LNER New Trains (2023-)

[Rhydgaled]

Definitely better to allow it to move the train, if only at 25mph to the next station for an evacuation.

If every train had this sort of facility the impact of strandings would be massively reduced. It'd give you back the flexibility that used to exist when there was a pilot locomotive at most large stations you could send out to bring a stranded train in.

If the required battery capacity to move the train at 25mph for a sensible distance is similar to that required for 2-3hrs of hotel power, and it doesn't significantly complicate maintainence, then yes you might as well allow the option of using it to move the train. However, in the event of a dewirement presumably the unit caught up in it will be unable to move and everything else will be stuck behind it and unable to reach the next station anyway, in which case only the hotel power functionality will be useful.

The joint line via Lincoln won’t be seeing wires during the ‘booked’ life of these trains. Neither will the Durham Coast. Nor Carlisle to Edinburgh

Certainly not all of them within the 27.5 years Agility Trains IEP deal (assuming a 2017 start) for the Azumas since that only takes us to about 2045, but a new LNER fleet to replace the IC225s in 2023 or 2025 is a different story. 2025 +35 years is 2060. Given the importance of the joint line for freight and the unsuitablity of hydrogen and battery for freight it really needs wiring by 2050.

 

[Bletchleyite]

If the required battery capacity to move the train at 25mph for a sensible distance is similar to that required for 2-3hrs of hotel power, and it doesn't significantly complicate maintainence, then yes you might as well allow the option of using it to move the train. However, in the event of a dewirement presumably the unit caught up in it will be unable to move and everything else will be stuck behind it and unable to reach the next station anyway, in which case only the hotel power functionality will be useful.

Send out a pilotman and reverse them out.

The other gain from batteries is that you can use regenerative braking all the time, not just when something is ready to take it. It's also much simpler to stick it in a battery than into the OHLE. Merseyrail seem to have established that it more than offsets the extra weight and cost of traction-capable batteries, though admittedly third rail uses much shorter sections than 25kV OHLE.

 

[Halish Railway]

One other point about these units is that the EMCL service proposal from a few years ago (I can’t find it anywhere) suggested that there would be 2.5tph to Leeds;
1. Hourly calling at Peterborough and Wakefield Westgate with alternating extensions to Bradford Forster Square.
2. Hourly calling at Doncaster and Wakefield Westgate.
3. Two-hourly to Harrogate, calling at Stevenage, Grantham, Newark Northgate, Retford, Doncaster, Leeds (Going via Hambleton) and Horsforth.

Ideally the first two services could ideally be worked entirely by this new train type in order, with the last worked by an 800. Are there enough of these new trains on order to do that and could have a few more been ordered to enable an hourly service to Bradford?

 

[Kieran1990]

One other point about these units is that the EMCL service proposal from a few years ago (I can’t find it anywhere) suggested that there would be 2.5tph to Leeds;
1. Hourly calling at Peterborough and Wakefield Westgate with alternating extensions to Bradford Forster Square.
2. Hourly calling at Doncaster and Wakefield Westgate.
3. Two-hourly to Harrogate, calling at Stevenage, Grantham, Newark Northgate, Retford, Doncaster, Leeds (Going via Hambleton) and Horsforth.

Ideally the first two services could ideally be worked entirely by this new train type in order, with the last worked by an 800. Are there enough of these new trains on order to do that and could have a few more been ordered to enable an hourly service to Bradford?

If you were to go hourly to Bradford is would be roughly 7 diagrams and the second would be 6 so 13 overall.

 

[TheBigD]

One other point about these units is that the EMCL service proposal from a few years ago (I can’t find it anywhere) suggested that there would be 2.5tph to Leeds;
1. Hourly calling at Peterborough and Wakefield Westgate with alternating extensions to Bradford Forster Square.
2. Hourly calling at Doncaster and Wakefield Westgate.
3. Two-hourly to Harrogate, calling at Stevenage, Grantham, Newark Northgate, Retford, Doncaster, Leeds (Going via Hambleton) and Horsforth.

Ideally the first two services could ideally be worked entirely by this new train type in order, with the last worked by an 800. Are there enough of these new trains on order to do that and could have a few more been ordered to enable an hourly service to Bradford?

The thread is here...

Future ECML & LNER Services

In the LNER Azuma thread this document was posted. It lists the service asperations (now) LNER planned for various timetables once the new Azumas are up and running. Although the timescales will have slipped, the base LNER service for May 2019 would have seen the following... Hourly Kings...

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