St. Pancras And Leicester Via Corby
This OpenRailwayMap shows the route between Kettering and Leicester via Corby.
Note.
- Kettering station is in the bottom right corner of the map.
- Kettering is on the Midland Main Line from St. Pancras.
- North of Kettering the route splits into two.
- The Midland Main Line goes North-West through Market Harborough to Wigston junction and Leicester.
- The Midland Main Line is electrified to Wigston junction.
- The Corby branch goes North-East to Corby, which is indicated by a blue arrow.
- The Corby branch is electrified to Corby.
On Saturday, I went to Leicester and because there were engineering works at Market Harborough, the train went via Corby.
Over The Welland Viaduct
After Corby, the train went over the Welland Viaduct and I took these pictures.
It is an impressive viaduct and is the longest viaduct across a valley in the United Kingdom.
I have some further thoughts.
Could The Corby Service Be Extended to Leicester?
Consider.
- Between Corby and Leicester is 40.8 miles of track without electrification.
- Trains could call at Oakham, Melton Mowbray and Syston stations.
- Oakham, Melton Mowbray and Syston stations, could be given an appropriate number of trains every day to Leicester, Corby, Kettering, Wellingborough, Bedford, Luton, Luton Airport Parkway and London St. Pancras International stations.
- No new infrastrructure would be needed.
- I suspect an hourly service would be sufficient.
I am fairly sure that a Class 810 train fitted with batteries could work the route.
Leicester, Oakham, Melton Mowbray And Syston Stations Would Get A Direct Connection To Luton Airport
Some travellers might find this very useful.
Leicester Station Would Have A Neat Passenger Drop-Off For Luton Airport
I wrote about this in Busiest UK Airports Raise Kiss-and-Fly Fees, Says RAC.
Every rail station needs a passenger drop-off as good and affordable as the one at Leicester station.
Busiest UK Airports Raise Kiss-and-Fly Fees, Says RAC
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
More than half of Britain’s busiest airports have raised “kiss-and-fly” fees for cars dropping off passengers close to terminals, according to research from the RAC.
These two paragraphs add details.
The motoring group found 11 out of 20 UK airports had put up prices since last July, with Gatwick, Bristol, Leeds Bradford and Southampton joining Stansted in charging the top rate of £7 to park for a matter of minutes.
In contrast, at nine of the 10 busiest airports in the European Union there are no drop-off fees.
I don’t drive and these days I can’t walk very far, but I travel around the UK and Europe without any difficulty.
Here are a few tips.
Use James Cameron’s Packing Method
James Cameron was one of BBC’s most famous and much-travelled journalists and his life is documented in this Wikipedia entry.
The Wikipedia entry says nothing about his packing method, which my late wife and myself used after hearing him describe it in one of his excellent documentaries.
Sort everything you think you’ll need into two piles. Each pile contains half the shirts, trousers, swimwear, underwear etc. that you think you’ll need.
Pack each pile in a separate case and leave one case behind.
As to money he said, work out the most you’ll need and double it. These days with credit cards, that is probably not so relevant.
Choose An Airport With Good Step-Free Public Transport
I’m lucky in London, in that I can get a bus within a hundred metres of my house, that takes me to Moorgate, Bank or London Bridge stations, which give me direct access to City, Gatwick, Heathrow, Luton, Southend or Stansted Airports.
Step-free access to some airports in the UK is abysmal.
Use A Train From A Station With a Properly Designed Drop-Off Area
These pictures show the taxi rank and drop off area at Leicester station.
The building would appear to have a Grade II Listed taxi rank and free twenty-minute car park.
How many other stations have well-designed facilities like these?
According to this article on the BBC, Preston station has an innovative solution.
If you spot any others, let me know!
Service Your Car Near The Airport
For three or so years, we had a car, where there was a main dealer a couple of stops on the Piccadilly Line from Heathrow.
So we dropped the car in, walked a short distance to the Underground and started our holiday with a tube ride.
It just needs a bit of research.
I don’t drive anymore after a stroke, but if I did, my car would be serviced by a garage, I could get to on public transport.
Nigel Farage Speech: Persistent Offenders Would Face Life Sentences
The title of this post, is the same as that of this article in The Times.
This is the sub-heading.
The Reform UK leader pledged more prison spaces, deportation of criminals and zero-tolerance policing as part of a six-week Lawless Britain campaign drive.
These three paragraphs give more detail about what criminals can expect and how much it will cost.
Every shoplifter would be prosecuted and stop and search powers used to “saturation point” under Nigel Farage’s pledge to make Reform UK the “toughest party on law and order this country has ever seen”.
He said that a Reform government would crack down on prolific offending by imposing life sentences on those who commit three or more offences.
The Reform leader set out plans to spend £17.4 billion to cut crime by half in the first five years if the party wins the next general election — an annual cost of £3.5 billion.
At least hanging and flogging aren’t mentioned. But he does suggest sending one of our worst child murderers to El Salvador and that Britain would leave the European Convention on Human Rights.
This paragraph says how he will pay for this law and order policy.
Farage said Reform would pay for the £17.4 billion law and order crackdown by ditching HS2 and net zero policies — money which has also been pledged for other policies.
I have just done a little calculation about how much offshore wind power should be commissioned by January 2029, which will likely be before the expected 2029 General Election.
- In October 2023, there was 15,581 MW of operational offshore wind.
- Currently there are 10,842 MW under construction, that should be commissioned by January 2029.
- There is also 2,860 MW of smaller wind farms, which have yet to be started that should be commissioned by January 2029.
- That all totals up to 29, 285 MW or 29.3 GW.
- Another 12 GW of offshore wind is scheduled to be commissioned in 2029 and 2030.
Currently, as I write this we are generating 29.3 GW from all sources.
I asked Google AI how much solar energy we will have in January 2029 and got this answer.
In January 2029, the UK is projected to have a significant amount of solar energy capacity, with the government aiming for 45-47 GW of total solar power by 2030.
Let’s assume the sun only shine half the time and say 20 GW on average.
We’ll also have 4.4 GW from Hinckley Point C and Sizewell B, as all other nuclear will have been switched off.
I asked Google AI how much energy storage we’ll have by January 2029 and got this answer.
In January 2029, the UK is projected to have around 120 GWh of battery energy storage capacity, according to a European report. This is part of a broader goal to reach 400 GWh by 2029 for the EU-27, with the UK contributing significantly to this total.
If there’s say another Great Storm, the dozens of interconnectors between the UK and Europe should keep us all going.
It looks to me that by January 2029, we’ll be substantially on the way to being powered by renewables.
Most of the net zero money will have been spent and we’ll be almost at net zero.
Phase One of High Speed Two has a target date of 2030, and I suspect that the engineers working on the project will get trains running between Old Oak Common and Birmingham Curzon Street stations before the General Election, just because if NF’s going to cancel the project, they might as well do their best to get him to lose the election.
So at best he might get a year’s savings from stopping High Speed Two, but an unfinished High Speed Two, will be a joke on NF and make him look a complete laughing stock!
UK Among Tri-Axle Zero-Emission Wrightbus StreetDeck Prospects
The title of this post, is the same as that of this article on routeone.
This is the sub-heading.
Orders for new product ‘already lined up’ in Europe and the Far East, the manufacturer has said
These are the first two paragraphs.
Wrightbus sees UK sales opportunity for its new tri-axle zero-emission StreetDeck double-deck bus platform in addition to core Far Eastern markets for that class of vehicle, it says.
That was noted by CEO Jean-Marc Gales (pictured) when debuting prototype examples of the 6×2 bus that it says are “simultaneously” coming off production lines in Northern Ireland and Malaysia. The manufacturer adds that orders are “already lined up” for the product in Europe and the Far East.
I seem to remember that London’s electric trolleybuses used to have three axles.
So I asked Google AI if London’s trolleybuses did have three axles and got this reply.
Yes, London’s trolleybuses were predominantly three-axle vehicles. To accommodate their length and the power of their electric motors, most London trolleybuses, designed to replace trams, were built with three axles. This design allowed them to be larger and carry more passengers, similar to the trams they replaced.
So my memory was correct.
Where I live in De Beauvoir Town, the main North-South bus route is the 141 between London Bridge and Palmers Green.
- They are ten-year-old diesel hybrid buses.
- The route is busy and the buses are far too small.
- During my childhood, the route was the 641 trolleybus, which I used regularly.
- Southgate Road, where the trolleybuses ran is wider than most roads in London.
It would be ironic, if our inadequate 141 buses were to be replaced by new three-axle buses following some of the design rules of trolleybuses.
Is A Three-Axle Bus Better At Climbing Hills Than A Two-Axle?
In the UK, Bradford, Brighton and Sheffield are cities with hills.
If a three-axle bus is better at climbing hills, then this could be a big selling point.
The Chinese Won’t Be Pleased
This is said in the article.
The manufacturer adds that orders are “already lined up” for the product in Europe and the Far East
The Chinese won’t like Wrightbus stealing their markets.
Could East Midlands Railway Run A St. Pancras And Leeds Service?
East Midlands Railway’s new Class 810 trains have been designed, so that a pair will fit into one platform at St. Pancras.
If we assume one platform at St. Pancras is used for the Corby and Luton Airport Express services, that leaves three platforms for pairs of Class 810 trains to run expresses to the East Midlands.
This could be as many as twelve pairs of five-car trains per hour.
Where wioll they all terminate in the North?
Leeds station must be the obvious new destination.
- Leeds has the largest population and is the largest commercial and finance centre in Yorkshire and the North-East.
- Leeds would have gained three trains per hour (tph) from London, two tph from Birmingham and four tph from the East Midlands Hub at Nottinham.
- Leeds is getting a brand new metro.
- Leeds is a fully-electrified station, so it could charge the trains before they return to Sheffield, Leicester, Wigston junction and St. Pancras.
- Leeds and Wigston junction is 107.8 miles, which should be within the range of a battery-electric Class 810 train. If it is too far, an extended stop could be taken at Sheffield to top up the batteries.
- Note that Stadler hold the Guinness World Record for the greatest distance covered on one charge at 139 miles. Hitachi Rail, who are partnered with JCB’s battery-maker in Sunderland, should be able to smash that.
The Rail Minister; Lord Peter Hendy went to Leeds University.
Which Route Would The Trains Take Between Sheffield And Leeds?
Consider.
- The fastest trains between Sheffield and Leeds, go via Meadowhall, Barnsley and Wakefield Kirkgate stations.
- Trains take about an hour.
- The current frequency is two tph.
- The distance is 41.1 miles with no electrification.
A frequency of two additional tph between St. Pancras and Leeds would give the following.
- A nice round four tph between Yorkshire’s two most important cities.
- Four fast tph between Meadowhall, Barnsley and Wakefield Kirkgate stations, and Leeds and Sheffield.
- Two direct trains between Meadowhall, Barnsley and Wakefield Kirkgate, and Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and St. Pancras.
It would be complimentary to any Leeds Metro.
Could East Midlands Railways Also Serve Huddersfield?
Consider.
- Huddersfield is 36.4 miles further than Sheffield on the Penistone Line, which is not electrified.
- Wigston junctionand Huddersfield station is 105.3 miles.
- Huddersfield is a Grade I Listed station with two pubs in the middle of the town.
- Huddersfield station is being fully-electrified in connection with the TransPennine Upgrade.
- All trains from Sheffield, that use the Penistone Line terminate in Platform 2 at Huddersfield station.
This OpenRailwayMap shows the position of Platform 2 in the station.
Note.
- The red-and-black dotted tracks are being electrified.
- The black tracks are not going to be electrified.
- Platform 2 is marked 2 in the top-right corner of the map.
- Platform 2 looks to be about 90 metres long.
- Five-car Class 810 trains are 120 metres long.
- From the map, it looks like the platform could be lengthened by the required thirty metres.
I suspect that some form of charger can be squeezed into the available space. After all, you don’t often get the chance to put charging into one of the most grand stations in Europe. Power supply would not be a problem, because of the electrification.
A frequency of twotph between St. Pancras and Huddersfield would give the following.
- Two fast tph between Meadowhall, and Barnsley, and Huddersfield and Sheffield.
- Two extra direct trains between Meadowhall and Barnsley, and Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and St. Pancras.
It would connect many stations to the TransPennine Route at Huddersfield station.
What Could The Sheffield and St. Pancras Look Like?
Consider that currently.
- There are two tph.
- Trains stop at Leicester, Loughborough (1tph), East Midlands Parkway (1tph), Long Eaton (1tph), Derby and Chesterfield.
- Trains are five- or seven-cars.
The simplest solution would probably be.
- A pair of five-car trains run all services.
- Trains split and join at Sheffield with one train going to Leeds and one going to Huddersfield.
I estimate that the Class 810 trains will offer about thirty more seats in every hour.
The Problem Of Electrifying Leicester Station
This post is my attempt to try and explain the problem of electrifying the Midland Main Line through Leicester station.
This Google map shows the Southern end of the station.
This OpenRailwayMap shows the station.
Note.
- There appear to be five tunnels under the station buildings and London Road.
- What is the tunnel going underneath the tracks used for?
Leicester station has a Grade II Listed frontage.
Note.
- It is an impressive Victorian station.
- The station building is on a bridge over the tracks.
- The station is also on one of the main roads through Leicester.
- The road layout is very complicated.
This 3D Google Map, shows an aerial view of the station.
Note.
- There four platforms, which are numbered 1-4 from the left.
- The expresses between London and Derby, Nottingham and Sheffield use the two middle tracks.
- Other main line and East-West services use the outside platforms.
- There is an avoiding line for freight services.
- 5. The step-free footbridge is clearly visible.
This second 3D Google Map, shows an enlargement of the frontage of the station.
These pictures show what is inside the building at the front of the station.
The building would appear to be a Grade II Listed taxi rank and free twenty-minute car park.
There are plans to increase the capacity of the station.
- A fifth platform will be added.
- Three miles of quadruple track will be be built South of the station.
- The Midland Main Line was also to be electrified.
Real Time Trains indicates that the distance between Leicester and Wigston North junction is 3.1 miles.
This OpenRailMap shows that section of track.
Note.
- Leiester station is at the top of the map.
- Wigston junction is the triangular junction at the bottom of the map.
- Wigston North Junction is indicated by the blue arrow.
- OpenRailwayMap only shows a 100 mph Northbound track and a 90 mph Southbound track on the route.
It looks to me, that four tracks between Leicester and Wigston North junction would mean that trains could expedite arrivals to and departures from Leicester to and from the South.
South From Wigston Junction
Consider.
- London St. Pancras and Kettering is a four-track railway as far as the Corby Branch.
- North of Luton the slowest maximum speed is 100 mph, with much of the line rated at 110 mph plus.
- Wigston North junction and Luton station is 65.8 miles.
- Current Class 222 diesel trains typically take 40 minutes.
- This is an average speed of 98.7 mph.
- An average speed of 110 mph between Wigston North junction and Luton station would take 36 minutes.
- An average speed of 125 mph between Wigston North junction and Luton station would take 31.6 minutes.
- An average speed of 130 mph between Wigston North junction and Luton station would take 30.4 minutes.
I believe with track improvements and digital signalling, there are time savings to be gained between St. Pancras and Leicester stations.
Ultimately, if the 140 mph design speed of the Class 810 trains under digital signalling could be maintained, this would do the following.
- Push the St. Pancras and Leicester times under an hour.
- Push the St. Pancras and Nottingham times under ninety minutes.
- Push the St. Pancras and Sheffield times under two hours.
Batteries would only be used on the three miles between Wigston North junction and Leicester station.
Could Bi-Mode Trains Be Used?
They could be used initially and to prove if the partial electrification works.
But each train has four diesel engines and sometimes they will be working in pairs through the stations between Leicester and Sheffield.
Passengers will take a dim view of being covered in lots of diesel smoke, when they have been promised clean, zero-carbon electric trains.
But the battery-electric trains will be much quieter and pollution-free.
This page on the Hitachi Rail web site is entitled Intercity Battery Trains.
New Infrastructure Needed
The only infrastructure needed will be that which will support the new trains.
The Class 810 trains will be maintained at Etches Park at Derby.
If they are battery-electric trains, there may be some strategically-placed chargers, which typically would be a short length of overhead wire.
RWE Opens ‘Grimsby Hub’ For Offshore Wind Operations And Maintenance
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
RWE officially opened its ‘Grimsby Hub’ offshore wind operations and maintenance (O&M) facility in the UK on 9 July. From the new O&M base, located at Associated British Ports’ (ABP) Port of Grimsby, RWE’s teams will maintain and operate the Triton Knoll and Sofia offshore wind farms.
These are the first two paragraphs.
The Grimsby Hub also houses RWE’s new UK Centralised Control Room (CCR), which has been set up to provide 24/7 monitoring of the company’s UK offshore wind farms and can provide services such as marine coordination, turbine operations, alarm management, high voltage monitoring and Emergency Response services with a team of twelve operatives, the developer says.
The O&M facility is already employing over 90 Full-Time Equivalents (FTEs), according to RWE, and is expected to employ around 140 RWE staff by 2027, as well as create approximately 60 new locally sourced jobs through the development of the CCR and ongoing offshore operations.
Note.
- Does RWE’s new UK Centralised Control Room control all their UK offshore wind farms?
- I have added them all up and there are almost 12 GW around our shores.
- I’ve read somewhere, that RWE are the UK’s largest power generator. From these figures, that would not surprise me.
This Google Map shows the location of RWE’s facilities in Grimsby.
Note.
- The bright red arrow at the top of the map indicates RWE Generation UK in Grimsby Docks.
- There is another RWE location to the right of the bright red arrow.
- There is a line of stations along the coast, which from left-to-right are Stallingborough, Healing, Great Coates, Grimsby Town, Grimsby Docks, New Clee and Cleethorpes.
- Cleethorpes is not shown on the map.
- Doncaster and Cleethorpes are 52.1 mile apart, which is within the range of a battery-electric Hitachi and other trains.
- Charging would be at Doncaster, which is fully electrified and at Cleethorpes, by a short length of electrification.
This OpenRailwayMap shows the layout of and the railways around Grimsby Dock.
Note.
- Cleethorpes station is indicated by the blue arrow, in the South-East corner of the map.
- Cleethorpes station has four platforms, but no electrification.
- Grimsby Docks are to the North of the railway to Cleethorpes.
- This Wikipedia entry for Cleethorpes station, shows other railways and light railways served the area. Some were even electric.
These are a few of my thoughts on the development of railways between Sheffield and Cleethorpes.
RWE Will Be A Large Driver Of Employment In Grimsby
Earlier I wrote.
- Does RWE’s new UK Centralised Control Room control all their UK offshore wind farms?
- I have added them all up and there are almost 12 GW around our shores.
- I’ve read somewhere, that RWE are the UK’s largest power generator. From these figures, that would not surprise me.
It’s a long time, since I’ve added resources to a large project, so I asked Google AI, “How many people are needed to support a 1 GW offshore wind farm in the UK?”, and received this answer.
Direct & Indirect Support: For a large-scale project, this often breaks down into approximately 100–150 direct, permanent, high-skilled roles (technicians, engineers, management) and hundreds more in indirect, contracted, or supply chain roles (vessel crews, port operations, logistics).
Industry Average: Studies suggest that for operations and maintenance (O&M), around 50–100 full-time equivalent (FTE) jobs are generated per GW of installed capacity in terms of direct, permanent staff.
Key Takeaways for a 1 GW Farm:
- Direct Technicians/Operators: ~100–200+ (working on-site, turbines, or in control rooms).
- O&M Support Services: ~300–400+ (vessel operators, port logistics, supply chain).
- Total Operations Personnel: 300–600+ people.
Google AI appeared to have borrowed the figure from Ørsted and Hornsea 1 and 2.
So if it’s correct, there will be a total of 7,200 personnel supporting RWE’s wind farms in the UK. Even if only a third were employed in Grimsby, that is still a lot of people to accommodate and who will need to travel to work.
I also think a lot of personnel will come in by train, as the station is close to RWE’s locations.
Will Grimsby Have An Aberdeen-Sized Office-Shortage Problem?
One of the biggest problems, I was always hearing in the 1970s, was the shortage of offices in Aberdeen for the use of the oilmen.
In RWE Goes For An Additional 10 GW Of Offshore Wind In UK Waters In 2030, I talked about RWE’s plans for the future and published this table of new wind farms.
- Sofia – 1,400 MW
- Norfolk Boreas – 1380 MW
- Norfolk Vanguard East – 1380 MW
- Norfolk Vanguard West – 1380 MW
- Dogger Bank South – 3000 MW
- Awel y Môr – 500 MW
- Five Estuaries – 353 MW
- North Falls – 504 MW
Note.
- Sofia is nearly complete.
- Only the three Norfolk and the Dogger Bank South wind farms are on the East side of England and suitable to be serviced from Grimsby., but they still total 7,140 MW.
Has Grimsby got the office-space for all the people needed?
Could The Cleethorpes And Liverpool Lime Street Service Be Run By Battery-Electric Rolling Stock?
The various sections of this route are as follows.
- Cleethorpes and Doncaster – No Electrification – 52.1 miles
- Doncaster and Meadowhall – No Electrification – 15.2 miles
- Meadowhall and Sheffield – No Electrification – 3.4 miles
- Sheffield and Dore & Totley – No Electrification – 4.2 miles
- Dore & Totley and Hazel Grove – No Electrification – 29.2 miles
- Hazel Grove and Stockport – Electrification – 3.3 miles
- Stockport and Manchester Piccadilly – Electrification – 5.9 miles
- Manchester Piccadilly and Deansgate – Electrification – 0.8 miles
- Deansgate and Liverpool South Parkway -Not Electrified – 28.2 miles
- Liverpool South Parkway and Liverpool Lime Street – Electrified – 5.7 miles
Adding the sections together gives.
- Cleethorpes and Hazel Grove – No Electrification – 104.1 miles
- Hazel Grove and Deansgate – Electrification – 10 miles
- Deansgate and Liverpool South Parkway -Not Electrified – 28.2 miles
- Liverpool South Parkway and Liverpool Lime Street – Electrified – 5.7 miles
Note.
- To cover the 104.1 miles to Hazel Grove battery-electric trains would probably need to leave Cleethorpes with full batteries.
- Doncaster is a fully-electrified station and passing trains may be able to have a quick top-up.
- In South Yorkshire Now Has Better North-South Connections, I calculated that Doncaster is a very busy station with 173 express trains per day calling at the station or one every 8.5 minutes.
- Will trains be able to stop for a long period to charge batteries?
- It may be prudent to electrify between Meadowhall and Sheffield, under the Midland Mainline Electrification.
- Sheffield and Dore & Totley is shown that it will be electrified, under the Midland Mainline Electrification.
- Do we really want to have electrification marching along the Hope Valley Line?
- I believe that hydrogen-hybrid locomotives will be a better solution for freight trains on scenic lines like the Hope Valley, as they are zero-carbon, powerful and with a range comparable to diesel.
I believe CAF, Hitachi and Siemens have off the shelf rolling stock and factories in this country, who could build trains for the Cleethorpes and Liverpool Lime Street route.
How Would You Charge Battery-Electric Trains At Cleethorpes?
This picture shows Cleethorpes station
Note.
- The four long platforms without electrification.
- The platforms have recently been refurbished.
- The train in Platform 2 is a TransPennine Express Class 185 Siemens Desiro diesel train.
The simplest way to electrify the station would be to put up enough 25 KVAC overhead wires, so that battery-electric trains needing a charge could put up a pantograph and have a refreshing drink.
In Technology Behind Siemens Mobility’s British Battery Trains Hits The Tracks, I wrote about Siemens Rail Charging Converter.
This is a visualisation of a Siemens Rail Charging Converter in action.
Note.
- The track is electrified with standard 25 KVAC overhead electrification.
- The train is a standard Siemens electric or battery-electric train.
- Siemens Rail Charging Converter, which is the shed in the compound on the left is providing the electricity to energise the catenary.
- I suspect, it could power third rail electrification, if the Office of Rail and Road ever allowed it to be still installed.
- The Siemens Rail Charging Converter does have one piece of magic in the shed. I suspect it uses a battery or a large capacitor to help power the electrification, as it can be powered from any typical domestic grid supply.
- I also wonder, if it has safety devices that cut the power outside the shed if track workers or intruders are detected, where they shouldn’t be?
- It could even cut the power, when trains are not running to save power and increase safety.
This looks to me, that a Siemens Rail Charging Converter could be a superb example of out-of-the-box thinking.
Could The Cleethorpes And Barton-on-Humber Service Be Run By Battery-Electric Rolling Stock?
This OpenRailwayMap shows the railways of North-East Lincolnshire.
Note.
- Cleethorpes is in the South-East Corner of the map.
- Barton-on-Humber is in the North-West corner of the map and marked by a blue-arrow.
- Stations from South to North would be New Clee, Grimsby Docks, Grimsby Town, Great Coates, Healing, Stallingborough, Habrough, Ulceby, Thornton Abbey, Goxhill, New Holland and Barrow Haven.
- The line is double track.
- Cleethorpes and Barton-on-Humber is just 22.8 miles.
- A round trip would be under fifty miles, which would be well within range of a full-charge at one end.
- Service is one train per two hours (tp2h), which would only need a single train, shuttling between Cleethorpes and Barton-on-Humber.
- Two trains could provide an hourly service.
I would expect, that well-designed, solid and reliable German engineering could build a Siemens’ Rail Charging Connector that could charge four trains per hour (tph) at Cleethorpes station.
At present services are.
- TransPennineExpress – 1 tph to Liverpool Lime Street.
- East Midlands Railway – 1 tp2h to Barton-on-Humber
- East Midlands Railway – 1 tp2h to Matlock via Lincoln and Nottingham
- Northern Trains – 1 train per day (tpd) Sheffield via Brigg.
That is probably only about two tph.
Could The Cleethorpes And Sheffield Service Be Run By Battery-Electric Rolling Stock?
This is a description of the current Cleethorpes and Sheffield service.
- It is run by Northern Trains.
- The morning train leaves Sheffield at 09:54 and arrives in Cleethorpes at 11:40.
- The afternoon train leaves Cleethorpes at 13:20 and arrives in Sheffield at 15:10.
- The train is a Class 150 diesel train, which is a bit of a Joan Collins of a train – Of a certain age, but still scrubs up extremely well!
- Intermediate stations are Worksop, Retford, Gainsborough Central, Kirton Lindsey, Brigg, Barnetby and Grimsby Town
- The route length is 71.6 miles
- Trains take about 45-50 minutes.
It is also a parliamentary train.
The Wikipedia entry for parliamentary train gives this description of the Cleethorpes and Sheffield service.
Via Kirton Lindsey & Brigg. Became a parliamentary service when weekday services were withdrawn in 1993. Regular trains have operated between Gainsborough and Sheffield for most timetable periods since. Suspended January 2022 by Northern, who cited COVID-19 and staffing issues , but the service was reinstated in December 2022. Changed in May 2023 to be one return journey on weekdays only.
In the 1950s and 1960s I lived in Felixstowe part of the time and in the 1970s and 1980s I lived near Woodbridge and I observed first hand the development of the Port of Felixstowe and the effects it had on the surrounding countryside.
The development of the Port of Felixstowe, has brought the following.
- Improved roads and railways.
- Ipswich is now an hour from London by train.
- Ipswich is now a University town.
- New housing and other developments, both in Ipswich and Felixstowe and the surrounding countryside.
- Employment also has increased considerably, both in the Port and in surrounding towns.
- Ipswich’s football team is very much respected all over Europe and has won the English top division, the FA Cup and the UEFA Cup.
When you consider the jobs that RWE could create in the Port of Grimsby, I believe that this could have similar effects in Grimsby and Cleethorpes, as the Port of Felixstowe had in East Suffolk.
Already, the following are being talked about.
- A direct rail link between Cleethorpes and Grimsby to London.
- Battery-electric trains between Cleethorpes and Grimsby and Doncaster, Manchester and Liverpool Lime Street.
I believe that an improved rail link between Cleethorpes and Sheffield could be the catalyst for much needed housing along the route, which would be to the benefit of Cleethorpres, Grimsby, Sheffield and all the intermediate towns and villages on the route.
and the affects this will have on the countryside around the town, I believe that a strong case can be made out for a more frequent service between Cleethorpes and Sheffield.
Faroes-Style Tunnels Could ‘Transform’ Fortunes For Shetland Isles
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
The Faroese prime minister says Shetland could boost growth and revitalise island life by following his country in replacing ageing ferries with undersea tunnels.
These three paragraphs add more details.
Shetland Islands Council says it is pushing ahead with plans to build tunnels to four outlying isles in the archipelago including Unst, the most northerly place in the UK.
“I think we have learned in the Faroe Islands that investment in infrastructure is a good investment,” Aksel Johannesen told BBC News.
Shetland Islands Council says its multi-million pound project is likely to be funded by borrowing money and paying it back through tolls, potentially providing a new transport model for other Scottish islands.
This map shows the ferries in the Shetland Islands.
Looking at this map, I would suspect that not all ferries could be replaced by road tunnels.
But if a decision was made to replace ferries with tunnels, thorough cost-benefit analysis would probably show which would be the best value to do first.
These are my further thoughts.
The Faroes
This Google Map shows the Faroes.
It appears that there may be more land in proportion on the Faroes.
Some Routes Would Not Be Suitable For Tunnels
I would suspect that Grutness and Fair Isle could fall into this category.
These paragraphs on the Shetland web site describe how to get to Fair Isle.
The ferry ‘Good Shepherd IV’ carries 12 passengers and takes 2.5 hours. It leaves from Grutness Pier at the southern tip of Shetland and once a fortnight (summer only) from Lerwick. Please note that this is not a car ferry. View the timetable on the Ferry Services website.
Most flights leave from Tingwall Airport, six miles west of Lerwick, and takes around 25 minutes. The flights operate three times a week and, from April to October, there is also weekly service from Sumburgh (April – Oct). View the timetable on the Airtask website.
Yachts can tie up at the North Haven, with a small nightly charge for use of the harbour.
The Wikipedia entry for the Good Shepherd IV gives more details of the thirty-one year old ferry and its replacement which is due next year, after being funded by the UK Government.
It seems to me that the correct course of action has been taken for the Fair Isle ferry.
Building The Tunnels
These paragraphs from the BBC article, describe how the Faroese tunnels were built and discuss how the same techniques could be used in Shetland.
“It’s about ambition,” says tunnel builder Andy Sloan, whose company worked on part of the Faroese tunnel project.
He adds the islands have led the world “in connecting an archipelago in the middle of the North Atlantic through blood, sweat and tears – and focus.
“They have delivered a remarkable piece of infrastructure,” says Mr Sloan, who is executive vice-president of engineering firm COWI.
It is now advising Shetland Islands Council on the technicalities and financing of tunnels.
The Faroese tunnels were constructed using a technique known as drill and blast – where holes are drilled in rock, explosives are dropped in, and the rubble is then cleared away – which Mr Sloan says could also be used in Scotland.
“Without doubt, Shetland can copy what has been achieved in these islands,” he adds.
I would add, that in recent years, we have successfully built many tunnels in the UK.
At the present time, we are building the 23 mile Woodsmith Mine Tunnel, through rock near Whitby.
This will surely be bigger than anything needed on Shetland.
Inside A Class 99 – The UK’s Most Powerful Locomotive
The title of this post, is the same as the title of this YouTube video.
This locomotive and its siblings, which can run on both electrification and diesel is the future of rail freight in the UK and GB Railfreight have ordered thirty of them.
Hopefully, by the end of the year, I’ll see one of these locomotives running along the North London Line, through Highbury & Islington and Dalston Kingsland stations.
At the present time, there are 480 Class 66 diesel freight locomotives in the UK. A substantial amount of carbon emissions would be saved, if as many as possible of Class 66 locomotives as possible were replaced by Class 99 locomotives.
These Class 99 locomotives will literally turn the rail freight business upside down.
Can These Locomotives Be Converted from Diesel To Hydrogen Power?
Stadler or Cummins have not said, but Cummins are decarbonising the company.
Already, large American trucks fitted with the latest Cummins engines can be converted to hydrogen. I write about this in Cummins Debuts Integrated HELM Drivetrain At IAA.
Cummins are also supplying Wrightbus with engines for the next generation of low-emission bus, as I wrote about in Wrightbus StreetDeck Ultroliner Next-Gen To Get Cummins Power.
Did Stadler fit a Cummins diesel engine in a Class 99 locomotive, as they know that every Class 99 locomotive or similar locomotives for other markets can be converted to hydrogen?
It is strange but very heartening, that when we have an American President, who thinks that climate change is fake news, one of the United States, largest and most iconic companies is leading the charge to decarbonisation.
Rolls-Royce And Duisport Launch CO2-Neutral, Self-Sufficient Energy System For New Port Terminal
The title of this port is the same as that of this press release from Rolls-Royce.
These two bullet points act as sub-headings.
- First mtu hydrogen CHP units, battery storage systems and fuel cell systems from Rolls-Royce in operation.
- Benchmark for sustainable energy supply in logistics centers worldwide.
These three paragraphs give more details of the project.
Rolls-Royce and Duisburger Hafen AG have opened a CO2-neutral and self-sufficient energy system for the new Duisburg Gateway Terminal, located in the Rhine-Ruhr industrial region of Germany. The core components are two mtu combined heat and power units designed for operation with 100 percent hydrogen, which are being used here for the first time worldwide. The system is supplemented by an mtu battery storage system, mtu fuel cell systems and a photovoltaic system integrated via an intelligent energy management system.
The Enerport II flagship project, funded by the German Federal Ministry for Economic Affairs and Energy, is setting new standards for sustainable energy supply in large logistics centers and is considered a model for other ports, infrastructure projects and industrial facilities. Project partners include the Fraunhofer Institute UMSICHT, Westenergie Netzservice GmbH, Netze Duisburg GmbH, Stadtwerke Duisburg AG, and Stadtwerke Duisburg Energiehandel GmbH.
“The launch of this carbon-neutral energy system at the Duisburg Gateway Terminal is a big step toward a more climate-friendly, resilient energy supply. Together with our partner duisport, we’re showing how scalable technologies from Rolls-Royce can really help transform critical infrastructure – and help make the energy transition happen,” said Dr. Jörg Stratmann, CEO of Rolls-Royce Power Systems.
Note.
- It is carbon-neutral.
- The system uses both hydrogen and solar power.
- What has been created at the Port of Duisburg is considered by the German Federal Ministry for Economic Affairs and Energy to be a model for other ports, infrastructure projects and industrial facilities.
- It surely must help sales, that the flagship project is up and running.
In November 2021, I wrote about this project in Rolls-Royce Makes Duisburg Container Terminal Climate Neutral With MTU Hydrogen Technology, which included this graphic.
It seems that Heathrow Airport could have a use for this technology.
I have one important thought.
Where Will The Port Of Duisburg Get The Hydrogen It Needs?
In the graphic an Electrolyser and H2 Storage are clearly shown, as are the two H2 Combined Heat and Power Units.
So it looks like the Port of Duisburg will be generating their own green hydrogen.
Alternatively in April 2021, I wrote Uniper To Make Wilhelmshaven German Hub For Green Hydrogen; Green Ammonia Import Terminal.
Uniper’s plans for the Wilhelmshaven hydrogen hub include a 410 MW hydrogen electrolyser.
The Germans are also developing a project called AquaVentus to bring green hydrogen to Germany from the North Sea.
I asked Google AI, where AquaVentus would make landfall in Germany and got this answer.
The AquaVentus project’s planned offshore hydrogen pipeline, AquaDuctus, is intended to make landfall in the greater Wilhelmshaven or Büsum area in Germany, according to the AquaDuctus website. This pipeline is part of a larger plan to transport green hydrogen produced from offshore wind farms in the North Sea to the German mainland for distribution and use.
Wilhelmshaven and Duisburg is 194 miles.
Hydrogen could be delivered onward from Ludwigshaven to Southern Germany by a pipeline network called H2ercules.
I asked Google AI if the H2ercules hydrogen pipeline will connect to Duisburg and got this answer.
Yes, the H2ercules hydrogen network will connect to Duisburg. Specifically, a new 40-kilometer pipeline will be constructed from Dorsten to Duisburg-Walsum, connecting to the steelworks there, as part of the GET H2 pipeline extension according to thyssenkrupp Steel. This connection is part of the larger H2ercules project, which aims to create a hydrogen infrastructure backbone for Germany and beyond. The pipeline is scheduled to be operational in 2027, with thyssenkrupp Steel being connected in 2028.
It would appear that at some date in the not too distant future that the Port of Duisburg could be powered by green hydrogen from the North Sea, imported into Germany at Wilhelmshaven.
The German plans for hydrogen are extensive and it appears that the Port of Duisburg could have two sources for the hydrogen it needs.
The Anonymous Widower 