Hull Trains Sees Biggest Timetable Transformation In Its 23 Year History
The title of this post, is the same as that of this press release from Hull Trains.
These are the first two paragraphs.
Hull Trains has announced it is now running extended 10 carriage trains on a number of its services from Wednesday to Sunday due to growing passenger numbers, bringing an extra 4,000 available seats per week for customers.
Introducing this extra capacity, especially on a Sunday, has been an aspiration of the operator for some time now and it is delighted to finally be able to launch these longer train services. The change will bring additional seats and offers to Hull Trains’ services for customers.
These two paragraphs talks about their performance.
A report released in late 2023 by the Office of Road and Rail (ORR), showed that Hull Trains have led the way for long-distance train operators, reporting a 34% growth in journeys compared to the previous year.
This provided further evidence of Hull Trains’ stability and strength with the local open-access operator now delivering 28% more journeys than it was before the pandemic.
So why have they outperformed other operators?
A Local Presence And Name Must Help
So if you’re going to London, you’re probably more likely to use a local train company. It’s also easy to market.
Hull Has One Of The Best Bus/Train Interchanges In The Country
Recently, I went to an SSE presentation about their Hydrogen Pathfinder Project at Aldbrough. This was given at Horden about twenty miles from Hull and the buses to and from the station were just a hundred metres from the platform at Hull station.
They were also reasonable frequent.
At some stations like Leeds, Manchester Piccadilly and Newcastle the bus/train interchange is bad and require a walk halfway across the City Centre.
Money is Tight At The Moment
I suspect that bus and train is cheaper than going by car to the station.
As in many households there are at often two cars, I wouldn’t be surprised that if one partner can manage without a car, a lot of families have reduced the number of cars they have.
This would be difficult in some places as public transport, isn’t good enough to rely on.
So Hull’s excellent bus/train interchange would benefit train operators.
Interestingly, Doncaster has a co-located bus station.
Sheffield Also Is A Good Bus/Train Interchange
Hull Trains proposed new route is London and Sheffield, which I wrote about in FirstGroup Applies To Run New London To Sheffield Rail Service.
Conclusion
Hull trains are certainly getting it right, but I do think the buses in Hull help.
Moorgate Station’s Soldiers Are Now Painted
The City of London’s soldiers outside Moorgate station have now been painted.
But the plastic barriers haven’t been removed yet.
It looks like the station entrance could be finished soon.
If you want a bollard like this for your drive ATG Access make and sell them.
ORR Gives Approval For University Station, Birmingham, To Open
The title of this post, is the same as that of this article on RailUK.
These three paragraphs outline the opening of the rebuilt station.
The Office of Rail and Road (ORR) has authorised two new station buildings and other significant enhancements at University railway station in Birmingham, allowing them to enter into service.
This is a key milestone on the way to getting the station open in the next few weeks.
Linking the two new station buildings is an accessible rail link bridge, and there are new signage, lighting, CCTV and other systems throughout.
No opening date, other than next few weeks, has been given.
Slow Tourism Train Operator Launches First Service
Tyhe title of this post, is the same as that of this article on Railway Gazette.
These are the first two paragraphs.
FS Group’s recently formed tourist train business FS Treni Turistici Italiani has launched its first service.
Branded Espresso Cadore, the overnight service between Roma Termini and Calalzo-Pieve di Cadore-Cortina will run every Friday night until mid-February. On arrival, a connecting bus takes passengers to Cortina d’Ampezzo in 45 min. The return train departs on Sundays, arriving at Roma Termini on Monday morning.
It is surely an interesting concept and I believe it could work on several routes in the UK.
- Settle and Carlisle would be an obvious route.
- Cumbrian Coast Line.
- Bristol and Oxford, which I wrote about in Leisure Market Boom? GWR’s Vision For Direct Bristol-Oxford Services.
There must also be a couple of routes in Scotland and Wales.
As the three routes, I named are electrified at both ends, there is a possibility that they could be run by quiet battery-electric trains.
Leisure Market Boom? GWR’s Vision For Direct Bristol-Oxford Services
The title of this post, is the same as that of this article on Rail Magazine.
This is the first paragraph.
Great Western Railway has hopes on running direct services between Bristol Temple Meads and Oxford from September 14, subject to approval of its new trial proposal by the Department for Transport and Network Rail. The move is a test of growth in demand for leisure travel by train.
It is an interesting idea.
These are some points about the service, given in the article.
- The route will be via Swindon, Chippenham and Bath Spa.
- Fastest journey time would be 71 minutes.
- The route will be aimed at the leisure market.
- There will be two trains per day (tpd) in each direction on Saturdays.
This is GWR’s handy route map.
These are my thoughts.
Will The Trains Call At Didcot Parkway?
This OpenRailwayMap shows Didcot Parkway station and the large triangular junction, that connects Oxford to the Great Western Main Line.
Note.
- The red tracks are the Great Western Main Line.
- The blue arrow indicates Didcot Parkway station.
- Oxford station is about ten miles to the North.
- Chords in the junction allow trains to go between Oxford and Paddington and Oxford and Swindon, with or without a stop at Didcot Parkway station.
The article says that GWR has asked to run the following services.
- 1018 Bristol Temple Meads-Oxford – Would arrive at Oxford at 1129.
- 1155 Oxford-Bristol Temple Meads (via Didcot) – Would arrive at Bristol Temple Meads at 1306.
- 1518 Bristol Temple Meads-Oxford – Would arrive at Oxford at 1629.
- 1712 Oxford-Bristol Temple Meads – Would arrive at Bristol Temple Meads at 1823.
Note.
- I suspect that the 1155 will reverse at Didcot Parkway station.
- There is a two train per hour (tph) service between Didcot Parkway and London Paddington stations.
- It looks like the four services could be run by a single train shuttling up the Great Western Main Line.
Would it be sensible if all Oxford and Bristol trains called at Didcot Parkway station, so that travellers could use the London service to their advantage?
But, calling at Didcot Parkway station would slow the service as there would need to be a reverse.
What Class Of Train Would Be Used?
Consider.
- A Bristol and Didcot Parkway via Bath Spa service takes 55 minutes.
- This is an average speed of 71.1 mph over a distance of 65.2 miles.
- 24.4 miles at the Bristol end of the route is not electrified.
- 10.3 miles at the Oxford end of the route is not electrified.
- The four services can be run by a single train shuttling up the Great Western Main Line.
It looks to me, that a bi-mode train with good performance is needed.
So I suspect that a five-car Class 800 or Class 802 train will be used.
Will The Train Be Battery-Electric Powered?
This is an interesting possibility.
- An ideal route for a battery electric train, is surely one with a long electrified section in the middle, which can be used to fully charge the train’s batteries.
- The train would have to run for 48.8 miles on its own power at the Bristol end of the route.
- The train would have to run for 20.6 miles on its own power at the Oxford end of the route.
The data sheet for a battery-electric Class 800/802 train can be downloaded from this page on the Hitachi web site.
In a section on the page, which is entitled Intercity Battery Trains, this is said.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Adding just one battery reduces emissions by more than 20% and offers cost savings of 20-30%.
Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.
The range of 70 km is 43.5 miles, which would appear to be a little bit short to go from the end of the electrification at Chippenham to Bristol Temple Meads and back.
But various measures could be taken to make sure the train can handle the route.
- The regenerative braking strategy could be used to conserve battery power.
- A second battery could be added to the train.
- Methods to charge the train at Bristol Temple Meads could be installed.
As London Paddington and Bristol Temple Meads is an important route, I suspect that Hitachi and Great Western Railway have a strategy to handle trains from Chippenham and sending them back.
Could This Route Be A Trial Route For Battery-Electric Trains?
Consider.
- Hitachi and Great Western Railway wouldn’t want to introduce an unreliable train without full full testing.
- Trains can probably limp to either Stoke Gifford or Reading depots, after a battery failure.
- Great Western Railway could test a new route.
- A full test only needs one train.
- Passenger reaction to a battery-electric train can be assessed.
- Staff need to be trained.
- The route can be run by a standard bi-mode if required.
- It could be the world’s first high-speed battery-electric train.
- Enthusiasts would flock to have a ride.
Could this be a trial service to make sure everything goes right?
Chiltern Railways Seeks Fleet Proposals
The title of this post, is the same as that of this article on Rail Business UK.
These are the first two paragraphs.
Chiltern Railways has invited proposals from established rolling stock owners for the lease and maintenance of between 25 and 70 existing vehicles to operate inter-city and regional services on the Chiltern Main Line between London Marylebone and Birmingham.
The operator is seeking either ‘self-powered’ multiple units or locomotive-hauled coaches, which can operate at 160 km/h in fixed formations of five or six passenger vehicles.
It does appear that only existing vehicles will be allowed.
These are my thoughts.
A Very Tight Timescale
The Rail Business UK article, says this about entry into service.
Requests to participate are required by February 2. Driver training is planned for 2024, and entry to passenger service for early 2025.
This requirement probably means that new trains are not allowed, as I doubt any manufacturer could deliver them by early 2025.
Although, I could envisage a proposal, where a couple of trains are delivered early for driver training and the other trains are delivered, as soon as they are refurbished or perhaps even built.
100 mph Trains With At Least Five Cars
The second paragraph from the Rail Business UK article is very definite about speed and the length of trains.
The operator is seeking either ‘self-powered’ multiple units or locomotive-hauled coaches, which can operate at 160 km/h in fixed formations of five or six passenger vehicles.
It does appear, that this paragraph, rules out multiple units, with less than five coaches. Unless it counts a two-car Class 175 train and a three-car Class 175 train working together as a five-car fixed formation. They would though be 100 mph trains.
Noise Restrictions
This noise restriction must be met according to the Rail Business UK article.
The trains must also offer a reduction in ambient noise compared to Chiltern’s existing MkIII coaches hauled by a Class 68 diesel locomotive.
This could be a difficult condition to meet for some trains and probably rules out diesel locomotives.
What Fuels Can Be Used?
This is the only restriction in the Rail Business UK article.
Any diesel-powered trains should be compatible with use of alternative fuels, such as HVO, from the service introduction date.
Chiltern have experience of this fuel.
‘Self-Powered’ Multiple Units Or Locomotive-Hauled Coaches
i am tending towards the former for the following reasons.
- I was told by someone, that between London and Norwich, ‘self-powered’ multiple units are faster than locomotive-hauled coaches.
- Without the locomotive and the driving van trailer, you may get more passengers in a shorter train. This might avoid some platform lengthening.
- The Chiltern route to Birmingham has around a dozen stops and the lighter ‘self-powered’ multiple units may save time.
- Battery-electric ‘self-powered’ multiple units can be very quiet.
- Chiltern have had complaints about noise from diesel locomotives.
The last two points probably clinch it.
The Operating Speed Of The Chiltern Main Line
I have followed the Chiltern Main Line on OpenRailwayMap and virtually all of it is faster than 75 mph, with several sections of 90-100 mph running.
Hence the need for 100 mph trains!
What Distances Are Involved
The route can be split into sections.
- London Marylebone and High Wycombe – 28.1 miles
- High Wycombe and Banbury – 41 miles
- Banbury and Warwick – 21.8 miles
- Warwick and Birmingham Moor Street – 20.8 miles
Note.
- The total distance is 111.7 miles.
- High Wycombe and Warwick are 62.8 miles apart.
No sections are too challenging.
Could A Battery-Electric Train Handle The Route?
In The Data Sheet For Hitachi Battery Electric Trains, these were my conclusions for the performance.
- The battery pack has a capacity of 750 kWh.
- A five-car train needs three battery-packs to travel 100 miles.
- A nine-car train needs five battery-packs to travel 100 miles.
- The maximum range of a five-car train with three batteries is 117 miles.
- The maximum range of a nine-car train with five batteries is 121 miles.
It would appear that a five-car train with three batteries could handle the route, but there would need to be some form of charging at both ends of the route. This might not be too easy to arrange, as all three terminal stations are not the most spacious.
Could A Tri-Mode Train Handle The Route?
LNER have taken the tri-mode route with their new trains, which I wrote about in First Tri-Mode Long Distance Trains For The East Coast Main Line.
These trains could be a possibility, especially if they used battery power in stations where there have been complaints of noise.
I suspect CAF’s tri-mode trains could also be run on HVO, as it is likely they’ll have Rolls-Royce mtu engines, which can use the fuel.
As Hitachi’s Class 802 trains also use Rolls-Royce mtu engines and Hitachi are developing a tri-mode version, these trains are also a possibility.
Although tri-mode trains are a possibility, I doubt that delivery would be easy by the beginning of 2025.
Unless, the Government has tipped off CAF and/or Hitachi and they are already building some trains that can be completed as tri-modes.
After all, CrossCountry, Grand Central, South Western Railway and TransPennine may need tri-mode trains for their routes.
What About Hydrogen?
I don’t think, there is a hydrogen train, that would be suitable and could start driver training this year.
So, unless someone like Stadler says they have a train, hydrogen looks to be a non-starter.
An Unusual Solution
As I said on the previous section about hydrogen, the time-scale is tight and this probably cuts out totally new trains.
But we may have an unusual solution, that surprised everyone.
Consider.
- I have stated that I believe that a five-car Class 802 train with three battery packs has a range of 117 miles.
- The range would be enough to go between London Marylebone and Birmingham.
- So why not put in short lengths of overhead electrification at High Wycombe, Banbury and Warwick, where the train can have a quick splash and dash?
I am certain, that a unusual strategy like this can be made to work.
Conclusion
I suspect we’ll see an innovative solution, that gives ISquared what they want.
Chiltern Railways 2030 Vision
The title of this post, is the same as that of this page on the Chiltern Railways web site.
It looks a positive vision and must have been written with input and/or approval from Chiltern Railways’s new American owners.
This is an extract from the page.
It covers how investing in our fleet is:
- The Right Route for people by driving forward improvements in punctuality, level of crowding, frequency and seating capacity.
- The Right Route for connections by making it easier for people to travel by train to the places they need to go, and bring people and businesses closer together through a stronger network.
- The Right Route for our environment by reducing carbon emissions and helping customers to use their cars less across our route.
- The Right Route for innovation by helping create jobs and economic activity across our route and the national supply chain.
- The Right Route for the future of our communities by helping reach communities reach their full potential as more people move to towns, villages and cities across the route.
We plan to work closely with the Department for Transport to agree the scope and funding for new trains between London and Aylesbury soon.
I talk about the new Aylesbury trains in Chiltern Railways New Trains For Aylesbury.
Chiltern Railways New Trains For Aylesbury
This page on the Chiltern Railways web site, is entitled Chiltern Railways 2030 Vision.
This is an extract from the page.
It covers how investing in our fleet is:
- The Right Route for people by driving forward improvements in punctuality, level of crowding, frequency and seating capacity.
- The Right Route for connections by making it easier for people to travel by train to the places they need to go, and bring people and businesses closer together through a stronger network.
- The Right Route for our environment by reducing carbon emissions and helping customers to use their cars less across our route.
- The Right Route for innovation by helping create jobs and economic activity across our route and the national supply chain.
- The Right Route for the future of our communities by helping reach communities reach their full potential as more people move to towns, villages and cities across the route.
We plan to work closely with the Department for Transport to agree the scope and funding for new trains between London and Aylesbury soon.
These trains run to Aylesbury and/or Aylesbury Vale Parkway stations.
- London Marylebone and Aylesbury via High Wycombe – 43.5 miles (70 km.) – 17 stops
- London Marylebone and Aylesbury via Amersham – 38.8 miles (62.4 km.) – 10 stops
- London Marylebone and Aylesbury Vale Parkway via Amersham – 41.2 miles (66.3.) – 11 stops
- Princes Risborough and Aylesbury – 7.2 miles (11.6 km.) – 2 stops
Note.
- The longest round trip is under 150 km.
- Trains terminating at Aylesbury Vale Parkway take around twenty minutes to go from Aylesbury to Aylesbury Vale Parkway and back to Aylesbury, which is more than enough time to charge a battery-electric train.
- It is mainly single-track between Aylesbury Vale Parkway and Aylesbury stations.
- Princes Risborough shuttles seem to wait be at Aylesbury station for about ten minutes, which is more than enough time to charge a battery-electric train, for the short route.
- Direct Marylebone services via Amersham 80 miles (appear to be at Aylesbury long enough to charge a battery-electric train.
It looks to me that if Aylesbury and Aylesbury Vale Parkway stations and the track between the two stations were to be electrified, that a battery-electric train with a range in excess of 87 miles (140 km.) can run all services to Aylesbury and Aylesbury Vale Parkway stations.
Is there a battery-electric train with a range of say 150 km?
This page on the Hitachi Rail website is called Battery Commuter Trains.
If you download the fact sheet, it says that their four-car battery-electric train has a range of 150 km.
I suspect that other manufacturers can also produce a four-car battery-electric train has a range of 150 km, that would suit Chiltern’s needs.
Electrification At Aylesbury
I estimate that only about four miles of single-track electrification will be needed at Aylesbury.
The cost of this can surely be bundled in with the cost of the new trains.
Conclusion
It looks to me, that with a few miles of electrification at Aylesbury, Hitachi can deliver trains, that will electrify services to both Aylesbury stations.
An Excursion To Retford And Worksop
Today’s excursion was designed to be simple.
- Take an LNER train or a Hull Train to Retford station.
- Travel to Worksop station, have a look and take a few pictures.
- Travel back to Retford and take the first train back to London.
- In one if my two visits to Retford, have a look and take a few pictures.
- Talk to passengers and railway staff about what they felt about FirstGroup’s Proposed Sheffield Service, that I wrote about in FirstGroup Applies To Run New London To Sheffield Rail Service.
These were my thoughts and observations.
LNER’s Improved Ticketing
These pictures show the tickets that I bought.
Note.
- I bought my ticket to Retford from the Ticket Office at King’s Cross station.
- The ticket seller gave me a well-designed folder for the tickets.
- I was also able to buy my return ticket between Retford and Worksop on the LNER train to Retford. I’ve tried doing that before and it wasn’t allowed.
Making ticketing easier must be a good thing for passengers, staff and LNER.
£24.75 With A Railcard From King’s Cross to Retford
- The second picture shows my ticket to Retford.
- It cost me just £24,75 with my Senior Railcard.
- I also bought it about half-an-hour before the train left.
- I bought the ticket in the Ticket Office.
- I got a forward-facing window seat with an unrestricted view.
How much would the 145 mile and nearly three-hour journey have cost in a car?
I Missed My Connection At Retford Station
These pictures show my train to Worksop station in Platform 3 at Retford station, as I approached from the South.
Note.
The Northern Trains’s Class 195 train arriving on Platform 3 on the Sheffield and Lincoln Line.
- I arrived in Platform 2 at Retford station at 12:50
- There were three lifts or sets of stairs to negotiate between Platform 2 and Platform 3.
- It must take at least five minutes between the two platforms.
- One of the lifts was out of order and was being serviced by an engineer.
- There was no way, I could have caught the connection, which left at 12:51.
- At least one other passenger, had to wait the one hour and fifteen minutes I waited for the next train, which arrived at 14:03.
I feel that there needs to be a timetable adjustment here, so that as many passengers as possible avoid the long wait.
Retford Station
At least the long wait allowed me to take a lot of pictures and have a cup of coffee in the Costa Coffee on Platform 1.
Note.
- The toilets were immaculate.
- The Costa Coffee had friendly and professional staff, but only rudimentary gluten-free options.
- The station is fully step-free with four lifts.
- Platforms 1 and 2 on the East Coast Main Line can take a pair of five-car Class 802 trains, as Hull Train demonstrated.
- The Hull Train in Platform 2 was using the electrification.
- The station is in very good condition.
- The station is Grade II Listed.
This Google Map shows the station.
Note.
- The red arrow in the South-East corner are the low-level Platforms 3 and 4.
- The red arrow in the middle marks the low-level Platforms 1 and 2.
- Network Rail’s yellow Mobile Maintenance Train is visible in the siding opposite Platform 2.
- There is space around the platforms.
The station may have development possibilities. Especially, as there are signs of To Let over some of the buildings.
Ambitious Renewable Energy
Retford and Worksop are only eleven minutes away but there were a large wind farm and solar farms between the two stations.
Note.
- I was a bit slow on the uptake and missed the large wind farm.
- The strong sun was reflecting on the windows.
- They weren’t the best of photographs.
I had intended to take more and better pictures on the way back, but circumstances intervened.
This Google Map shows the wind and solar farms.
Note.
- The Sheffield and Lincoln Line going across the map.
- There are solar panels North and South of the railway.
- This is the Walkers Wood Solar Farm, which has a nameplate capacity of 27 MW.
- H M Prison Ranby is at the top of the map.
- The scars of the wind turbines are to the West of Babworth and the crematorium.
- At the moment, I can’t find any reference to the wind farm.
These wind and solar farms are probably a classic place to position a battery.
Prisons And Recycling
Worksop Station
I took these pictures during the time I spent at Worksop station.
Note.
- The station is not step-free, although you can cross the tracks using the level-crossing.
- The station has a pub and a cafe.
- There are train services to Leeds, Lincoln, Nottingham and Sheffield.
- The station is in very good condition.
- The station is Grade II Listed.
- The platforms are long enough to handle a Class 802 train without any modification.
- Hull Trains could run their Sheffield service to Worksop station without any new infrastructure.
- Lidl are developing a site on the other side of the level crossing.
- There are 100 car parking spaces.
The station may have development possibilities.
Worksop Station Cafe
These pictures show the Worksop station cafe.
Note.
- It is run by two ladies; Jo and Lyndsey.
- As one is coeliac, there were lots of gluten-free cakes.
- It was cosy and warm on a cold day.
This is definitely one of the better station cafes.
A Double Incident
My journey back to the capital was I suspect untypical.
- I’d arrived at Worksop at 14:14 and finally left at 16:38 on a train for Retford and Lincoln.
- The delay was because someone had been hit by a train between Barnsley and Sheffield, which resulted in cancelled trains.
- When I arrived at Retford at 16:49, there was an LNER train in the platform.
- It was the 15:15 from Leeds and I was told by LNER staff to catch it and get my ticket on the train.
- The train finally left Retford for London 69 minutes late at 17:07.
- We arrived in Peterborough at 19:27, where the train was now 170 minutes late.
- The delay was because someone had been hit by a train at Newark, which results in delays everywhere.
- LNER decided to give up on the train and all passengers were put on other trains.
- I got on the 14:30 from Edinburgh, which arrived in King’s Cross at 20:22, which was 96 minutes late.
Worse things happen at sea.
I am adding this a day after my trip to the North.
This article on the BBC is entitled ‘Major Disruption’ After Person Hit By A Train.
These are the first three paragraphs.
Train services on the East Coast Main Line have been seriously disrupted after a person was hit by a train in North Yorkshire.
Network Rail said the incident happened just before 07:00 GMT between York and Thirsk, with emergency services attending the scene shortly afterwards.
The line was blocked, resulting in delays and cancellations.
Three in two days us three too many.
FirstGroup Applies To Run New London To Sheffield Rail Service
The title of this post, is the same as that of this press release from First Group.
These four paragraphs outline FirstGroup’s initial plans.
FirstGroup plc, the leading private sector transport operator, has today submitted the first phase of an application for a new open access rail service between London and Sheffield to the Office of Rail and Road (ORR).
FirstGroup plans to expand its open access rail operations as part of its award-winning Hull Trains business, building on their successful existing service which has transformed long-distance connectivity between Hull and London.
FirstGroup’s new proposals comprise two return journeys a day from London King’s Cross, calling at Retford, Worksop, Woodhouse and Sheffield, and the company aims to provide a faster link between London and Sheffield than alternative services. Almost three quarters of trips between London and Sheffield are currently made by car, with a further 9% of trips made by coach, and a competitively priced new rail offering will help stimulate a shift in transport mode of choice from road to rail.
The new proposed route will give Sheffield the first regular service from London King’s Cross since 1968 and will also give Worksop in Nottinghamshire the first regular direct London trains in decades. FirstGroup estimates there are 350,000 people in the Worksop and Woodhouse catchment areas who will have direct rail access to London because of these proposals. A sizeable number of rail users in these areas currently drive to Doncaster station to pick up faster services to London rather than travelling via Sheffield, and a convenient rail offering from local stations will also help to reduce the number of these car journeys.
Note.
- The press release says this is only the first phase.
- It appears to be an extension of Hull Trains.
- Comments on a news story based on the press release in The Times, have been generally positive.
These are my thoughts.
The Two Routes Are Similar
Consider.
- Beverley is 44.3 miles from the electrified East Coast Main Line at Temple Hirst Junction.
- Hull is 36.1 miles from the electrified East Coast Main Line at Temple Hirst Junction.
- Sheffield is 23.5 miles from the electrified East Coast Main Line at Retford station.
- There is no electrification at Beverley, Hull or Sheffield.
Note.
- Trains must be capable of having a range sufficient to go from the East Coast Main Line to the destination and back again.
- It is slightly surprising that Sheffield station is closest to the electrification of the East Coast Main Line.
- Hull Train’s electro-diesel Class 802 trains regularly handle the 88.6 miles to Beverley and back.
It does look like an appropriate number of Class 802 trains could handle Hull Trains current and future services to Beverley, Hull and Sheffield.
Hull Trains Need Ten-Car Trains
Consider.
- In Ten-Car Hull Trains, I show some details of Hull Trains using a pair of five-car trains.
- I’ve since seen ten-car Hull Trains regularly.
- There were two ten-car services on the 29th December 2023 between London King’s Cross and Hull.
Hull Trains must procure enough trains for all possible scenarios.
Intermediate Stations Of The Two Routes
Intermediate stations are.
- Going North from London King’s Cross to Hull, trains call at Stevenage (limited), Grantham, Retford, Doncaster, Selby, Howden and Brough.
- Going North from London King’s Cross to Sheffield, trains call at Retford, Worksop and Woodhouse.
There are only a small number of stops on the Sheffield service. Is this to reduce the journey time as much as possible?
What Will Be The Time Of The London King’s Cross And Sheffield Service?
Consider.
- Non-stop trains take 82 minutes between London King’s Cross and Retford, which is 138.6 miles, so it’s an average speed of 101.4 mph.
- Woolmer Green and Retford are 111.7 miles and will in a couple of years, be digitally signalled.
- Non-stop trains take 66 minutes between Woolmer Green and Retford, which is an average speed of 112 mph.
- I have found a direct Retford and Sheffield train, that takes 31 minutes for the 23.5 miles with six stops, which is an average speed of 45 mph.
- The Retford and Sheffield section has a mostly 60 mph maximum speed.
I can now build a table of times between King’s Cross and Retford based on the average speed North of Woolmer Green.
- 125 mph – 72 minutes
- 130 mph – 70 minutes
- 135 mph – 68 minutes
- 140 mph – 66 minutes
Note.
- Getting a high average speed using the power of digital signalling can save several minutes.
- I have measured an InterCity 125 averaging 125 mph on that section.
I can now build a table of times between Retford and Sheffield based on the average speed.
- 45 mph – 31 minutes
- 50 mph – 28 minutes
- 60 mph – 24 minutes
- 70 mph – 20 minutes
- 80 mph – 18 minutes
Note.
- The planned service is expected to stop only twice after Retford, so if we take off two minutes for each of the four stops not taken, this could reduce the time between Retford and Sheffield by 8 minutes.
- There will be a couple of minutes to add for the stop at Retford.
- I feel a typical journey with 125 mph to Retford, 50 mph to Sheffield, could take 94 minutes
- Currently, the fastest London St. Pancras to Sheffield take around 116-118 minutes.
Hull Trains new service could save 22-24 minutes on the current service.
I also feel a fast journey could involve 130 mph to Retford, 60 mph to Sheffield, could take 88 minutes.
Hull Trains new service could save a few minutes over half-an-hour.
Could The Time Of The London King’s Cross And Sheffield Service Be Under 90 Minutes?
I reckon the following is possible.
- After the digital signalling is completed between King’s Cross and Retford, I suspect that a 135 mph average speed can be maintained between Woolmer Green and Retford. This would mean that a King’s Cross and Retford time of 68 minutes would be possible.
- If Network Rail improve the track between Retford and Sheffield, I believe that a 70 mph average could be achieved on the Retford and Sheffield section. This would mean that a Retford and Sheffield time of 20 minutes would be possible.
- I would expect at least six minutes would be saved by missing stops.
This gives a time of 82 minutes between London King’s Cross and Sheffield.
In Anxiety Over HS2 Eastern Leg Future, I said that High Speed Two’s promised London and Sheffield time via a dedicated track would be 87 minutes.
It looks to me that running under full digital signalling on the East Coast Main Line, Hull Trains can beat the HS2 time.
Could Hitachi’s Battery-Electric Trains Handle The Routes?
This page on the Hitachi web site is entitled Intercity Battery Trains.
This is the sub-heading
Accelerate the decarbonisation of intercity rail with batteries.
These paragraphs outline the philosophy of the design of the trains.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.
Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.
Wouldn’t it be great, if we could take the diesel engine out of our cars and replace it with an electric power pack?
Paul Daniels would’ve classed it as engineering magic.
But it’s an old engineer’s trick.
As a fifteen year old, I spent time in a rolling mill, building and fitting replacement control systems on large machines. Transistors were used to replace electronic valves and relays.
It’s certainly possible to create a battery pack, that is plug-compatible with an existing diesel generator, that responds to the same control inputs and gives the same outputs.
At the extreme end of this technology, there would be no need to change any of the train’s software.
In The Data Sheet For Hitachi Battery Electric Trains, these were my conclusions for the performance.
- The battery pack has a capacity of 750 kWh.
- A five-car train needs three battery-packs to travel 100 miles.
- A nine-car train needs five battery-packs to travel 100 miles.
- The maximum range of a five-car train with three batteries is 117 miles.
- The maximum range of a nine-car train with five batteries is 121 miles.
As the East Coast Main Line to Beverley is a round trip is 88.6 miles, I suspect that Hull Trains’s five-car Class 802 trains will need to be fitted with a full-complement of three batteries.
Will Hull Trains Have An Identical Fleet Of Trains?
An identical fleet must have advantages for train staff, maintenance staff and above all passengers.
I believe FirstGroup have two choices.
- They buy an appropriately-sized batch of identical Class 802 trains.
- They convert their current fleet to battery-electric operation and buy an appropriately-sized batch of identical new trains.
Note.
- The second option means that they fully-decarbonise Hull Trains.
- Neither option would need any new infrastructure.
- I feel this means that this order is more likely to go to Hitachi.
It’ll probably all come down to the accountants.
Retford Station
This OpenRailwayMap shows the tracks around Retford station.
Note.
- The red tracks are electrified and are the East Coast Main Line.
- The black ones aren’t electrified.
- Doncaster is to the North.
- The black line to the East goes to Lincoln
- The black line to the West goes to Sheffield
- The red line going South-East goes to Peterborough and London.
The unusual loop allows trains to connect from one direction to another.
This second OpenRailwayMap shows the tracks in more detail.
Note.
- As before red lines are electrified and black ones aren’t
- Platforms 1 and 2 are on the East Coast Main Line.
- Platforms 3 and 4 are on the Sheffield and Lincoln Line.
This third OpenRailwayMap shows the platforms in more detail.
Note.
- The yellow tracks are the 125 mph fast lines of the East Coast Main Line.
- The light blue tracks are the 40 mph relief lines of the East Coast Main Line.
- Northbound tracks are to the left of each pair of lines.
- The dark blue track is the 10 mph chord that connects the Northbound relief line of the East Coast Main Line to the Sheffield and Lincoln Line.
- Platform 1 is on the Southbound relief line.
- Platform 2 is on the Northbound relief line.
- Unusually, both platforms are on the same side of the line.
- In The Lengths Of Hitachi Class 800/801/802 Trains, I state that the full length of an InterCity 225 train is 245.2 metres.
- I suspect that both platforms can accommodate a full length InterCity 225, as the trains have been calling at Retford since the 1980s.
I doubt Retford station has any problem accommodating a pair of Class 802 trains, which it does regularly.
How Do Northbound Trains Go To Sheffield From Retford Station?
This OpenRailwayMap shows the tracks to the South of Retford station in detail.
Note.
- The yellow tracks are the 125 mph fast lines of the East Coast Main Line.
- The light blue tracks are the 40 mph relief lines of the East Coast Main Line.
- Northbound tracks are to the left of each pair of lines.
Trains needing to stop in Retford station will need to cross to the Northbound relief line to enter Platform 2 at Retford station.
This OpenRailwayMap shows the curve that connects Platform 2 at Retford station to the Sheffield and Lincoln Line to Sheffield.
Note.
- The green tracks are the 60 mph Sheffield and Lincoln Line.
- Sheffield is to the West.
- The blue tracks are the curve that connects Platform 2 in Retford station to the Sheffield and Lincoln Line.
- There appears to be a grade-separated junction, where the two lines join to the West of Retford station.
A Northbound train to Sheffield will take curve and then join the line to Sheffield.
How Do Southbound Trains Go From Sheffield Through Retford Station?
I suspect trains do the opposite from a train going to Sheffield.
The train takes the curve and then stops in Platform 2 facing South.
This OpenRailwayMap shows the tracks to the South of Retford station in detail.
When the train is cleared by the signals to go South, it will leave Retford station going South on the Northbound relief line.
Note that on the map there are two crossovers, which the train will take to get on the Southbound fast line for Newark and London.
As a Control Engineer, I suspect this is the sort of manoeuvre, that modern digital signalling will make slicker and safer.
How Do Northbound Trains Go To Hull From Retford Station?
On leaving the station, the train will continue along the relief line until it merges with the Northbound fast line for Doncaster.
This is exactly as any Northbound train stopping at Retford does now.
How Do Southbound Trains Go From Hull Through Retford Station?
Currently, trains from Hull stop in Platform 1 on their way to London.
- Trains needing to stop in Retford station will need to cross to the Southbound relief line to enter Platform 1 at Retford station.
- When the train is cleared by the signals to go South, it will leave Retford station going South on the Southbound relief line.
- The Southbound relief line joins the Southbound fast line to the South of the station.
This is exactly as any Southbound train stopping at Retford does now.
Could A Hull And A Sheffield Service Run As A Pair And Split And Join At Retford Station?
Consider.
- Class 802 trains, as used by Hull Trains are designed to be run as a pair of trains, with easy coupling and uncoupling between the two trains.
- Hull Trains regularly run services as a pair of Class 802 trains.
- A pair of trains could leave King’s Cross. They would then split at a convenient station, after which the two trains go to different destinations.
- There are advantages with respect to infrastructure charges.
I feel that Hull Trains two services to Sheffield and Hull/Beverley could work as a pair.
- A pair of trains could leave King’s Cross.
- At Retford station they would split, with one train going to Hull and the other to Sheffield.
Coming South they would join at Retford.
How Would Splitting Of A Hull And Sheffield Service Be Performed At Retford Station?
The procedure would be something like this.
- As the pair of train is stopping in Retford station, it would use the relief line to enter Platform 2.
- It would stop in Platform 2.
- The trains would be uncoupled.
- The front train would go to its destination.
- The rear train would go to its destination.
Note.
- As the track to Doncaster and Hull is faster, the front train should probably be for Hull.
- Platform 2 is electrified, so the Sheffield train could top up its batteries .
- The Sheffield train could lower its pantograph.
Uncoupling takes about two minutes.
How Would Joining Of A Hull And Sheffield Service Be Performed At Retford Station?
Consider.
- Joining would have to be performed in Platform 2, as there is no route for a train from Sheffield to access Platform 1.
- North of Retford station there are two convenient crossovers, to allow a train to cross to the Northbound relief line. There are also a couple of loops, where trains could wait.
- As this is coal-mining country, perhaps, they were part of a freight route between Sheffield and Doncaster?
But this infrastructure would allow, a train from Hull to access Platform 2 at Retford station.
As the Sheffield train can easily access Platform 2, the two trains could meet in Platform 2 and then be joined together for a run to London.
Is There A Problem With Splitting And Joining Of the Hull And Sheffield Services?
Earlier, I said these were the stops of the two services.
- Going North from London King’s Cross to Hull, trains call at Stevenage (limited), Grantham, Retford, Doncaster, Selby, Howden and Brough.
- Going North from London King’s Cross to Sheffield, trains call at Retford, Worksop and Woodhouse.
Surely, if the trains were travelling as a pair, they would need to stop at the same stations to the South of Retford.
But modern digital signalling will allow trains to run closer together, so perhaps this would be the procedure going North.
- The two trains start in the same platform at King’s Cross, with the Sheffield train in front of the Hull train.
- The two trains leave King’s Cross a safe number of minutes apart.
- At its Stevenage and Grantham stops, the Hull train will tend to increase the distance between the two trains.
- The Sheffield train would stop in Platform 2 at Retford station, so that space is left for the Hull train.
- The Hull train will stop behind the Sheffield train in Platform 2 at Retford station.
- The Sheffield train will leave when ready.
- The Hull train will leave when ready.
And this would be the procedure going South.
- The train from Sheffield would line up in Platform 2 at Retford station.
- The train from Hull would line up in Platform 1 at Retford station.
- The train from Sheffield would leave when everything is ready and the train is cleared by the signalling system.
- The train from Hull would leave a safe number of minutes behind the train from Sheffield.
- At its Grantham and Stevenage stops, the Hull train will tend to increase the distance between the two trains.
- The trains could share a platform at King’s Cross.
The digital signalling and the driver’s Mark 1 eyeballs will keep the Hull train, a safe distance behind the faster Sheffield train.
The Capacity Of The Lincoln And Sheffield Line
Looking at the Sheffield and Lincoln Line, it has only an hourly train, that calls at Darnall, Woodhouse, Kiverton Park, Kiverton Bridge, Shireoaks and Worksop between Retford and Sheffield.
- I would suspect that there is enough spare capacity for Hull Trains to run a one train per two hours (tp2h) service between London King’s Cross and Sheffield.
- If LNER feel that a 1 tp2h frequency is viable for Harrogate, Lincoln and other places, surely Hull and East Sheffield could support a similar service from King’s Cross.
If the services could be run by battery-electric trains, capable of running at 140 mph on the East Coast Main Line and giving times of ninety minutes to Sheffield, this could be a success.
Could Woodhouse Station Become A Transport Hub?
This Google Map shows Woodhouse station.
Note.
- It is certainly surrounded by a lot of houses.
- Could it be provided with car-parking?
Although, as this picture shows it is not blessed with lots of facilities.
But.
- The station is in an area, which Sheffield want to develop.
- The Advanced Manufacturing Centre is nearby.
- There are aspirations to run a tram-train between Sheffield and Chesterfield via Darnall, Woodhouse and Barrow Hill stations.
- The station could be on the tram-train route to Stocksbridge, that I wrote about in Reopening The Don Valley Section Of The Former Woodhead Line Between Stocksbridge and Sheffield Victoria To Passenger Services.
Woodhouse station could be an interchange or it could become something bigger like a hub station.
How Many Sheffield Services Per Day Could Be Run?
If the Hull and Sheffield trains run as a flight under control of the digital signalling, this will mean that every Hull train can be paired with a Sheffield train.
- There are five trains per day (tpd) to and from Hull and two to and from Beverley.
- It seems a maximum of one tpd in both directions can be a ten-car train.
- Two five-car trains could fit in a platform at King’s Cross.
I suspect that the maximum number of trains per day to and from Sheffield is the same as for Hull. i.e. seven tpd.
But there is no reason, if they have enough trains and paths are available, that Hull Trains couldn’t add extra services to both destinations.
Onward From Sheffield
Several of those, who have commented on the new service have suggested that the service could go further than Sheffield, with Manchester and Leeds being given specific mentions.
This OpenRailwayMap shows the platforms at the Northern end of Sheffield station.
Note.
- The pink tracks at the East are the Sheffield Supertram.
- Trains to and from Barnsley, Huddersfield, Hull, Leeds, Lincoln and Retford access the station from the Northern end.
- Trains to and from Chesterfield, Derby, London, Manchester and Stockport access the station from the Southern end.
- The tracks in Sheffield station are numbered 1 to 8 from the West.
- There are five through platforms. 1, 2, 5, 6 and 8 and two bay platforms at either end.
- An extension of the service to Manchester via the Hope Valley Line, could go straight through the station.
- An extension of the service to Barnsley, Huddersfield or Leeds, would mean the train reversing at Sheffield.
It looks like an extension to Manchester Piccadilly over the recently upgraded Hope Valley Line would be the easiest extension. But would Avanti West Coast, who have FirstGroup as a shareholder want the competition?
Recently, it has been announced that the Penistone Line to Barnsley and Huddersfield will be upgraded to accept two trains per hour (tph) and allow faster running.
Because Sheffield could be around eighty minutes from London, there could be some smart times to and from the capital.
- Meadowhall in 90 minutes
- Barnsley in 112 minutes.
- Huddersfield in 140 minutes.
Huddersfield could be almost twenty minutes faster than the route via Leeds.
Comments From The Times
These are some readers comments from The Times.
- Hope the prices are competitive with LNER. I rarely go to London from Chesterfield with EMR as they’re so expensive. LNER from Newark is much cheaper but a service from Worksop for me would be perfect.
- Excellent News in so many ways. I hope it really takes off which could help ease the congestion on the M1 and also thin out overcrowding on busy LNER services. It really does deserve to succeed.
- This is excellent news. The Lumo service has been a game changer for me and those living in the north east.
The public seem in favour.
Conclusion
I really like this proposal from FirstGroup.
- It has the possibility to provide Sheffield with a fast train link to London.
- It could run about six trains per day.
- It will be faster than High Speed Two was proposed.
It could be the first service of High Speed Yorkshire.
The Anonymous Widower 