster, Wakefield Westgate and Leeds.
  • some services reverse at Leeds.
  • The service takes two hours and fifty-five minutes between London King’s Cross and Harrogate stations.
  • The service takes thirty minutes between Leeds and Harrogate stations.

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes could be possible between London King’s Cross and Harrogate stations.

London King’s Cross And Huddersfield

In LNER Expands To Huddersfield, I described LNER’s new service to Huddersfield.

  • There will be one train per day (tpd)
  • The service will call at Peterborough, Newark North Gate, Doncaster, Wakefield Westgate, Leeds and Dewsbury.
  • The service will split and join with the London King’s Cross and Skipton service at Leeds.
  • The service will reverse at Leeds.
  • The service take two hours and fifty-five minutes between London King’s Cross and Huddersfield stations.
  • The service will take twenty-five minutes between Leeds and Huddersfield stations.
  • Improvements are planned, which include electrification, between Dewsbury and Huddersfield

Given that two hours should be possible between London Kings Cross and Leeds, it would appear that two hours and thirty minutes could be possible between London King’s Cross and Huddersfield stations.

London King’s Cross And Hull

The fastest Hull Trains service between London King’s Cross And Hull takes around two hours and thirty minutes.

  • There are seven tpd
  • There are stops at Stevenage, Grantham, Retford, Doncaster, Selby, Howden and Brough depending on the service.
  • The Class 80x trains travel at 125 mph for most of the way.
  • The distance between the two terminals is 205.3 miles.
  • This is a start to stop average including the stops is 82.1 mph.

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Hull of around two hours and twenty minutes.

London King’s Cross And Middlesbrough

LNER have announced a Middlesbrough service, which I wrote about in LNER’s Middlesbrough And London Service. Starts On December 13th.

  • There will be one tpd in both directions
  • Intermediate stops will be at Thornaby and York.
  • The Middlesbrough and London service will leave Middlesbrough from Platform 1 at 07:08 and arrive in King’s Cross at 10:22.
  • The London and Middlesbrough service will leave King’s Cross at 15:25 and arrive in Middlesbrough in Platform 2 at 18:18.

There appear to be some curiosities in the timetabling of these trains, which I may explore later.

I would assume that is because LNER want a competitive time of three hours between King’s Cross and Middlesbrough.

These are Southbound times between Eaglescliffe and King’s Cross in the morning.

  • Grand Central –  Two hours and thirty-nine minutes
  • LNER – Three hours and two minutes

Is this because the Class 180 train is a genuine 125 mph train on diesel and the Class 800 train is not?

If my crude estimate of time savings because of digital signalling South of Doncaster can be applied, this would imply a reduction in journey time of at least eleven minutes, which would put a time between London King’s Cross and Middlesbrough of around three hours.

Conclusion

Of the cities and towns in the North, that I have discussed only Bradford, Harrogate, Huddersfield, Hull and Middlesbrough, are ones that will be difficult to be provided with a two-hour journey time to and from London. But all should be possible in close to or under two hours and thirty minutes.

 

 

October 17, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , | 7 Comments

LNER’s Middlesbrough And London Service Starts On December 13th

Tucked at the bottom of the article entitled LNER Tickets For Christmas Getaway in Edition 939 of Rail Magazine, there is this paragraph separated from the article by a sole bullet point.

LNER has confirmed that from December 13 it will run a new weekday service between London King’s Cross and Middlesbrough.

It has already made an appearance on Real Time Trains and I can find the following details.

  • There will be one train per day (tpd)
  • Intermediate stops will be at Thornaby and York.
  • The Middlesbrough and London service will leave Middlesbrough from Platform 1 at 07:08 and arrive in King’s Cross at 10:22.
  • The London and Middlesbrough service will leave King’s Cross at 15:25 and arrive in Middlesbrough in Platform 2 at 18:18.

These are my thoughts.

Trains Per Day

One train per day, is obviously an introductory service and like services to Harrogate and Lincoln, the number of services will ramp up to perhaps four or five tpd, if the demand is there and the paths and trains are available.

Journey Times

Consider

  • The Southbound journey takes three hours and fourteen minutes with a time of two hours and nine minutes between York and King’s Cross
  • The Northbound journey takes two hours and fifty-three minutes with a time of one hour and fifty-six minutes between King’s Cross and York.
  • Some services between King’s Cross and York are as fast as one hour and forty-eight minutes.
  • Middlesbrough and York seems to take around 52-58 minutes.
  • These Middlesbrough and York timings are consistent with TransPennine Express.
  • Digital signalling could offer savings in journey time between York and London.

I think it is very likely as the timetable improves, that timings between Middlesbrough and London could be around two hours and forty minutes.

Electrification

The route is fully electrified except for between Middlesbrough and Longlands Junction, where it joins the electrification of the East Coast Main Line, which is a distance of twenty-two miles.

Hitachi are developing a battery-train, which they call the Hitachi Intercity Tri-Mode Battery Train, which is described in this Hitachi infographic.

Note.

  1. LNER’s current Class 800 trains will probably be able to be converted to this train.
  2. A range on battery power of upwards of forty miles would be expected.

If the range on battery-power can be stretched to perhaps sixty miles, this train should be capable of serving Middlesbrough without the need for any extra charging at the terminus.

I am sure Hitachi would like to see their battery-electric trains running between King’s Cross and Middlesbrough, as it would be an ideal route on which to show the trains to prospective customers, given that their factory is at Newton Aycliffe.

Conclusion

This could be good demonstration battery-electric service for Hitachi and LNER.

 

September 12, 2021 Posted by | Transport/Travel | , , , , , , , | 2 Comments

Middlesbrough To London LNER Trains To Run From 13 December

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

The title is clear and these paragraphs give details of the train service.

The daily weekday service in each direction will also connect nearby Thornaby with London King’s Cross.

The services will depart Middlesbrough at 07:08 and Thornaby at 07:15, arriving at King’s Cross at 10:22.

Northbound from London will leave at 15:25, stopping at York, to Thornaby at 18:08 and Middlesbrough at 18:18.

This is obviously not a complete service.

  • It will be impossible to use direct trains to spend a day on Teesside from London, as I have done many times over the years, usually with a change at Darlington station.
  • It needs to run seven days a week.

But as the article says, more work needs to be done at Middlesbrough to turn the trains.

Currently, LNER run one train per two hours (1tp2h) to York, which alternates with a service to Lincoln at the same frequency.

LNER have said, that the Middlesbrough service will be an extension of the York service.

  • As York trains can be nine-car trains, this could explain the need for works at Middlesbrough station.
  • As York and Middlesbrough are 51 miles and an hour apart, it looks to me, that once Middlesbrough station has been updated, LNER can extend services to Middlesbrough according to passenger demand.

I suspect that eventually, the London and Middlesbrough service will have a similar frequency as the Harrogate and Lincoln services of five trains per day (tpd).

What Real Time Trains Says About The Service

Although it’s exactly four months before the service starts, it has already been entered into Real Time Trains.

The following information is given about the services.

  • One seven-minute stop at York going South and a five-minute stop going North.
  • Changeover between diesel and electric at Longlands junction, where the Teesside trains leave and join the East Coast Main Line.
  • Services do not appear to pass through Northallerton station.

Train times are as given by the BBC.

Splitting And Joining At Newark

I think it would be possible to combine the Lincoln, Middlesbrough and York services into one service.

  • A pair of five-car Azumas would run between Kings Cross and Newark North Gate, with stops at Stevenage, Peterborough and Grantham.
  • They would split at Newark North Gate station.
  • The front train would continue Northwards to Middlesbrough, with stops at Retford, Doncaster, York and Thornaby.
  • The rear train would continue Eastwards to Lincoln, with a possible extension to Grimsby Town and Cleethorpes.

Returning South the trains would join at Newark North Gate.

Note.

  1. As TransPennine Express services to and from Middlesbrough, call at Northallerton, LNER services could do the same.
  2. As with splitting and joining at Newark, only a five-car train runs to and from Middlesbrough, this could be used before the new platform at Middlesbrough is constructed.
  3. if this service ran at a frequency of 1tp2h, there would be space in the timetable for a new 1tp2h service to perhaps Newcastle and Edinburgh.

There are a lot of possibilities.

Battery-Electric Trains Between London And Middlesbrough

Only the twenty miles between Northallerton and Middlesbrough on the route are without electrification.

Hitachi have announced the Hitachi Intercity Tri-Mode Battery Train, which is described in this Hitachi infographic.

I believe that a version of this train could be given sufficient battery range to be able to achieve a round trip to Middlesbrough station from the electrification of the East Coast Main Line, without any need for charging at Middlesbrough.

It could be one of the first InterCity services in the world, run by battery-electric trains.

August 13, 2021 Posted by | Transport/Travel | , , , , , | 5 Comments

Is A Crossrail For Leeds On The Way?

This article on Insider Media is entitled Schemes Totalling More Than £140m Backed By Investment Committee.

This is introductory paragraph.

Schemes totalling more than £140m to support the region’s recovery from the Covid-19 pandemic, have have been backed by West Yorkshire Combined Authority’s Investment Committee.

These are the two main schemes.

A £24.2m million (including £17m Combined Authority funding) rail station between Morley and Cotttingley on the Transpennine route at White Rose/

A 31.6m (including £13.9m of Combined Authority funding) parkway rail station at Thorpe Park on the Leeds to York section of the route.

There are also several other schemes for West Yorkshire.

White Rose Station

This Google Map shows the White Rose Centre.

The Huddersfield Line runs North-South alongside the Centre and there must be plenty of space for a new White Rose station.

From Wikipedia and other sources, the following seems to be on the agenda for the station.

  • Two platforms.
  • Ability to take six-car trains, with a possibility to extend to eight-cars.
  • Two trains per hour (tph) in both directions.
  • Up to 340,000 passengers per year.
  • Lots of parking.

The station would be about 3.5 miles to the South-West of Leeds station.

Thorpe Park Station

This Google Map shows the area where the station could be built.

Note.

  1. The Selby Line curving across the Northern side of the map.
  2. Cross Gates station is the next station to the West.
  3. Going East on the Selby Line, you pass through Garforth, East Garforth and Micklefield stations before the line divides for York to the North and Selby and Hull to the East.
  4. The M1 Motorway passing to the East of Leeds.

Other features of the proposed station and the area include.

  • Wikipedia says that the station will have two island platforms and the ability to handle inter-city trains.
  • The route through the station would be electrified.
  • High Speed Two could be routed to go close to the station.
  • Lots of parking.

The station would be about 4 miles to the East of Leeds station.

A Crossrail For Leeds

Could these two stations in the future become stations on a high-capacity route across Yorkshire centred on Leeds?

  • The Western end of the route could be Huddersfield.
  • The Eastern end of the route could be both York and Hull.
  • Plans exist and projects have started to fully electrify between Huddersfield and York.
  • Both stations will be Park-and-Ride stations with good connections to the motorway network.
  • Intermediate stations between Leeds and Huddersfield could include Cottingley, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield and Deighton
  • Intermediate stations between Leeds and York could include Cross Gates, Thorpe Park, Garforth, East Garforth, Micklefield, Church Fenton and Ulleskelf.
  • Intermediate stations between Leeds and Hull could include Cross Gates, Thorpe Park, Garforth, East Garforth, Micklefield, South Milford, Selby, Wrassle, Howden, Eastrington, Gilberdyke, Broomfleet, Brough, Ferriby and Hessle.

With the exception of the two new stations and the electrification, infrastructure needs would not appear to be large.

These are some thoughts.

Distances And Timings

These are some distances and estimated timings from Leeds.

  • Huddersfield – 27 miles – 32 minutes – 51 mph
  • Hull – 52 miles – 55 minutes – 57 mph
  • York – 15,5 miles – 23 minutes – 40 mph

Note.

  1. With full electrification, timings could be improved.
  2. York and Huddersfield would be under an hour.
  3. Kull and Huddersfield could be under ninety minutes.

These timings would certainly be achievable by a 125 mph Class 802 train, but I suspect, that they could be achieved by a 110 mph electric train like a Class 730/1 train.

Current Services Through White Road, Leeds and Thorpe Park Stations

These services currents pass through the three stations or their proposed sites.

  • TransPennine Express – Liverpool Lime Street and Edinburgh
  • TransPennine Express – Liverpool Lime Street and Scarborough
  • TransPennine Express – Manchester Airport and Newcastle
  • TransPennine Express – Manchester Airport and Redcar Central
  • TransPennine Express – Manchester Piccadilly and Hull

Note.

  1. All of these trains are one tph.
  2. There could be five quality tph on the route, most of which would be five-car Class 802 trains.

In addition the following services would pass through Leeds and Thorpe Park stations.

  • CrossCountry – Plymouth and Edinburgh/Glasgow
  • Northern Trains – Blackpool North and York via Bradford Interchange
  • Northern Trains – Halifax and Hull via Bradford Interchange
  •  

Note.

  1. All of these trains are one tph.
  2. Two trains serve Bradford Interchange.

These services could mean eight tph between Thorpe Park and Leeds stations.

In addition the following services would pass through Leeds and White Rose stations.

  • Northern Trains – Wigan Wallgate and Leeds
  • TransPennine Express – Huddersfield and Leeds

Note.

  1. All of these trains are one tph.

These services could mean seven tph between White Rose and Leeds stations.

A Possible Future Service

I believe that services across Leeds could be recast to give the City a network of railways that would satisfy the needs of the City.

Possible services could include.

Four tph – York and Huddersfield via Thorpe Park, Leeds and White Rose in under an hour.

Two tph – Hull and Huddersfield via Thorpe Park, Leeds and White Rose in under ninety minutes.

Two tph – Halifax and Thorpe Park via Leeds and Bradford

Note

  1. There are a lot of possibilities.
  2. Services would be timed to make interchange easy with other services at Leeds.

I would also arrange for East to West and West to East services to share the same island platform at Leeds.

Conclusion

Leeds will get the electrified local railway the city deserves.

February 14, 2021 Posted by | Transport/Travel | , , , , , , | 3 Comments

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

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 to the East Coast Main Line and reopening of the Leamside Line.

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

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

  • The distance between the two stations is 106 miles
  • The current service takes around 85 minutes and has a frequency of three trains per hour (tph)
  • This gives an average speed of 75 mph for the fastest journey.
  • The proposed service with Northern Powerhouse Rail will take 58 minutes and have a frequency of four tph.
  • This gives an average speed of 110 mph for the journey.

This last figure of 110 mph, indicates to me that a faster route will be needed.

These are example average speeds on the East Coast Main Line.

  • London Kings Cross and Doncaster – 156 miles – 98 minutes – 95.5 mph
  • London Kings Cross and Leeds – 186 miles – 133 minutes – 84 mph
  • London Kings Cross and York  – 188.5 miles – 140 minutes – 81 mph
  • London Kings Cross and Hull – 205.3 miles – 176 minutes – 70 mph
  • York and Newcastle – 80 miles – 66 minutes – 73 mph

I also predicted in Thoughts On Digital Signalling On The East Coast Main Line, that with full digital in-cab ERTMS signalling and other improvements, that both London Kings Cross and Leeds and York would be two-hour services, with Hull a two-and-a-half service.

  • London Kings Cross and Leeds in two hours would be an average speed of 93 mph.
  • London Kings Cross and York in two hours would be an average speed of 94.2 mph.
  • London Kings Cross and Hull in two-and-a-half hours would be an average speed of 94.2 mph.

I am fairly certain, that to achieve the required 110 mph average between Leeds and Newcastle to meet Northern Powerhouse Rail’s objective of four tph in under an hour will need, at least the following.

  • Full digital in-cab ERTMS signalling
  • Completion of the electrification between Leeds and York.
  • Ability to run at up to 140 mph in places.
  • Significant track upgrades.

It could also eliminate diesel traction on passenger services on the route.

High Speed Two’s Objective For The York and Newcastle Route

At the present time, High Speed Two is not planning to run any direct trains between Leeds and Newcastle, so I’ll look at its proposed service between York and Newcastle instead.

  • Current Service – 80 miles – 66 minutes – 73 mph
  • High Speed Two – 80 miles – 52 minutes – 92 mph

Note.

  1. High Speed Two will be running three tph between York and Newcastle.
  2. Northern Powerhouse Rail have an objective of 58 minutes for Leeds and Newcastle.

High Speed Two and Northern Powerhouse Rail do not not have incompatible ambitions.

Current Direct Leeds And Newcastle Services

These are the current direct Leeds and Newcastle services.

  • TransPennine Express – 1 tph – Liverpool Lime Street and Edinburgh
  • TransPennine Express – 1 tph – Manchester Airport and Newcastle.
  • CrossCountry – 1 tph – Plymouth and Edinburgh

Timings appear to be between 81 and 91 minutes.

What Would A Leeds And Newcastle In Under An Hour Do For London Kings Cross And Edinburgh Timings?

This question has to be asked, as a 58 minute time between Leeds and Newcastle will mean that timings between York and Newcastle must reduce.

York And Newcastle at various average speeds give the following times.

  • 73 mph (current average) – 66 minutes
  • 80 mph – 60 minutes
  • 90 mph – 53 minutes
  • 92 mph – 52 minutes (High Speed Two promise)
  • 100 mph – 48 minutes
  • 110 mph – 44 minutes

If any speed over 90 mph can be averaged between York and Newcastle, this means that with a London and York time of under two hours the following times are possible.

  • London Kings Cross and Newcastle in under three hours. – High Speed Two are promising two hours and seventeen minutes.
  • London Kings Cross and Edinburgh in under four hours. – High Speed Two are promising three hours and forty minutes.

Consider.

  • An InterCity 225 achieved a time of under three-and-a-half hours between London and Edinburgh. in 1991.
  • That record journey was at an average speed of 112 mph.
  • There must be opportunities for speed improvements North of Newcastle.
  • Train and signalling technology is improving.
  • High Speed Two is promising three hours and forty minutes between London and Edinburgh.

I can see a fascinating rivalry between trains on High Speed Two and the East Coast Main Line, developing, about who can be faster between London and Edinburgh.

Current Projects Between Leeds And Newcastle

These projects are in planning or under way on the section of the East Coast Main Line between Leeds and Newcastle.

Phase 2 Of The East Coast Main Line Power Supply Upgrade

Phase 1 between London and Doncaster should have been completed, if the covids allowed and now work can be concentrated on Phase 2 to the North of Doncaster.

This page on the Network Rail web site describes the project. These paragraphs are the introduction to Phase 2.

Phase 2 of the project will involve the installation of feeder and substations along the route, capacity upgrades, new 132kv connection at Hambleton junction and upgrades to existing power supply connections.

The second phase of the project is currently in design stages and dates for carrying out the work are still being finalised.

Phase 2 will be delivering upgraded power to the East Coast Mainline railway between Bawtry and Edinburgh.

This project may not improve speeds on the railway, but it will certainly improve reliability and reduce the use of diesel power.

I do wonder, that as the reliability of the East Coast Main Line increases, this will reduce the need for the electric Class 801 trains, to have diesel engines for when the power supply fails.

It is known, that the Class 803 trains, that are under construction for East Coast Trains, will have only a small battery for emergency use.

A sensible weight saving would surely improve the acceleration and deceleration of the trains.

York to Church Fenton Improvement Scheme

This page of the Network Rail web site, describes the project. These paragraphs introduce the project.

Our work between York and Church Fenton is in preparation for the Transpennine Upgrade, which will provide more capacity and faster journeys between Manchester Victoria and York, via Leeds and Huddersfield.

The five mile stretch between Church Fenton and Colton Junction – the major junction where trains from Leeds join the East Coast Main Line towards York – sees over 100 trains each day, with up to one freight or passenger train passing through every five minutes. This is one of the busiest stretches of railway in the North.

The work will include.

  • Modernising the signalling.
  • Replacing about five miles of track between Holgate (York) and Colton Junction.
  • Completing the eleven miles of electrification between York and Church Fenton stations.

I estimate that when the project is completed, there will be only around thirteen miles of track without electrification between Church Fenton station and Neville Hill TMD in Leeds.

The route between Church Fenton and Garforth stations, is shown in this map clipped from High Speed Two.

Note.

  1. York is just off the North-East corner of the map.
  2. Garforth is in the South-West corner of the map.
  3. Shown in orange is the new route of High Speed Two from East of Leeds towards York.
  4. Shown in blue is existing tracks, that will be used to take High Speed Two Trains to York and further North.
  5. The rail line running North-South on the edge of the map is the Selby Diversion, which opened in 1983 and  was built to avoid possible subsidence from the Selby coalfield.
  6. The pre-Selby Diversion route of the East Coast Main Line goes South from the join of the blue and orange sections of High Speed Two.
  7. At Church Fenton station, this route splits, with one route going West through Micklefield, East Garforth and Garforth stations to Neville Hill TMD and Leeds.
  8. The main road going North-South is the A1 (M).

It seems to me, that High Speed Two’s and Northern Powerhouse Rail’s plans in this area, are still being developed.

  • There has been no decision on the electrification between Church Fenton and Neville Hill TMD.
  • How do Northern Powerhouse Rail trains go between Leeds and Hull?
  • How do Northern Powerhouse Rail trains go between Leeds and York?
  • How do High Speed Two trains go between Leeds and York?

I suspect, when the full plans are published, it will answer a lot of questions.

Darlington Station Remodelling

A remodelling of Darlington station is under consideration.

I outlined this in £100m Station Revamp Could Double Local Train Services.

This was my conclusion in the related article.

I think that this will happen.

    • The Tees Valley Line trains will be greatly improved by this project.
    • Trains will generally run at up to 140 mph on the East Coast Main Line, under full digital control, like a slower High Speed Two.
    • There will be two high speed platforms to the East of the current station, where most if not all of the High Speed Two, LNER and other fast services will stop.
    • There could be up to 15 tph on the high speed lines.

With full step-free access between the high speed and the local platforms in the current station, this will be a great improvement.

It will create a major interchange, where high speed trains from High Speed Two, LNER and Northern Powerhouse Rail will do the following.

  • Approach at 140 mph or more.
  • Perform a controlled stop in the station.
  • Drop and pick-up passengers.
  • Accelerate back up to linespeed.

The station stop will be highly-automated and monitored by the driver.

One of the objectives would be to save time for all fast trains.

Capacity And Other Problems Between Leeds And Newcastle Listed In Wikipedia

These problems are listed in a section called Capacity Problems in the Wikipedia entry for the East Coast Main Line.

The North Throat Of York Station Including Skelton Bridge Junction

I describe this problem and my solution in Improving The North Throat Of York Station Including Skelton Bridge Junction.

Use Of The Leamside Line

Wikipedia says this about capacity to the South of Newcastle.

South of Newcastle to Northallerton (which is also predominately double track), leading to proposals to reopen the Leamside line to passenger and freight traffic.

I could have included it in the previous section, but as it such a important topic, it probably deserves its own section.

Looking at maps, reopening is more than a a possibility. Especially, as reopening is proposed by Northern Powerhouse Rail and mentioned in the title of this post.

I discussed the Leamside Line in detail in Boris Johnson Backs Station Opening Which Could See Metro Link To County Durham, which I wrote in June this year.

These are some extra thoughts, that update the original post.

Ferryhill Station

I was prompted to write the related post, by something Boris Johnson said at PMQs and it was mainly about Ferryhill station.

In the latest copy of this document on the Government web site, which is entitled Restoring Your Railway: Successful Bids, a new station at Ferryhill has been successful. Another bid in the same area to restore rail services between Consett and Newcastle has also been successful.

This map shows the East Coast Main Line as it goes North South between Durham and Darlington.

Note.

  1. Ferryhill is in the South-West of the map opposite the sand-pits in the South-East
  2. The East Coast Main Line runs North-South between the village an d the sand-pits.
  3. Follow the railway North and you come to Tursdale, where there is a junction between the East Coast Main Line and the Leamside Line.
  4. The East Coast Main Line goes North-Westerly towards Durham and Newcastle.
  5. The Leamside Line goes North to Washington and Newcastle.
  6. There is also the Stillington Freight Line going South-Easterly to Sedgefield and Stockton from Ferryhill.

Could Ferryhill be a useful interchange to local services connecting to Newcastle, Sunderland and Washington in the North and Hartlepool, Middlesbrough and Stockton in the South?

The Leamside Line As An East Coast Main Line Diversion

I didn’t discuss using the line as a diversion for the East Coast Main Line in my original post, but if the infrastructure is to the required standard, I don’t see why it can’t take diverted traffic, even if it is also used for the Tyne and Wear Metro.

It should be remembered, that to create extra capacity on the East Coast Main Line between Peterborough and Doncaster, the route of the Great Northern and Great Eastern Joint Railway, was upgraded. I first wrote about this line six years ago in Project Managers Having Fun In The East and the route seems to be working well. It is now being augmented by the addition of the £200 million Werrington Dive Under. See Werrington Dive-Under – 8th November 2018, for more details of this project, which will speed up all trains on the East Coast Main Line.

After the undoubted success of the upgrade  of the Great Northern and Great Eastern Joint Railway, surely the team responsible for it, should be given the task of devising a similar plan for the Leamside Line, to take pressure off the East Coast Main Line between Newcastle and Northallerton.

Sharing The Leamside Line

The Tyne and Wear Metro also has its eyes on the Leamside Line for an extension.

It should be noted that the Extension To Wearside, uses the Karlsruhe Model to allow the Metro trains to share with freight and other passenger trains.

The new Stadler trains will probably make this even easier, so I wouldn’t be surprised to see a reopened Leamside Line handling a varied assortment of trains of all types.

The Sunderland Example

Sunderland station is a station, which has both Metro and mainline services from the same platforms.

Could a station at Washington be built to similar principles, so that some long distance services to Newcastle used this station?

A Terminal Station On The Leamside Line

Newcastle station may be a Grade One Listed station, but it is built on a curve and would be a nightmare to expand with more platforms.

Sunderland station is already used as a terminal for London trains, so would it be sensible to provide a terminal at somewhere like Washington?

My Final Thought  On The Leamside Line

Reopen it!

A Few Random Final Thoughts

This post has got me thinking.

Newcastle Station Capacity

I have seen reports over the years that Newcastle station, is lacking in capacity.

  • There could be extra services, as High Speed Two is proposing two tph from London Euston stations and one tph from Birmingham Curzon Street station.
  • There may be extra services because of Northern Powerhouse Rail, which has an objective of four tph from Leeds station.
  • There may be extra services because of new services to Ashington and Blyth.
  • There may be extra services because of new services to Consett.

Note.

  1. The first two services could use two hundred metre long trains.
  2. Some platforms can accept 234 metre long Class 800 trains.
  3. The last two services might use the Metro platforms.

As the station has twelve platforms, I feel with careful operation, that the station will have enough capacity.

This Google Map shows the station.

And this second Google Map shows the station, its position with relation to the Tyne and the lines rail routes to and from the station.

Note.

  1. Trains from the South arrive over the King Edward VII Bridge and enter Newcastle station from the West.
  2. Trains from England to Scotland go through the station from West to East and then go straight on and turn North for Berwick and Scotland.
  3. Next to the King Edward VII Bridge is the blue-coloured Queen Elizabeth II Bridge, which takes the Tyne and Wear Metro across the Tyne, where it uses two platforms underneath Newcastle station.
  4. The next bridge is the High Level Bridge, which connects the East end of the station to the rail network, South of the Tyne. It connects to the Durham Coast Line to Teeside and the Leamside Line.

History has delivered Newcastle a comprehensive track layout through and around Newcastle station.

  • Services from the East can be run back-to-back with services from the West.
  • The Metro and its two underground platforms removes a lot of traffic from the main station.
  • There are seven through platforms, of which at least three are over two hundred metres long.
  • There are four West-facing bay platforms and one facing East.

But most intriguingly, it looks like it will be possible for trains to loop through the station from the South, by perhaps arriving over the King Edward VII bridge and leaving over the High Level bridge. Or they could go the other way.

Could this be why reoopening the Leamside Line is important?

LNER’s Extra Paths

The sentence, from an article entitled LNER Seeks 10 More Bi-Modes, in the December 2020 Edition of Modern Railways   indicates that more capacity will be available to LNER.

Infrastructure upgrades are due to prompt a timetable recast in May 2022 (delayed from December 2021) from which point LNER will operate 6.5 trains per hour, out of Kings Cross, compared to five today.

I suspect that LNER could use the half path to run a one train per two hour (tp2h) service to Hull.

  • Currently, London Kings Cross and Hull takes a few minutes under three hours.
  • Currently, Doncaster and Hull takes around 55 minutes.
  • I have estimated that once full digital in-cab signalling is operational, that London Kings Cross and Hull could take a few minutes under two-and-a-half hours.

The full path to Hull could be shared with Hull Trains to provide an hourly service between London Kings Cross and Hull.

LNER could do something special with the full extra path.

Consider.

  • Some train operating companies have said, that they’ll be looking to attract customers from the budget airlines.
  • There could be a need for more capacity between London Kings Cross and all of Edinburgh, Leeds and Newcastle.
  • Faster services would be attractive to passengers.
  • York and Leeds will be fully electrified or trains could be fitted with batteries to bridge the thirteen mile gap in the electrification.

A limited-stop service between London Kings Cross and Edinburgh via Leeds could be an interesting addition.

  • The train would only stop at Leeds and possibly Newcastle.
  • One objective would be a time under three-and-a-half hours between London Kings Cross and Edinburgh.
  • What time could be achieved between London Kings Cross and Leeds?

It would certainly give High Speed Two a run for its money!

A New Elizabethan

I can remember The Elizabethan, which was a steam-hauled non-stop express between London and Edinburgh between 1953 and 1961.

I have laid out my ideas for a modern express train of the same name in A New Elizabethan.

It could be an interesting concept, to increase capacity between London and Edinburgh.

As I indicated in the previous section, LNER certainly have a path, that could be used to their advantage.

High Speed Two

The East Coast Main Line and High Speed Two have a lot in common.

  • The two routes will share tracks between a junction near Ulleskelf station and Newcastle station.
  • High Speed Two Classic Compatible trains could be based on Hitachi AT-300 train technology.
  • High Speed Two Classic Compatible trains would probably be able to run on the East Coast Main Line between London Kings Cross And Edinburgh.
  • Trains from both routes will share platforms at York, Darlington, Durham and Newcastle stations.
  • I would hope that the signalling systems on both routes are compatible.

From a project management point of view, this commonality means that in an ideal world the new route of both High Speed Two and Northern Powerhouse Rail, and the upgrades to the East Coast Main Line should be planned together.

I believe there are still details on the design of the joint route, that have not been disclosed, or perhaps not even decided.

  • Will between Church Fenton station and Neville Hill depot be electrified?
  • How will Northern Powerhouse Rail connect Leeds and Hull stations?
  • How will Northern Powerhouse Rail connect Leeds and York stations?
  • Will High Speed Two connect Leeds and York stations?
  • What will be the operating speed of the joint section of the East Coast Main Line?
  • What will be the capacity in trains per hour of the joint section of the East Coast Main Line?
  • Will Newcastle station need an extra platform to handle three High Speed Two tph from London Euston

Two projects have been discussed in this post.

  • The unlocking of the bottleneck at Skelton Bridge.
  • The reopening of the Leamside Line.

I feel that these projects are important and will probably be needed for efficient operation of High Speed Two.

Other early projects could include.

  • Upgrading and electrification of the chosen route between Leeds and Hull,
  • Installation of the chosen system of in-cab ERTMS digital signalling on the route.
  • Electrification between Church Fenton station and Neville Hill depot.

I would deliver these and other joint projects early, so that travellers see a positive benefit from High Speed Two before the main work has even started.

High Speed East Coast

I wonder what is the maximum speed of the Class 80x trains, that are the backbone of services on the East Coast Main Line.

Consider.

  • It is known, that with in-cab digital ERTMS  signalling, these trains will be capable of 140 mph, but could they go even faster.
  • High Speed Two Classic Compatible trains will be capable of 225 mph.
  • Will Hitachi’s offering for these trains, be based on the Class 80x trains?

I would think, that it is fairly likely, that the existing Class 80x trains could be updated to an operating speed in the range of 150-160 mph.

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

The combined affect of both track and signalling improvements is illustrated by this simple calculation.

    • As Dalton-on-Tees is North of Doncaster, the route between Woolmer Green and Doncaster should be possible to be run at 140 mph
    • Woolmer Green and Doncaster stations are 132.1 miles apart.
    • Non-stop York and London Kings Cross trains are currently timed at 70 minutes between Doncaster and Woolmer Green stations.
    • This is an average speed of 113.2 mph.

If 140 mph could be maintained between Doncaster and Woolmer Green, the section of the journey would take 56.6 minutes, which is a saving of 13.4 minutes.

I can do this calculation for higher speeds.

  • 150 mph would take 52.8 minutes
  • 160 mph would take 49.5 minutes
  • 170 mph would take 46.6 minutes
  • 180 mph would take 44 minutes
  • 200 mph would take 39.6 minutes

Note.

  1. Eurostar’s latest Class 374 trains are capable of operating at 200 mph.
  2. A Class 395 train, which is closely related to the Class 80x trains, has attained a record speed of 157 mph.

There may be worthwhile time savings to be made, on some of the straighter sections of the East Coast Main Line.

Other improvements will also be needed.

Note, that I am assuming, that the Digswell Viaduct section would not be updated, as it would cause too much disruption.

I also believe that by using selective joining and splitting at Edinburgh, Leeds and perhaps Doncaster, Grantham, Newark or York, that a very comprehensive network of direct trains to and from London can be built from Grantham Northwards.

Beverley, Bradford, Cleethorpes, Glasgow, Grimsby, Harrogate, Huddersfield, Hull, Lincoln, Middlesbrough, Nottingham, Perth, Redcar, Sheffield, Skipton, Sunderland and Washington could all be served at an appropriate frequency.

  • Some like Bradford, Glasgow, Harrogate, Hull, Lincoln and Middlesbrough would have several trains per day.
  • Others might have a much more limited service.

What sort of timings will be possible.

  • 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.

High Speed East Coast would be a serious and viable alternative to High Speed Two for the Eastern side of England and Scotland.

Conclusion

This is an important joint project for Northern Powerhouse Rail, High Speed Two and the East Coast Main Line.

Project Management Recommendations

This project divides neatly into several smaller projects..

  • Upgrade the power supply on the East Coast Main Line.
  • Finish the York to Church Fenton Improvement Scheme
  • Remodel Darlington station.
  • Install of in-cab ERTMS digital signalling.
  • Complete the electrification between Neville Hill TMD and York.
  • Solve the problem of Skelton Bridge and its complicated track layout.
  • Reopen the Leamside Line.

Most of these projects are independent of each other and all would give early benefits to the East Coast Main Line.

When complete, we’ll see the following timing improvements.

  • Leeds and Newcastle will drop from 85 minutes to 56 minutes, with an increase in frequency from three to four tph.
  • York and Newcastle will drop from 57-66 minutes to 52 minutes.
  • There could be ten minutes savings on Edinburgh services.

Passengers and operators would welcome this group of projects being started early.

 

 

 

 

November 30, 2020 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , | 5 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

Note.

  1. 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?
  2. 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 tp;d me recently, that now 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.

  1. I have assumed 400 metre Full-Size trains will be a pair of 200 metre trains.
  2. Trains 4, 10 and 11 are pairs of 200 metre long Classic-Compatible trains, that  split and join at Crewe. Carlisle and Carlisle respectively.
  3. Trains 5 and 6 are single 200 metre long Classic-Compatible trains.
  4. 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.

  1. I have assumed 400 metre Full-Size trains will be a pair of 200 metre trains.
  2. Trains 15 and 16 work as a pair,
  3. Trains 18 and 21 are pairs of 200 metre long Classic-Compatible trains, that split and join at East Midlands Hub.
  4. Trains 22 and 23 are single 200 metre long Classic-Compatible trains
  5. 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

In the current service proposal, , Trains  5,6, 22 and 23 are just single 200 metre Classic Compatible trains.

This is inefficient and another four tph could be run into Euston station, by the use of appropriate splitting and joining.

  • Train 5 could run an identical manner to Train 4 to give extra services to Lancaster, Preston, Wigan North Western and Warrington Bank Quay.
  • Train 6 to Macclesfield is a problem and perhaps should call at Birmingham Interchange, where it could split and join to serve somewhere else like Wolverhampton and Shrewsbury.
  • Trains 22 and 23 could split and join at East Midlands Hub and serve other places in the East of England like Cleethorpes, Hull, Lincoln, Middlesbrough and Scarborough.

Paths are expensive entities to provide and every path into Euston should support a 400 metre train or a pair of 200 metre trains.

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.

  1. No  platform handles more than three tph.
  2. There are three spare platforms.
  3. Each platform would only be normally used by one train type.
  4. 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.

  1. The Nottingham service has been proposed by Midlands Engine Rail, but will be running High Speed Two Classic Compatible trains.
  2. 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.

  1. No  platform handles more than three tph.
  2. There are two spare platforms.
  3. Each platform would only be normally used by one train type.
  4. 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.

  1. The current fastest times between Nottingham and Manchester Airport stations are around two-and-a-half hours, with two changes.
  2. 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.

  1. If these trains were say 130 metres long, they could call at all stations, without any platform lengthening.
  2. 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.
  3. 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.

  1. Only the Lancaster and Liverpool trains stop at Crewe station.
  2. 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.
  3. High Speed Two will loop to the East and then join the West Coast Main Line to the South of Wigan.
  4. 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.

  1. The current West Coast Main Line (WCML) and Phase 2a of High Speed Two are shown in blue.
  2. Phase 2b of High Speed Two is shown in orange.
  3. 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.
  4. The Western Branch, which is shown in blue, is the Liverpool Branch of the WCML, which serves Runcorn and Liverpool.
  5. High Speed Two, which is shown in orange, takes a faster route between Crewe and Wigan North Western.
  6. The Eastern Branch, which is shown in orange, is the Manchester Branch of High Speed Two, which serves Manchester Airport and Manchester Piccadilly.
  7. 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.

  1. 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.
  2. There would probably be a need for a North Wales and Manchester service via Chester.
  3. 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.

  1. The Manchester Branch runs to the South of the M56,
  2. The large blue dot indicates Manchester Airport station.
  3. Wigan is to the North.
  4. Crewe is to the South.
  5. 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.

  1. The unusual Scottish frequencies are caused by splitting and joining at Carlisle and alternate services to Edinburgh and Glasgow.
  2. 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.

  1. 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.
  2. 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.
  3. 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.

  1. East Midlands Hub is shown by the big blue dot.
  2. High Speed Two is shown in orange.
  3. The route to Leeds vaguely follows the M1 Motorway.
  4. 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.

  1. Sheffield is marked by the blue dot in the South.
  2. Leeds is marked by the blue dot in the North West.
  3. York is marked by the blue dot in the North East.
  4. New routes are shown in orange.
  5. 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 | Design, Transport/Travel | , , , , , , , , , , , , , , , , , , , | 6 Comments