Conservatives Would Scrap Stamp Duty, Badenoch Announces
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
The next Conservative government would abolish stamp duty on the purchase of main homes, Kemi Badenoch has said, in a surprise announcement at the end of her first conference speech as party leader.
These two introductory paragraphs add more detail.
Badenoch received a standing ovation from Tory activists in Manchester as she declared: “That is how we will help achieve the dream of home ownership for millions.”
She said scrapping stamp duty – a tax paid by home buyers in England and Northern Ireland – will “unlock a fairer and more aspirational society” and help people of all ages.
Note.
- I have a degree in Control Engineering at Liverpool University and graduated in 1968.
- Badenoch has a degree in Systems Engineering at Sussex University and graduated much recently.
Our degrees are both very mathematically-based and probably surprisingly similar.
My feeling as a Control Engineer, is that to selectively remove stamp duty could be a good idea, as you are affecting the derivatives rather than the rates.
Only time will tell, but some thorough mathematical modelling will probably show the validity of the idea.
It is unlikely that I will move, but given the state of the buses, there is a small chance that I might.
- My current house is probably worth about a million.
- If I bought a similarly-priced house, I would pay tax of £43,750.
- But, if I bought a house at double the price, I would pay tax of £153,750.
Given the progressive nature of the tax, I think I’ll be staying put, occupying a three-bedroom family house with a garage, all by myself.
If the tax is removed, I would be more likely to move into a house, that suited me better!
Unlocking Efficiency With Cryogenic Cooling Of GaN Traction Inverters
The title of this post, is the same as this insight on the Ricardo web site.
This is the introduction.
As the mobility sector accelerates toward zero-carbon propulsion, hydrogen fuel cell systems (HFCS) are emerging as a cornerstone technology for aviation, marine, and long-haul road transport. Among the most promising innovations in this space is the use of liquid hydrogen (LH₂) not only as a fuel source but also as a cryogenic coolant for electric powertrains. This dual-purpose approach offers transformative potential in system efficiency, packaging, and weight reduction—especially when paired with Gallium Nitride (GaN) semiconductors.
It is a very simple concept, but it appears to give worthwhile efficiency gains.
This was the article’s conclusion.
Ricardo’s cryogenic GaN inverter concept represents a bold leap toward ultra-efficient, lightweight, and integrated hydrogen propulsion systems. While challenges remain in materials, packaging, and reliability, the experimental results are compelling. With efficiencies nearing 99.8% and mass reductions over 50%, cryogenic cooling could redefine the future of electric mobility.
As the hydrogen economy matures, innovations like this will be pivotal in delivering clean, scalable, and high-performance solutions across all mobility sectors.
I very much suggest, that you take the time to read the whole insight.
Using The Concept In a Liquid Hydrogen Carrier
This Wikipedia entry describes the design and operation of an ocean-going liquid hydrogen carrier.
This is a paragraph.
Similar to an LNG carrier the boil off gas can be used for propulsion of the ship.
Ricardo’s concept would appear to be advantageous in the design of liquid hydrogen carriers and I would expect, it could also be applied to the design of LNG carriers.
I would not be surprised to see liquid hydrogen and LNG carriers were the first application of Ricardo’s concept.
This Wikipedia entry describes the Suiso Frontier, which is the world’s only liquid hydrogen carrier.
I believe that Ricardo’s concept could lead to the construction of a more of these ships. Will they mean that liquid hydrogen carriers will deliver hydrogen from sunny climes to places like Europe, Japan, Korea and Canada.
The concept would also enable efficient small liquid hydrogen carriers, that could deliver hydrogen on routes like the North of Scotland to Germany.
Using The Concept In A Railway Locomotive
I could see freight locomotives being designed as a large liquid hydrogen tank with appropriately-sized fuel cells and added electrical gubbins.
- They would be self-powered and would not require any electrification.
- They would be much quieter than current diesels.
- They could pull the heaviest freight trains, between Europe and Asia.
- They could even pull passenger trains, if an electrical hotel supply were to be arranged.
- They could be designed with very long ranges.
But above all they would be zero-carbon.
Note that I’ve written about long freight routes before.
- China, Russia And The EU’s Intermarium Bloc
- How To Move 100,000 Containers A Year Between Germany And China
- Georgia, Azerbaijan and Iran Discuss New Freight Corridor To link India And Europe
- Finland And Norway To Explore Building Arctic Rail Link
- A New Gateway To China: Europe Prepares For The Launch Of Baku–Tbilisi–Kars Railway
I believe that a long-distance liquid-hydrogen locomotive, that was based on the Ricardo concept, would be ideal for some of these routes.
A Specialised Hydrogen Delivery Train
In April 2022, I wrote The TruckTrain, where this is a simple description of the concept.
The Basic Design Concept
The leaflet on their web site describes the concept.
This visualisation at the bottom of the leaflet shows four TruckTrains forming a train carrying twelve intermodal containers, each of which I suspect are 20 feet long.
I believe that the TruckTrain concept could be converted into a hydrogen delivery train.
- It would be an appropriate length.
- It would be powered by the on-board hydrogen.
- The hydrogen would be stored as liquid hydrogen.
It would be able to go most places on the UK rail network.
Conclusion
Ricardo’s concept could revolutionise the use of hydrogen.
The New Entrance To Battersea Power Station Station – 7th October 2025
The new entrance to Battersea Power Station station opened recently, so I went to have a look.
Note.
- The first picture shows the terrible train indicators in Moorgate station.
- Comparing the next three pictures with the first, show how much better the lighting is in Battersea Power Station station is compared to Moorgate station.
- Someone had the thought to put up a sign to indicate the new entrance.
- The entrances are at opposite ends of a spacious ticket hall.
- There are lifts to the surface.
- Exit is direct into a parade of smart shops.
- The Leon is more upmarket, than their Hanover Square outlet.
- There is a Boots, an M & S Food and a Zara close to the new entrance to the station.
- There was a lot more greenery, than when I last visited.
I finished my visit by walking down to the river to catch the Thames Clipper back to London Bridge station.
Ørsted Raises EUR 7.98 Billion In Oversubscribed Rights Issue
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Ørsted has completed its rights issue, raising DKK 59.56 billion (approximately EUR 7.98 billion) with a subscription rate of approximately 99.3 per cent, the company said on 6 October.
These two introductory paragraphs add more details.
Existing shareholders were offered new shares at DKK 66.60 (EUR 8.92) each. The demand for shares not taken up via the rights issue was “extraordinarily high,” according to the developer’s announcement of the Rights Issue results, and allocations were capped per application, meaning no subscriptions were required under the underwriting bank syndicate.
As reported in August, the company appointed a syndicate of BNP PARIBAS, Danske Bank A/S and J.P. Morgan SE as Joint Global Coordinators, next to Morgan Stanley & Co International, to jointly underwrite the rights issue for the approximately 49.9 per cent that would not be subscribed to by Ørsted’s majority shareholder, the Danish state (50.1 per cent).
I dread to think what spiteful punishment that Trumpkopf will inflict on Ørsted.
But the oversubscribed Rights Issue may be good news for the UK.
Ørsted has only one major project under development or construction in the UK.
But it is the large Hornsea Three wind farm, which has this opening paragraph on its web site.
Hornsea 3 Offshore Wind Farm will deliver enough green energy to power more than 3 million UK homes. An £8.5 billion infrastructure project, Hornsea 3 will make a significant contribution toward UK energy security, as well as the local and national economy.
Note.
- Ørsted are raising £7.98 billion and spending £8.5 billion, which must do something for the UK’s economy.
- Hornsea 3 will have a generating capacity of 2.9 GW.
- Ørsted are now delivering the world’s single largest offshore wind farm.
- Hornsea 3 will connect to the National Grid at Swardestone in Norfolk.
In Grid Powers Up With One Of Europe’s Biggest Battery Storage Sites, I describe how the 300 MW/600 MWh Swardestone BESS will be built, where Hornsea 3 connects to the grid.
As Swardestone will have 2.9 GW from Hornsea 3 and a powerful battery, I would expect someone will be looking to site a data centre or something with a need for a lot of stable electricity at or near Swardestone.
In Opportunity For Communities To Have Their Say On National Grid Proposals For Norwich To Tilbury Project, I talk about a line of pylons between Swardestone and Tilbury and show this map of the route.
This page on the National Grid web site has an interactive version of this map.
Note.
- The mauve line indicates the route of the Norwich to Tilbury project.
- Swardestone is at the Northern end of the project a few miles South of Norwich.
- Tilbury is at the Southern end of the project on the Thames estuary.
- The project connects Norwich, Ipswich, Colchester and Chelmsford to Hornsea 3 at Swardestone.
- I suspect the project will connect to Ipswich at the Bramford substation.
- The Sizewell nuclear site is to the North-East of Woodbridge and connects to the grid at the Bramford substation.
I know East Anglia well and I would suspect that Norwich, Ipswich, Colchester, Chelmsford and Southend-on-Sea could support one or more data centres.
Conclusion
I asked Google AI, who owns Hornsea 1 and received this reply.
Hornsea 1 is owned by a partnership including Ørsted, Equitix, TRIG, GLIL, Octopus, and Brookfield, with Ørsted also providing the operational management. A 2018 agreement between Ørsted and Global Infrastructure Partners (GIP) originally established the 50/50 joint venture for the project.
I then asked Google AI, who owns Hornsea 2 and received this reply.
The ownership of the Hornsea 2 wind farm is shared between several entities, including a 37.55% stake held by Ørsted, a 25% stake each by AXA IM Alts and Crédit Agricole Assurances, and a 12.45% stake held by Brookfield. The wind farm is located offshore in the UK’s North Sea, approximately 89 km off the Yorkshire coast.
In November 2019, I also wrote World’s Largest Wind Farm Attracts Huge Backing From Insurance Giant.
It does seem to me that Ørsted are past masters of developing a wind farm, then selling it on and using that money to develop the next wind farm.
The Rights Issue just makes that process easier.
Official Quits After Dispute Over Trump’s Eisenhower Sword Gift To King Charles
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
The director of the Dwight D Eisenhower Presidential Library has stepped down after a dispute with the Trump administration over gifting a sword in its collection to King Charles, according to the BBC’s US partner, CBS News.
These three paragraphs add more detail to the story.
Todd Arrington, the head of the library in Kansas, resigned on Monday after declining to remove an original sword from the library’s collection to give to the King during President Donald Trump’s visit to the United Kingdom last month, CBS reported, citing anonymous sources.
Charles was instead gifted a replica during Trump’s UK visit, Buckingham Palace said at the time.
In an interview with CBS News, Arrington said he was told to “Resign – or be fired”.
Trump had better watch himself, as the United States has armies of lawyers and I’m sure that the unfortunate Mr. Arrington will have some legal offers, he will find great advantage in accepting.
Does Uncomplicated Pancolonic Diverticular Disease Affect Races Differently?
I asked Google AI the question in the title of this post and received this answer.
Yes, there are some differences in how uncomplicated diverticular disease affects different racial groups, particularly regarding the location of diverticula and the prevalence of the disease, though the picture is complex and influenced by environmental factors like diet. While Western populations tend to have left-sided diverticula, Asian populations show a higher prevalence of right-sided diverticula. Black populations also show a tendency for proximal (right-sided) diverticula, though their overall disease prevalence can differ from White populations.
The source used by Google AI is this paper on the National Library of Medicine, which is entitled Sex And Race Disparities In Diverticulosis Prevalence.
My 78-Year-Old Legs Are More Reliable Than The New Chinese Buses On London’s 141 Bus Route
So we all know what we’re talking about, here’s a few pictures.
Note.
- The buses seem to have no serious faults from a passenger point of view.
- One middle-aged lady on the plump side, said she didn’t like the buses.
- The aisle between the front seats doesn’t seem to be built for large people.
- The seats are reasonably comfortable.
- One morning, I stood on a long journey and I felt the road-holding wasn’t as good as a New Routemaster.
- On several buses, the interior route display has not been working.
- As I don’t wear a watch, I find a non-working display annoying.
- I haven’t been upstairs yet.
- As picture numbers three and four show, the bus looks a bit pokey at the back downstairs.
But I am very suspicious about the buses’s reliability or ability to handle the route, which is fairly long.
Take this morning, when I was coming home from London Bridge station.
- There was only a 43 bus at the shared stop with the 141 bus.
- As the routes are identical until Old Street station, I took the 43 bus to Moorgate station.
- At Moorgate station, I took a 76 bus, which gets me within walking distance of where I live.
- Someone said, that a 141 bus would mean a wait of ten minutes.
- In the end my 78-year-old legs delivered be home.
I didn’t see a 141 bus going my way on my journey.
I have seen behaviour like this several times, since some Chinese electric buses were introduced on to the route.
As a graduate Electrical and Control Engineer, it looks to me, that there is one of two problems with these buses.
- The batteries aren’t large enough for the route.
- Not enough time is allowed for charging the batteries at the end of the route.
This page on the Wrightbus website is entitled Wrightbus Electroliner ‘Most Efficient Double-Deck Battery-Electric Bus’, and it contains this paragraph, which probably explains their philosophy and ambition.
We have already gained a strong reputation for our hydrogen double deck but we want to lead the world in zero-emissions full stop. Wrightbus has the best brains in the business when it comes to technology and our StreetDeck Electroliner puts us squarely at the front of the pack. We haven’t weighed the bus down with a high battery volume just so we can say it’s got the most power or range; instead, we’ve made it the most efficient vehicle on the road by combining optimum power with a class-leading rapid charge, meaning our electric bus spends more time on the road than any other.
It also probably sets a very high bar, which the Chinese can only achieve by adding battery volume and making their buses pokey.
To be fair to the buses, the 141 route is probably nearly 20 miles long.
In Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, I wrote about what it says in the title.
In that post, I said this about hydrogen buses running on the 141 route.
Wrightbus Hydrogen Buses For My Local Bus Route 141
Consider.
- The 141 bus route is my local bus, which gets me to Moorgate, Bank, London Bridge and Manor House.
- The length of the full route is twenty miles and it takes about an hour to go from London Bridge station to Palmers Green.
- The route is currently run by older Wrightbus hybrid diesel-electric buses.
- I suspect that modern hydrogen buses could last almost all day on one fill of hydrogen, with perhaps a top-up at lunchtime.
They would have no difficulty handling the route and would greatly increase the customers current rock-bottom satisfaction.
I am sure, they would improve the horrendous reliability of the route.
I also wonder, if Wrightbus have another solution.
In UK Among Tri-Axle Zero-Emission Wrightbus StreetDeck Prospects, I talk about Wrightbus’s new Tri-Axle Zero-Emission Wrightbus StreetDeck bus and how it would be ideal for the 141 bus route.
- The 141 bus route is the old 641 trolleybus route, so all clearances are generous.
- The tri-axle design can probably carry a better-optimised battery.
- There used to be two bus routes on the route and now there is only one, so more capacity is needed.
- The 141 bus route bridges the gap between the Northern section of the Piccadilly Line and the Elizabeth Line, Bank and London Bridge.
- The new air-conditioned Piccadilly Line trains, will increase the passengers on the line.
- There will be a lot more housing built in Enfield, at the Northern end of the Piccadilly Line and more bus capacity will be needed between Manor House and the City of London.
Some of TfL’s rerouting of buses in North London, was a crime against mathematics.
America’s Looming Electricity Crisis Is Trump’s Achilles’ Heel
The title of this post, is the same as that of this article in the Telegraph.
This is the sub-heading.
Culture war banter and point-scoring have left Maga facing a self-inflicted energy shortage
These are the first three paragraphs.
The US is in danger of losing the global AI race for the most banal and careless of reasons: it is critically short of electricity.
The country is sitting on a neglected pre-modern grid that cannot meet surging power demand for data centres, cryptocurrencies, the reshoring of semiconductor plants and the proclaimed revival of the American industrial base.
Nor can it meet the needs for air conditioning through hotter and more humid summers. While we all talk about AI, the chief cause of rising electricity use last year was for cooling. Bitcoin mining took another 2pc of US power, for no productive purpose.
It looks like we can add simple arithmetic to the skills the Trump Administration lacks.
The Telegraph article and myself have some other thoughts.
The Planned Increase In Electricity Is A Fifth Of What’s Needed
This is a paragraph from the Telegraph.
The US Energy Department said in its Resource Adequacy Report in July that the planned increase in firm electricity supply is a fifth of what is needed by 2030.
In Renewable Power By 2030 In The UK, I stated that by 2030, the UK would add nearly 59 GW of offshore wind.
Surely, using the population size difference of four times, 240 GW of offshore wind, would do the USA nicely?
But, Trump doesn’t like wind turbines.
Texas Has A Shortage Of Electricity
These are two paragraphs from the Telegraph.
The Texas grid operator Ercot expects peak power demand in its region to soar from 87 gigawatts (GW) this year to 138 GW by 2030. This is physically impossible.
Texas passed a law in June giving the state emergency authority to cut off power to data centres. Ercot is already having to deploy “mobile generation plants” at exorbitant cost to avert blackouts even today.
It sounds pretty desperate.
Texas needs another 51 GW by 2030, which is less than we intend to delivery from just offshore wind.
If Little Great Britain can do it, then surely Texas can? After all, Texas is three almost times larger than the UK.
I get the idea, that someone isn’t doing any planning.
The United States Needs A Lot Of Transformers
These are three paragraphs from the Telegraph.
The National Infrastructure Advisory Council (Niac) says the average age of America’s 60 million large power transformers is 38 years. Many are beyond their design life.
The US supply chain is not capable of delivering the 12 million new transformers needed each year to keep the show on the road. The backlog has risen to four years. The cost of transformers has jumped 80pc since the pandemic.
There is an acute shortage of electrical steel needed to make them. This comes mostly from China, Japan, Korea or Germany. In his infinite wisdom, Trump has imposed 50pc tariffs on steel, aluminium and copper. That cost shock has yet to feed through.
The Niac says it is a similar tale for “other critical grid components such as conduit, smart meters, switchgear and high-voltage circuit breakers”.
It looks like, there’s another fine mess, you’ve got us in, Donny!
Maga Wants More Coal
These are three paragraphs from the Telegraph.
The quickest way to generate more power is to roll out wind and solar. Trump is actively intervening to obstruct this. Maga wants coal instead.
This week the administration announced $625m of taxpayer subsidy to “expand and reinvigorate” the coal industry. It will open new federal lands, slash the royalty fees for extracting coal, and lift curbs on mercury pollution.
“In addition to drill, baby drill, we need to mine, baby, mine,” said Doug Burgum, the interior secretary.
When it should be spin, baby, spin.
Conclusion
Read the article in full.
We certainly, don’t want anybody, with an energy policy like Trump, influencing the UK’s energy policy.
If Trump carries on like this, he’ll end up in a terrible mess.
How To Take A Ride On A New Docklands Light Railway Train
This article on the BBC is entitled After Delays, New Trains Finally Arrive On The DLR.
This is the sub-heading.
The first of 54 new trains for the Docklands Light Railway (DLR) is now in service, featuring “the latest technology”, according to Transport for London (TfL)
These two paragraphs add more details.
The new carriages are air-conditioned, have mobile device charging points and dedicated spaces for wheelchair users.
They will replace the oldest trains in the DLR fleet, some of which have been in service for more than three decades, with “modern, high-capacity trains designed to meet the needs of a growing city”, said TfL.
I travelled to West Ham station this morning and took these pictures on a journey to Woolwich Arsenal.
Note.
- The Docklands Light Railway and the Jubilee Line are on the same level and connected by the bridge in West Ham station.
- The old DLR trains have red bodywork and the new trains have light blue bodywork.
- The first train through was a test train.
- The last row of pictures show the comparative length of the two trains at Woolwich Arsenal station.
These are some more detailed thoughts.
The Length Of The New Trains
The original cars are 28 metres long.
- Running as a 2-car train, the trains are 56 metres long.
- Running as a 3-car train, the trains are 84 metres long.
- The new 5-car trains are 86.7 metres long.
I asked Google AI how many seats were in a DLR train and received this answer.
A DLR (Docklands Light Railway) train’s seat count varies by the specific rolling stock, but newer trains have a higher capacity; for example, the new B23 rolling stock is a 5-coach unit replacing older, coupled 3-car trains and offers a total capacity of 790 passengers, with 156 seats. Older trains typically consist of two cars and have 70 seats per car for a total of 140 seats.
Newer B23 Rolling Stock:
Each 5-coach train has 156 seats.
It can carry a total of 790 passengers.
Older Trains:
These trains generally consist of two cars coupled together.
Each car has 70 seats, making for a total of 140 seats in a typical two-car train.
Older, single-unit trains may have had fewer seats, as a current 3-car train had about 680 passengers in total capacity.
West Ham Was A Good Place To Start A First Ride
Consider.
- At the present time, there aren’t many trains running on the DLR.
- There may only be a couple of trains running between Stratford International and Woolwich Arsenal.
- West Ham is an island platform, so the train goes by on both sides, which also makes it easy to get on a single train.
- West Ham is a well-connected station.
I did have to wait about thirty minutes for the train to arrive.
Huddersfield Station – 30th September 2025
This press release on the Network Rail Media Centre is entitled Huddersfield Station Set To Reopen Next Week With New Temporary Layout.
As it is now next week, I went to have a look at the progress today.
I made a mistake and got on a Grand Central Train, which meant, I had to change at York.
Speeding past Drax power station on the Selby Diversion, I took these pictures.
We were only in a 125 mph diesel, so we couldn’t take advantage of the 160 mph running, that the East Coast Main Line’s new signalling might allow on this section. The Wikipedia entry for the Selby Diversion, says this about the possible speeds.
The line was the first purpose-built section of high-speed railway in the UK having a design speed of 125 mph; however, research by British Rail in the 1990s indicated that the route geometry would permit up to 160 mph operation, subject to the necessary overhead line equipment and signalling upgrades. The new line also avoided the speed restriction over the swing bridge at Selby. The former ECML route, the NER’s 1871 York and Doncaster branch line, was closed from Selby northwards.
As the Selby Diversion opened in 1983, I wouldn’t be surprised that the calculations were performed on British Rail Research’s Pace 231-R, which was similar to the one I used at ICI and the pair, that NASA used calculate how to land Apollo on the moon.
When I eventually got to Huddersfield, I took these pictures.
Note.
- In I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It, there are pictures of Huddersfield station, that were taken on the 21st August, soon after the work started.
- In Huddersfield Station – 15th December 2023, there are pictures of Huddersfield before the work started.
- Much of the work seems to have been done at the Western end of the station to lengthen the platform on the Penistone Line to Sheffield.
- Platform 2 for the Penistone Line has also been renumbered Platform 1.
Work still to be carried out at Huddersfield station, includes refurbishing the roof, installing the electrification and adding a couple of new platforms.
These are my thoughts.
Which Platforms Will Be Electrified?
This OpenRailwayMap shows the proposed electrification in Huddersfield station.
Note.
- The blue arrow in the North-East corner of the map indicates Huddersfield atation.
- The two red-and-black tracks going diagonally across the map are the Hudderfield Line.
- The red-and-black colour, indicates that the two tracks will be electrified.
- South of these two tracks, the Penistone Line sneaks into Platform 1 at Huddersfield station.
- The Penistone Line goes to Sheffield in a South-Westerly direction.
- There appears to be a crossover, so that trains from the Penistone Line can use both Platforms 1 and 2 in Huddersfield station.
- The OpenRailwayMap appears to show planned electrification between Stalybridge and Leeds stations.
- To the East of Leeds planned electrification is shown as far as Micklefield and Church Fenton stations.
Once installed, this electrification will create a complete electrified route across the Pennines from Liverpool Lime Street in the West to the East Coast Main Line in the East.
This OpenRailwayMap shows the planned electrification between Micklefield and Hull stations.
Note.
- Red tracks are electrified.
- Black tracks are not electrified.
- York is in the North-West corner of the map, with the electrified East Coast Main Line going through the station North-South.
- South of York, the East Coast Main Line now splits.
- The Western branch includes an electrified line to Micklefield station, Neville Hill depot and Leeds station.
- The Eastern Branch is the Selby Diversion, which is an electrified 160 mph line, that avoids the Selby coalfield.
- Running West-East across the map is the unlectrified Micklefield and Hull Line, which goes via Selby.
- Hull is in the South-East corner of the map.
- Hull is 42 miles from Micklefield and 36.1 miles from the Temple Hirst junction on the Selby Diversion, so it is within range of battery-electric trains, with charging at Hull station.
- Hitachi’s battery-electric Class 802 trains, used by Hull Trains and TransPennine Express, which are currently on test, should certainly be able to serve Hull.
Hull can become an electrified station, without the expense and disruption of full electrification.
How Long Is Platform 1 At Huddersfield Station?
This OpenRailwayMap shows the new Platform 1 at Huddersfield station.
Note.
The blue arrow indicates Huddersfield station.
- The three darker orange lines indicate the two through platforms 2 and 3, and the reconfigured bay platform 1.
- There is a cross-over between platforms 1 and 2, which connects Platform 2 to the Penistone Line.
- In the South-West corner of the map is a hundred metre scale.
- Using the scale, I estimate that the length of the bay platform 1 is around 120 metres.
- In the last two rows of pictures in the gallery of this post, a three car Class 150 train is shown in Platform 1.
- A three car Class 150 train is approximately sixty metres long.
Looking at the pictures, I wouldn’t be surprised if the new platform has been designed to take two three-car Class 150 trains. It would certainly take a pair of two-car Class 150 trains.
Other trains and their lengths that might use the platform include.
- Class 170 – three-car – 70.85 metres
- Class 195 – two-car – 48.05 metres
- Class 195 – three-car – 71.40 metres
- Class 195 – 2 x two-car – 96.10 metres
- Class 810 – five-car – 120 metres
The Class 810 uses 24 metre cars, so that a pair of trains, will fit in St. Pancras. But with perhaps selective door opening could a single Class 810 train run a St. Pancras and Huddersfield service, perhaps with a split and join at Sheffield.
Electrification Across The Pennines
The TransPennine Route will be electrified between Liverpool Lime Street and Micklefield stations, once the current works between Huddersfield and Leeds are complete.
Sections without electrification include.
- Bradford Interchange and Doncaster – 52.1 miles
- Cleethorpes and Doncaster – 52.1 miles
- Harrogate and Leeds – 18.3 miles
- Hazel Grove and Doncaster – 52.6 miles
- Hull and Micklefield – 42 miles
- Hull and Temple Hirst junction – 36.1 miles
- Saltburn and Northallerton – 28.1 miles
- Sunderland and Northallerton – 46.8 miles
- Scarborough and York – 42.1 miles
I expect that Hitachi trains with batteries or CAF’s tri-mode trains will be able to handle these routes in a low-carbon manner.
Electrification Between Stalybridge And Huddersfield
This section is shown as being electrified on OpenRailwayMap.
But as it is only 18 miles and includes the Standedge Tunnels will the route use battery-electric trains?
The Anonymous Widower 