Could Doncaster Sheffield Airport Become A Hydrogen Airport?
I asked Google AI, what is the current status of Doncaster Sheffield Airport and received this reply.
Doncaster Sheffield Airport (DSA) is currently in a state of active, public-funded redevelopment after closing in late 2022 due to financial issues, with plans to reopen for passenger flights by late 2027 or 2028, following significant funding (around £160m) secured by the South Yorkshire Mayoral Combined Authority (SYMCA) for the City of Doncaster Council to take over operations and rebuild commercial viability, with freight and general aviation potentially returning sooner.
This Google Map shows the location of the airport.
Note.
- The distinctive mouth of the River Humber can be picked out towards the North-East corner of the map.
- Hull and Grimsby sit in the mouth of the Humber.
- The red arrow indicates Doncaster Sheffield Airport.
- Leeds is in the North-West corner of the map.
- The towns and city of Doncaster, Rotherham and Sheffield can be picked out to the West of the airport.
This second Google Map shows a close-up of the airport.
On my visit to NASA in the 1980s, where an Artemis system was used to project manage the turnround of the Space Shuttle, I was asked questions by one of NASA’s support people about RAF Finningley. Nothing too technical, but things like what is Doncaster like.
When I asked why, they said there’s a high chance that a Space Shuttle could land at RAF Finningley, as it has one of the best runways for a very heavy aircraft in Europe.
Looking at the runway, it is a long and wide runway that was built for heavy RAF nuclear bombers like Valiants, Victors and Vulcans.
I believe that we will eventually see hydrogen- and/or nuclear-powered airliners flying very long routes across the globe, just as a nuclear-powered example, attempted to do in the first episode of the TV series Thunderbirds, which was called Trapped in the Sky and has this Wikipedia entry.
Just as the Space Shuttle did, these airliners and their air-cargo siblings will need a large runway.
Doncaster Sheffield Airport already has such a runway.
These hydrogen- and nuclear-powered aircraft will make Airbus A 380s look small and will need runways like the one at Finningley.
But I don’t think we’ll ever see nuclear-powered aircraft in the near future, so the aircraft will likely be hydrogen.
Other things in favour of making Doncaster Sheffield Airport, an airport for long range hydrogen aircraft include.
- The airport is close to the massive hydrogen production and storage facilities being developed on Humberside at Aldbrough and Rough.
- The airport could be connected to the Sheffield Supertram.
- The airport could be connected to the trains at Doncaster station, which has 173 express trains per day to all over the country.
- The airport would fit well with my thoughts on hydrogen-powered coaches, that I wrote about inFirstGroup Adds Leeds-based J&B Travel To Growing Coach Portfolio
- The airport might even be able to accept the next generation of supersonic aircraft.
- The airport could certainly accept the largest hydrogen-powered cargo aircraft.
- The Airport isn’t far from Doncaster iPort railfreight terminal.
Did I read too much science fiction?
I have some further thoughts.
Do Electric Aircraft Have A Future?
I asked Google AI this question and received this answer.
Yes, electric aircraft absolutely have a future, especially for short-haul, regional, and urban air mobility (UAM), promising quieter, zero-emission flights, but battery limitations mean long-haul flights will rely more on hydrogen-electric or Sustainable Aviation Fuels (SAF) for the foreseeable future. Expect to see battery-electric planes for shorter trips by the late 2020s, while hybrid or hydrogen solutions tackle longer distances, with a significant shift towards alternative propulsion by 2050.
That doesn’t seem very promising, so I asked Google AI what range can be elected from electric aircraft by 2035 and received this answer.
By 2035, fully electric aircraft ranges are expected to be around 200-400 km (125-250 miles) for small commuter planes, while hybrid-electric models could reach 800-1,000 km (500-620 miles), focusing on short-haul routes due to battery limitations; larger, long-range electric flight remains decades away, with hydrogen propulsion targeting 1,000-2,000 km ranges for that timeframe.
Note.
- I doubt that many prospective passengers would want to use small commuter planes for up to 250 miles from Doncaster Sheffield airport with hundreds of express trains per day going all over the UK mainland from Doncaster station.
- But Belfast City (212 miles), Dublin (215 miles) and Ostend (227 miles), Ronaldsway on the Isle of Man (154 miles) and Rotterdam(251 miles) and Schipol 340 miles) may be another matter, as there is water to cross.
It looks like it will be after 2035 before zero-carbon aircraft will be travelling further than 620 miles.
My bets would be on these aircraft being hydrogen hybrid aircraft.
What Will The Range Of Hydrogen-Powered Aircraft In 2040?
I asked Google AI this question and received this answer.
By 2040, hydrogen-powered commercial aircraft are projected to have a range that covers short- to medium-haul flights, likely up to 7,000 kilometers (approximately 3,780 nautical miles), with some models potentially achieving longer ranges as technology and infrastructure mature.
The range of these aircraft will vary depending on the specific technology used (hydrogen fuel cells versus hydrogen combustion in modified gas turbines) and aircraft size.
It looks like we’ll be getting there.
This Wikipedia entry is a list of large aircraft and there are some very large aircraft, like the Antonov An-225, which was destroyed in the Ukraine War.
A future long-range hydrogen-powered airline must be able to match the range of current aircraft that will need to be replaced.
I asked Google AI what airliner has the longest range and received this reply.
The longest-range airliner in service is the Airbus A350-900ULR (Ultra Long Range), specifically configured for airlines like Singapore Airlines to fly extremely long distances, reaching around 9,700 nautical miles (18,000 km) for routes like Singapore to New York. While the A350-900ULR holds records for current operations, the upcoming Boeing 777-8X aims to compete, and the Boeing 777-200LR was previously known for its exceptional range.
I believe that based on the technology of current successful aircraft, that an aircraft could be built, that would be able to have the required range and payload to be economic, with the first version probably being a high-capacity cargo version.
What Would An Ultra Long Range Hydrogen-Powered Airliner Look Like?
Whatever the aircraft looks like it will need to be powered. Rolls-Royce, appear to be destining a future turbofan for aircraft called the Ultrafan, which has this Wikipedia entry.
I asked Google AI, if Rolls-Royce will produce an Ultrafan for hydrogen and received this answer.
Rolls-Royce is actively developing the UltraFan architecture to be compatible with hydrogen fuel in the future, but the current UltraFan demonstrator runs on Sustainable Aviation Fuel (SAF). The company has a research program dedicated to developing hydrogen-powered engines for future aircraft, aiming for entry into service in the mid-2030s.
I asked Google AI, if Rolls-Royce have had major difficulties converting engines to hydrogen and received this answer.
Rolls-Royce has not encountered insurmountable difficulties but faces significant engineering and logistical challenges in converting engines to run on hydrogen. The company has made substantial progress in testing both stationary and aero engines using pure hydrogen, confirming its technical feasibility.
Given the company’s success in developing engines in the past, like the R Type, Merlin, RB 211, Pegasus, Trent, mtu 4000 and others, I suspect there’s a high chance of a successful hydrogen-powered Ultrafan.
If you look at a history of large passenger and cargo aircraft over the last sixty years, there has been a lot of the following.
- Conversion of one type of aircraft to a totally different type.
- Fitting new engines to a particular type.
- Fitting new avionics to a particular type.
Examples include.
- Fitting new CFM-56 engines to DC-8s.
- The first two Nimrods were converted from unsold Comet 4Cs.
- Converting Victor bombers to RAF tanker aircraft.
- Converting BA Tristars to RAF tanker aircraft.
- Converting DC-8s to cargo aircraft.
- Airbus converted five Airbus A 300-600 into Belugas, which have this Wikipedia entry.
- Airbus converted six Airbus A 330-200F into BelugaXLs, which have this Wikipedia entry.
- Converting two Boeing-747s to carry Space Shuttles ; one from American Airlines and one from Japan Airlines, which have this Wikipedia entry.
Note.
- Most of these examples have been successful.
- The last three examples have been very successful.
- Most of these applications do not have a human cargo.
This picture shows an Emirates Air Lines’s Airbus A 380 on finals at Heathrow.
Note.
- The aircraft was landing on Runway 27 L.
- The four engines and the vertical oval cross-section of the fuselage are clearly visible.
- The Wikipedia entry for the Airbus A 380 shows two floors across the fuselage; the upper floor with eight seats in 2-4-2 and the lower floor with ten seats in 3-4-3, and a pair of LD3 cargo containers in the basement.
I’d be interested to know, how much hydrogen could be put in the basement and how far it could take the plane with a full load of passengers!
This link to the Wikipedia entry, shows the cross section in detail.
Note
I wouldn’t be surprised that the first application of large hydrogen aircraft will be for cargo and it could be an Airbus Beluga or perhaps an Airbus A 380 freighter?
Rail Operator Crosses Line For First Time In Years
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
An operator’s first passenger train has crossed a historical and scenic route for the first time in more than a decade.
These three paragraphs give more details about the reason for the trip.
Avanti West Coast’s 07:54 GMT from Wigan was the first to run on the Settle to Carlisle route earlier.
The 73-mile line is renowned for its picturesque views across the Yorkshire Dales and the North Pennines via the Ribblehead viaduct.
The route is usually only used by Northern trains operating between Leeds and Carlisle, but Avanti is using it as a diversion while work to replace the Clifton Bridge take place over the M6 near Penrith.
I’ve only ridden the Route once and that was on a day in 2014, when the weather wasn’t at its best.
Afterwards I wrote Long Live The Settle And Carlisle, so the trip couldn’t have been that bad!
These paragraphs give the reason for and details of the diversion.
The Settle to Carlisle line does not have overhead power lines, meaning Avanti is using bi-mode Class 805 Evero trains which operate on diesel.
Several timetable changes have been made during the engineering works, with disruption expected until 15 January.
Until 5 January, the railway will also be blocked south of Preston, meaning on these days the diverted services are running between Wigan North Western and Carlisle.
But if Great British Railways could get their act together and convert a sufficient number of their Hitachi diesel bi-modes to battery-electric bi-modes and do some testing and a few calculations, the problem would be solved.
In 2021, I wrote Through Settle And Carlisle Service Under Consideration, after Modern Railways wrote an article of the same name.
Could Lumo Run A Lincoln And Glasgow Service Via Doncaster, Leeds And Settle?
In South Yorkshire Now Has Better North-South Connections, I calculated that Doncaster station now has 173 express trains per day, that stop at the station.
So why not add five or six express trains per day to Doncaster, Lincoln, Leeds, Settle, Carlisle and Glasgow?
And why not ask Lumo to run it, as they’d know how to run such a service?
FirstGroup Adds Leeds-based J&B Travel To Growing Coach Portfolio
The title of this post, is the same as that of this article on Route One.
These two paragraphs add more detail.
J&B Travel of Leeds is the latest coach business to be acquired by FirstGroup.
The operator, which has been established for more than 40 years, has a fleet of 15 vehicles, with work including home-to-school, private hire and FlixBus contracts.
But in some ways, the most significant thing not mentioned is that FirstGroup have now acquired seven coach firms.
- AndersonTravel in London
- EnsignBus in London
- J & B Travel in Leeds
- Matthews Coaches in County Monaghan, Ireland
- Tetley’s Coaches in Leeds
- York Pullman in Harrogate, Hull, Leeds and York
Note.
- MatthewsCoaches are about halfway between Dublin and Belfast.
- Three of the English acquisitions are in Yorkshire and two are in London.
- Leeds isn’t far off being halfway between London and Central Scotland.
This looks like the first part of a master plan.
- Leeds and County Monaghan could be ideal refuelling points for zero-carbon coaches.
- Ferrybridge, just South of Leeds is getting a hydrogen-fired power station.
- Ferrybridge is a big site with a motorway service station on the M1.
- Wrightbus are building an electrolyser at Ballymena, which is 81 miles from Matthews Coaches.
- Wrightbus have said that Dublin and Cork would be an ideal route for a hydrogen coach.
- Wrightbus have said that Heathrow and Gatwick would be an ideal route for a hydrogen coach.
This plan could be built-on with routes to various cities and attractions.
I have some further sorts and questions.
Could The First Obvious Routes Be Run By Hydrogen Coaches?
From what Wrightbus have indicated, I would rate the obvious routes as.
- Dublin and Belfast – 103 miles or 206 miles round trip
- Dublin and Cork – 107 miles or 340 miles round trip
- Leeds and Glasgow – 224 miles or 448 miles round trip
- Leeds and Edinburgh – 222 miles or 444 miles round trip
- Leeds and London – 197 miles or 396 miles round trip
- Heathrow and Gatwick – 40 miles or 80 miles round trip
Note.
The longest route is 714.5 km.
It would appear that, if the hydrogen-powered coach had a range of 1,000 km. all routes would be possible.
How Far Would A Hydrogen Coach Get On A Tankful From London?
A thousand kilometres is 621.4 miles.
These are the distances from Scottish cities to London.
- Aberdeen – 537 miles
- Dundee – 472 miles
- Dunfermline – 430 miles
- Edinburgh – 410 miles
- Glasgow – 404 miles
- Inverness – 561 miles
- John O ‘Groats – 678 miles
- Perth – 451 miles
- Stirling – 418 miles
I’ve added John O’Groats for completeness, but all cities would be reached.
How Far Would A Hydrogen Coach Get On A Tankful Going West From London?
These are the distances from Western towns and cities to London.
- Aberystwyth – 236 miles
- Fishguard – 255 miles
- Holyhead – 289 miles
- Lands End – 310 miles
- Penzance – 307 miles
I’ve added Lands End for completeness, but all towns and cities would be reached.
John O’Groats And Lands End In A Hydrogen Coach
I asked Google AI how far the journey was and received this answer.
The distance from Land’s End to John o’ Groats varies by transport: about 837-874 miles (1347-1407 km) by road, roughly 600 miles (970 km) as the crow flies, and around 1,200 miles (1900 km) for an off-road walking route, with cyclists typically taking 10-14 days and walkers 2-3 months.
So it looks, like there will be a need for a refuel, but that would give 2,000 kilometres, which is more than the 1,347-1,407 kilometres needed.
Ferrybridge Could Be An Ideal Refuelling Point
I suspect, even in fifty years you could name the places in the UK, where you will be certain of refuelling any hydrogen vehicle on the fingers of one hand.
The list would include.
- Ferrybridge in Yorkshire, where SSE are building a hydrogen-fired power station.
- Felixstowe Docks in Suffolk, where there will be a need to fuel hydrogen trucks.
- Keadby in Lincolnshire, where SSE are building a hydrogen-fired power station.
- Kintore in Aberdeenshire, where an electrolyser is being built.
- Runcorn in Cheshire, where there was an electrolyser in 1968, when I worked there.
This web site lists all the UK hydrogen projects.
This Google Map shows the location of the Ferrybridge hydrogen-powered power station site in relation to Barnsley, Doncaster, Leeds and other towns and cities of Yorkshire.
Note.
- The red arrow indicates the former coal-fired power station site.
- Leeds is in the North-West corner of the map.
- Barnsley and Stocksbridge are in the South-West corner of the map.
- The city of Sheffield is to the South-West of Stocksbridge.
- Doncaster is in the South-East corner of the map.
Last September I wrote Visiting The Consultation For Ferrybridge Next Generation Power Station At Knottingley.
In that post, I wrote about supplying both the power station and the motorway services with hydrogen and felt that it could use one of two methods.
- A pipeline from the hydrogen storage in East Yorkshire.
- Some form of train from a hydrogen production site.
Recently, Network Rail have been conducting tests on the movement of hydrogen by train, which I wrote about in Network Rail’s Test Track Take Centre Stage As Hydrogen Is Delivered By Rail For The First Time.
The Ferrybridge Site Has most things needed.
This map shows the site.
Note.
- The impressive motorway junction, where the North-South M1 crosses the East-West M62.
- Liverpool and Manchester are to the West.
- Leeds, Newcastle and Scotland is to the North.
- Hull is to the East.
- London is to the South.
- There is a Moto Services.
- There is a Premier Inn.
There is even two railway stations on the map.
This reply from Google AI gives the details of the distance between Ferrybridge and the South-West.
The driving distance from Ferrybridge, Yorkshire, to Land’s End is roughly 470 to 500 miles, taking about 8-9 hours, primarily via motorways like the M1, M5, and A30, though exact times and routes vary by real-time traffic and specific starting/ending points.
I am absolutely certain, that if you have a vehicle like a hydrogen coach and you want to go anywhere between A to B on the UK mainland, then if there is hydrogen-refuelling at Ferrybridge, you will be able too do the journey with a refuel at Ferrybridge.
The BYD Buses On Route 141 Appear To Be Dehydrating Me
I took these pictures on one of the new BYD electric buses on route 141 these morning, as it ran between the Moorfields Hospital and the Balls Pond Road stops.
Note.
- There appears to be something wrong with the display, which says “Bus Terminates Here. Please Take Your Belongings With You”
- But it didn’t terminate.
- I’ve noticed these displays have got stuck like this before on BYD buses.
- The display didn’t move during the whole journey.
- Although, the clock seemed to keep almost accurate time.
- I just wonder if the bus is running out of electricity, so the driver or the computer has switched off things like the air-conditioning and the display.
And then after I’d been home for about ten-fifteen minutes, I started to get terrible pins and needles in my right arm.
It was so bad, that I called 111. Luckily it looked like it was nothing serious.
I do have a very leaky skin and I felt I might be dehydrated.
So I asked Google AI if “dehydration causes pins and needles” and received this answer.
Yes, dehydration can cause pins and needles (tingling sensations) because it disrupts the body’s electrolyte balance (like sodium, potassium, calcium), which are crucial for proper nerve and muscle function, leading to impaired nerve signals and tingling, often in hands and feet, especially after weating or intense activity.
As a precaution, I drunk three bottles of low-alcohol Ghost Ship beer and felt a lot better.
I am certain in future, I will only go in a Chinese electric bus, if I’m sure is been fully charged.
South Yorkshire Now Has Better North-South Connections
The December 14th 2025 timetable change was a big day for South Yorkshire.
Three big changes will transform, public transport in South Yorkshire.
The Opening Of A New Tram-Stop At Magna Science Adventure Centre On The Tram-Train Route Between Sheffield And Rotherham
The Magna Science Adventure Centre is described like this in the first paragraph of its Wikipedia entry.
Magna Science Adventure Centre is an educational visitor attraction in Rotherham, South Yorkshire, England.
This map shows the site and the tram-train track between Sheffield and Rotherham.
Note.
- The tram-train track runs East-West across the top of the map.
- Sheffield is to the West and Rotherham is to the East.
- At the Western end of the site, a label indicates the position of the Magna Platform.
- The position of the tram-train stop is already marked.
- There will be 29 extra Park-and-Ride spaces.
- The Magna Science Adventure Centre is indicated by the purple arrow in the middle of the map.
- Magna Way runs East-West through the site.
- There are four pavilions: Earth, Air, Fire, and Water.
This article on the BBC is entitled Lifts And Bridge Added As Tram Stop Takes Shape.
This picture from the article shows the bridge with lifts.
Note.
It will be an impressive tram stop.
It doesn’t look like it will be long before it opens.
But as yet no information is available.
Google AI gave this answer.
The new Magna Tram Train stop is scheduled to open in early 2026.
Construction of the new £10 million station and Park & Ride facility in Rotherham, part of a wider investment in the South Yorkshire Supertram network, is currently on track.
The new stop will improve access to the Magna Science Adventure Centre, local businesses, and link up with existing walking and cycling routes, aiming to ease congestion in the Lower Don Valley.
I shall be going next week to take photographs of the tram stop.
The Increase In Frequency Of Express Trains Serving Doncaster On The East Coast Main Line
Since the December 14th 2025 timetable change, the Monday to Friday express trains, that stop at Doncaster on the East Coast Main Line have included.
- CrossCountry – 8 trains per day (tpd) in both directions.
- Grand Central – 4 tpd in both directions.
- Hull Trains – 7 tpd in both directions.
- LNER- 3.5 trains per hour (tph) in both directions.
- TransPennineExpress – 1 tph in both directions.
Note.
- This totals to 173 express trains per day stopping at Doncaster
- Or about 7 tph in both directions or a train every 8.5 minutes.
- This is about a thirty percent increase in frequency.
- Doncaster has become the Crewe of South Yorkshire.
I can see this large number of express trains to Doncaster bringing large numbers of visitors to go to the Magna Science Adventure Centre or its tram stop for onward connection to other destinations on the Sheffield Supertram network.
The trouble is, that at present the Magna tram stop is not connected to Doncaster station.
This OpenRailwayMap shows the rail lines between Doncaster and Sheffield stations.
Note.
- The short length of red track in the North-East corner of the map is the East Coast Main Line.
- Doncaster station can be picked out.
- The short length of red track in the South-West corner of the map is the Midland Main Line, which connects Sheffield to London.
- Sheffield station is at the Northern end of the electrification, which will be installed soon.
- The pink tracks are the 750 VDC electrified tracks of the Sheffield Supertram.
- The blue arrow marks Rotherham Parkgate station, which is the limit of the current tram-train route.
The tram-train route needs to be extended so that the tram-trains can go between Rotherham Parkgate tram stop and Doncaster station.
The route seems to have these characteristics.
- It is about 11.8 miles long.
- Stops are Rotherham Central, Swinton (South Yorkshire), Mexborough and Conisborough.
- Diesel trains take about thirty minutes between Rotherham Central and Doncaster.
- All platforms at Doncaster are electrified with 25 KVAC.
- Platform 5 is a convenient bay platform at Doncaster, that could be used by the tram-trains.
- Sheffield’s Class 399 tram-trains can use 25 KVAC for traction.
- South Wales have similar Stadler tram-trains, that are to be fitted with batteries.
I am fairly sure, that a solution can be found so that Sheffield’s tram-trains can be extended to Doncaster station.
This OpenRailwayMap shows the route between Rotherham Parkgate tram stop and Doncaster station.
Note.
- The short length of red track in the North-East corner of the map is the East Coast Main Line.
- Doncaster station can be picked out.
- The short length of pink tracks are the 750 VDC electrified tracks of the Sheffield Supertram.
- The blue arrow marks Rotherham Parkgate station, which is the limit of the current tram-train route.
- Most of the route is not electrified.
As there is electrification at both ends, I suspect the easiest way of powering the trams would be to use batteries, as has been done in South Wales.
The New Class 810 trains between London St. Pancras And Sheffield On The Midland Main Line
These new Class 810 trains have started running this month and I suspect soe travellers will use these trains to go to Magna or its tram stop.
his OpenRailwayMap shows the tram routes in Sheffield city centre.
Note.
- The pink tracks are tram-tracks.
- The black tracks are unelectrified train tracks.
- The short lengths of red-and-black tracks are tracks to be electrified with 25 KVAC overhead, for the Class 810 trains.
- The blue error indicated the Cathedral tram-stop, where tram-trains will be caught to Magna.
- The mass of black tracks in the middle of the map is Sheffield station.
- There is a tram stop on the East side of the train station for the trams.
- Trams going South go to Halfway and Herdings Park.
- Trams going North-East go to Rotherham Parkgate and Meadowhall Interchange, and will go to Magna, when it opens.
- Trams going North-West go to Malin Bridge and Middlewood.
It is a difficult interchange between Cathedral and Sheffield station, if you are catching the tram-train, as it is a hard walk up hill, so it might be better if you are goinging between Sheffield station and the tram-train to change trams at Meadowhall South.
Electric Freight: A Solution To The WCML Capacity Conundrum
The title of this post is the same as that of this article on Rail Engineer.
These two paragraphs introduce the article.
Network Rail considers the West Coast Main Line (WCML) to be the busiest mixed traffic railway in Europe. It carries 125mph passenger trains from London to the West Midlands, North West, and Scotland and is used by 90% of intermodal UK rail freight which has a maximum speed of 75mph. Traffic on the line has been steadily increasing. In 1994 there were seven daily passenger trains from Glasgow to London. Now there are 26.
In 2006 Network Rail commissioned an in-depth study to find the best way of providing additional capacity as, with increasing traffic, the WCML between London and the North West was forecast to be full by 2020. The study found that the provision of a new high-speed line was the best solution and was the basis for the development of the HS2 project. The 2006 study correctly forecast that the WCML will by now be at full capacity south of Crewe, yet following the curtailment of HS2 two years ago there are no proposals to address the capacity issue between Rugby and Crewe that was identified 20 years ago.
David Shirres, puts forward a solution that involves electric freight locomotives and faster freight wagons.
I can add some knowledge of what British Rail were doing in the 1970s to solve the problem of freight on the West Coast Main Line all those years ago.
This picture shows a PACE 231R.
In the early 1970s, I was lucky enough to work with one of these amazing machines. They were probably one of the most powerful analogue computers ever built, that could solve a hundred simultaneous differential equations at once using thermionic valve circuitry. Their most famous application was at NASA, where two of these machines formed the analogue half of the moon-landing simulator.
There were a handful of these powerful beasts in the UK at ICI Plastics, where I worked, British Motor Corporation, Cambridge University and British Rail Research at Derby.
At the time, British Rail were trying to run freight trains faster and the four-wheel freight wagons of the time were derailing with an unwanted regularity. So the problem was given to British Rail Research and the problem was put on the PACE 231R. The problem was solved and the lessons learned were applied to the Mark 3 Coach and the InterCity 125.
After privatisation, the research went to the National Railway Museum and out of curiosity a few years ago, I tried to look at it, but was told it was commercially sensitive to Bombardier. It is my belief, that if this research were to be continued at one of our best universities, that faster freight bogies could be developed, that would help to create the extra freight paths needed on the WCML.
Back To The Future With BYD Double-Deck Buses
Arriva run the 141 bus route for transport for London and today they must have been short of buses, as this older Wrightbus on a heritage number plate had been pressed into service.
The four pictures of an older Wrightbus hybrid bus, were taken on Moorgate this morning, when it was substituting for a newly-delivered BYD battery-electric bus on route 141.
As I tapped in, I made a remark to the driver about reliability of the Chinese buses and he smiled a knowing smile.
As an engineer and designer, I would list the design faults on the BYD double-deck buses as follows.
- The batteries don’t give the buses a long enough range.
- The buses don’t handle cold weather very well.
- The step into and out of the bus is too high for elderly people and is not the same as other London buses.
- The seating is more comfortable in AlexanderDennis, Evo-Seti and Wrightbus buses.
- The seats are also too narrow.
- The seats at the back downstairs are pokey, because of the position of the batteries.
- There is no rear view downstairs, which makes using the Mayor’s promoted Hopper Fare, which lets you take unlimited bus and tram journeys for £1.75 within one hour of your first tap-in, more difficult.
- The stop displays are unreliable.
- The buses don’t have enough seats for the 141 route.
But perhaps most importantly, few passengers have a good word for the buses.
There’s A Hole In The Bus
If you’re musical, you can sing it to the tune of the famous Harry Belafonte song.
If you not, then give us a rest, or take singing lessons.
I took this picture of the seat in front of me on the new BYD battery-electric bus this morning.
Has the stop button been nicked or has it just fallen out?
Or it could be the centuries old problem of finding good, reliable slaves?
A Nightmare Coming Home
I nearly always come home via Moorgate station, as it has good train and bus connections and I can get both the 141 and 76 buses to near my house.
- The 76 bus is my preference as it is a reliable New Routemaster.
- But the 141 bus takes me all the way home. Unfortunately, it is generally a Chinese BYD battery-electric bus.
Coming home, I arrived at the Northchurch Road in a 76 bus.
- The time was 11:29 and a text said that 141 buses were due in 1, 8, 19 and 20 minutes.
- A second text at 11:39 said that buses were due at 4 and 12 minutes.
Eventually, I got on a 141 bus at 11:44.
This is typical, as the buses don’t seem to synchronise with Transport for London’s bus reporting system.
But today in the cold weather, they have been particularly unreliable.
So I asked Google AI, if hydrogen buses are more reliable in the cold and received this answer.
Yes, studies show hydrogen fuel cell buses generally outperform battery-electric buses (BEBs) in cold weather, experiencing less range reduction because their fuel cells generate waste heat that helps warm the cabin, while BEBs must draw significant energy from the battery for heating, drastically cutting range. While BEB range can drop significantly (over 30%), hydrogen buses see a smaller dip (around 23%), making them more reliable for cold climates.
Sixty years ago, I was using nickel-cadmium batteries to make portable instruments in a chemical factory and I think that they hated the cold, but that lithium-ion solved the problem. Obviously, it doesn’t!
But I do have my suspicions about the design and build quality of these BYD buses!
Rolls-Royce Supplies mtu On-Board Power Generators For Baleària’s Electric Ferries On The Route Between Europe And Africa
The title of this post, is the same as that of this press release from Rolls-Royce.
These are the three bullet points.
- Eight mtu emergency power generators ensure power supply on two fully electric, emission-free fast ferries operated by the shipping company Baleària
- Over 11,000 kW total output as backup for electric operation
- To be used on the route between Tarifa (Spain) and Tangier (Morocco) starting in 2027
These are the first two paragraphs.
Rolls-Royce’s Power Systems division is supplying a total of eight mtu emergency power generators for two fully electric fast ferries belonging to the Spanish shipping company Baleària. From 2027, the ships will cover the 18 nautical miles between Tarifa in Spain and Tangier in Morocco using electric power, thereby opening up the first “green corridor” between Europe and Africa.
The project is considered a milestone for CO2-neutral mobility at sea and is supported by an international network of partners consisting of shipping companies, shipyards, port authorities, energy suppliers, and other companies.
Note.
- The route is only 18 nautical miles.
- Each ferry can accommodate 804 passengers and 225 cars.
- The ferries have a cruise of 26 knots.
- The project is considered a milestone for CO2-neutral mobility at sea.
- Each ship will have an installed power of 11,000 kW on both electric and diesel.
- They should go into service in 2027.
I know little about ships, but these look to be the business and I can see them sneaking silently into ports everywhere.
But AI might, so I’ll ask a few questions.
How Will Baleraia’s New Fast Ferries Handle Rough Weather?
This was replied.
Baleària’s new fast ferries, such as the Eleanor Roosevelt and Margarita Salas, incorporate advanced stabilization and hull systems designed to improve comfort and reliability in adverse sea conditions. However, as with all maritime transport, sailings can still be cancelled or delayed due to severe weather for safety. reasons.
It certainly looks like the Spaniards are going for it.
Can The Signalling Of The London Overground Be Improved?
An article on Modern Railways Online is entitled First To Succeed Arriva On London Overground.
These are two paragraphs of the article.
Under the new concession, which runs for eight years, First Rail London Limited (FRLL) will introduce extra peak time trains on the Mildmay Line from May 2026, more frequent trains on the Windrush Line from December 2026 – up to 18 trains per hour – and upgrade help points and CCTV.
It will also introduce ‘targeted upgrades’ on the Mildmay Line infrastructure to “boost performance for customers.”
It would appear that the signalling is being improved.
So I asked Google AI, the question in the title of this post and received this reply.
Yes, London Overground signalling is actively being improved through major projects like the Windrush Line upgrades (aiming for 18-20 trains per hour) and South London signalling modernisation (Alstom’s new system for better reliability), allowing for increased capacity, faster journeys, and fewer delays, although these upgrades involve planned disruptive works.
It would appear that the improved signalling will lead to more faster and better services.
These have been indicated in the Modern Railways article.
- Extra peak time trains on the Mildmay Line
- More frequent trains on the Windrush Line
I would also expect more freight, open access and other special trains to be able to use London Overground tracks to pass through London.
London has a rail capacity problem, for both freight and passenger trains.
This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).
I have written a series of posts based on this report.
- Decarbonisation Of London’s Freight Routes
- Doubling Harlesden Junction
- East Coast Main Line South Bi-Directional Capability
- Gauge Improvements Across London
- Gospel Oak Speed Increases
- Headway Reductions On The Gospel Oak To Barking, North London and West London Lines
- Heavy Axle Weight Restrictions
- Kensal Green Junction Improvement
- Longhedge Junction Speed Increases
- Moving The West London Line AC/DC Switchover To Kensington Olympia
- Moving The West London Line AC/DC Switchover To Shepherd’s Bush
- Nunhead Junction Improvement
- Stratford Regulating Point Extension
- Will Camden Road Station Get A Third Platform?
- Will Clapham Junction Station Get A Platform 0?
There is certainly work to be performed on London’s railways to increase the total number of freight trains, that pass through and around the capital.
Conclusion
I believe that as has been shown on the Lizzie Line, Thameslink, the East Coast Main Line and other lines around the world, that the number of trains per hour on the Overground can be increased to meet the objectives stated in the Modern Railways article.
What Is The Peak Frequency Of The East London Line?
I asked Google AI, the question in the title of this section and received this reply.
The East London Line (now part of the Windrush Line, London Overground) has peak frequencies of around every 4-6 minutes (10-15 trains per hour) on its busiest sections, though some parts might see higher frequencies, generally offering a very frequent service through East London during peak times. Specific frequency can vary by section (e.g., Stratford-Lewisham, Canary Wharf-Lewisham), but generally, you can expect trains every few minutes during weekday rush hours (around 06:30-09:30 & 16:00-19:00).
I do think that Google AI has got its DLR and its East London Line mixed up.
But even if we accept that current East London Line service needs 15 tph and the new capacity will be the Modern Railways article figure of 18 tph, that’s still an increase of 3 tph through the Thames Tunnel-section of the East London Line.
What Is The Peak Frequency Of The North London Line?
I asked Google AI, the question in the title of this section and received this reply.
The North London Line (NLL), part of London Overground, typically runs 8 trains per hour (tph) during weekday peaks, with plans to increase this with infrastructure upgrades like digital signalling and longer trains to meet growing demand and integrate with Crossrail/HS2. While 8tph has been a target, the line also carries significant freight, impacting passenger service frequency, with older plans aiming for 6-8tph peaks and even longer trains (3-4 cars) for capacity.
The peak frequency of trains on the North London Line appears less than the East London Line, so I would assume, that like the East London Line, it could probably squeeze in another 3 tph.
When you consider that the working day is over eighteen hours, 3 tph means nearly an extra sixty trains per day on both the the East and North London Lines.
Could This Extra Capacity On The East and North London Lines Created By Improved Signalling Be Used For Extra Services?
Consider.
Every train of the service, would need its own path.
- A typical four tph Overground service like Dalston Junction and New Cross would need four paths per hour.
- A typical freight service would need a dedicated path.
- A typical long-distance passenger service would need a dedicated path.
There are certainly possibilities.
The Anonymous Widower 
