How Will The East Coast Main Line Timetable Change Affect Sheffield?
This article in the October 2025 Edition of Modern Railways is entitled Industry Gears Up For December ECML Timetable Change.
This is the first paragraph.
Major changes are planned to trains along the East Coast main line from 14 December as the long-heralded timetable takes effect.
In this post, I will see how the changes detailed in the article in Modern Railways will affect Sheffield and Doncaster.
Aberdeen-Edinburgh
This is said about Aberdeen and Edinburgh services.
Monday-Saturday services will not change between Aberdeen and Edinburgh, with all intermediate stations served at similar times.
The LNER service to and from King’s Cross will call additionally at Doncaster, Newark Northgate and Peterborough; the last LNER Monday-Friday departure from Aberdeen will terminate at Doncaster instead of Leeds, and the first LNER Monday-Saturday train to Aberdeen will start from King’s Cross at 05:48 instead of Leeds.
Note.
- An hourly fast train between Edinburgh and King’s Cross will have a journey time of 4 hours and 10 minutes, which is a saving of at least 12 minutes.
- There is an Aberdeen-Manchester air service, but no Edinburgh-Manchester or Leeds-Scotland air services.
- In Could London And Central Scotland Air Passengers Be Persuaded To Use The Trains?, I speculated about how air passengers could be tempted to use the trains between London and Central Scotland.
- It looks to me, that LNER are strengthening their services between Doncaster and Scotland.
- Will that 05:48 King’s Cross departure for Aberdeen, enable a working day in Aberdeen and return?
Is LNER’s aim to get travellers to use the trains between Doncaster and Scotland, as an alternative to driving or trains from Leeds?
Alnmouth and Berwick
This is said about Alnmouth services.
Quicker LNER journey times are promised to stations South of York, with King’s Cross-Alnmouth journey times up to 15 minutes quicker.
More TPE trains will run between Newcastle, Morpeth, Alnmouth, Berwick, Reston, Dunbar, East Linton and Edinburgh Waverley.
The number of trains calling at Durham on weekdays will fall from 18 to 13 Southbound and from 15 to 10 Northbound.
This is said about Berwick services.
LNER trains will call every two hours during the middle of the day, and the number of weekday trains to King’s Cross falls from 15 to 11 Southbound with a 13 to nine fall Northbound. More TPE trains will call.
Note.
- Lumo serves Newcastle, Morpeth and Edinburgh.
- Reston and East Linton are new stations.
- The stations between Newcastle and Edinburgh need adequate parking to attract commuters.
It looks to me, that LNER are timing the trains to attract day trips along the East Coast Main Line.
Bradford Forster Square/Interchange
This is said about Bradford Forster Square services.
The number of weekday trains will remain as per May 2025, but on Sundays, the number of trains serving Forster Square increases from two to six each way on a two-hourly interval. LNER stopping patterns change, with fewer trains calling at Peterborough and none at Grantham or Retford.
Trains currently stop at Peterborough, Doncaster, Wakefield Westgate, Leeds and Shipley, but surely a more regular six trains per day (tpd) is preferable.
This is said about Bradford Interchange services.
At Interchange, Grand Central Trains will run at different times to the May 2025 timetable, with King’s Cross journeys up to 20 minutes quicker. One GC each way will call at Peterborough, while some will stop at Pontefract Monkhill on Sundays for the first time.
Note.
- Trains currently stop at Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor
- Is the twenty minutes time saving due to the new digital signalling to the South of Doncaster?
- Is this another open access operator being allowed to do what they do best?
This looks to be a very useful service, which serves several stations, with no other service to London.
Doncaster
This is said about Doncaster services.
Additional trains calling at destinations including Birmingham New Street, Sheffield, York, Newark and Berwick-upon-Tweed. LNER Aberdeen/Inverness trains will call at Doncaster. EMR trains will be retimed at Doncaster to provide better connections with LNER’s revised timetables, but journeys from Doncaster to Sleaford and Spalding will require a change at Lincoln. This change has been made to “enable improved connections” at Peterborough, Sleaford, Lincoln and Doncaster. The number of trains calling at Stevenage falls from 24 to 19 Southbound and 24 to 21 Northbound, with Grantham stops dropping by seven trains to 28 Southbound and 4 to 29 Northbound.
If CrossCountry Trains were to switch their trains to Hitachi InterCity Battery trains, I believe that a version of these trains could handle routes like Plymouth and Aberdeen.
- This would speed up services.
- Trains would run close together and thus increase capacity.
- Services could even be faster.
So expect a replacement order for CrossCountry Trains diesel multiple units soon.
Glasgow
LNER gave up serving Glasgow Central from King’s Cross in the December 2024 timetable change.
In Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow, I talked about Lumo extending their King’s Cross and Edinburgh service to Glasgow Central station.
Hull
This is said about Hull services.
On Mondays-Fridays, Hull Trains will provide an extra train from London.
The LNER Monday-Friday Hull-Doncaster train will be withdrawn;
Northern will operate a 20:25 departure to Doncaster; calling at Brough and Selby.
Note.
- It looks like Great British Railways have surrendered Hull and Beverley to Hull Trains.
- Hull Trains are converting their Class 802 trains to battery-electric power.
- It is likely that Hull Trains upgraded trains will be able to use the Great Northern and Great Eastern Joint Line via Lincoln on battery power.
The new timetable appears to be ready for the future of Hull Trains.
Leeds
This is said about Leeds services.
LNER services will depart to King’s Cross at xx.10 and xx.40.
Northern will introduce an extra mostly hourly service between Leeds and Sheffield calling at Wakefield Westgate. They will depart about 30 minutes earlier or later than the CrossCountry service.
Note.
- I would expect the two King’s Cross and Leeds services which would both stop at Doncaster and Wakefield Westgate would set the timings between Doncaster and Leeds.
- Currently, of the four trains that run to and from Leeds every two hours, two are planned to terminate at Leeds, one at Harrogate and one at Bradford Forster Square.
- There is also a daily service between King’s Cross and Skipton via Leeds.
- I can envisage another service between King’s Cross and Ilkley via Leeds, Kirkstall Forge, Guiseley, Burley-in-Wharfedale and Ben Rhydding.
- I can envisage another service between King’s Cross and Huddersfield, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield and Deighton.
- I can envisage another service between King’s Cross and Hebden Bridge, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield, Sowerby Bridge, Mytholmroyd and Brighouse.
- An alternative to Hebden Bridge would be Rochdale, which already has four platforms and is on the Manchester Metrolink
- It appears that Bradford Forster Square, Harrogate, Huddersfield, Leeds and Skipton stations can turn nine or ten-car trains and Ilkley can turn five-car trains.
- I also believe that one of Hitachi’s InterCity Battery trains could use battery power to take the spectacular Settle and Carlisle Line to Carlisle or even Glasgow Central.
- If needed pairs of five-car trains could split and join at Leeds, with one train waiting at Leeds and the other train going on to another destination.
- The CrossCountry and Northern Trains services on the Sheffield and Leeds route via Doncaster and Wakefield Westgate would probably need to be modern battery-electric trains to maximise the capacity on the route.
There certainly seem to be opportunities to give a number of stations in Yorkshire an all-electric service to King’s Cross with a two-hourly frequency, in a time of a few minutes over two hours.
Lincoln
This is said about Lincoln services.
One more LNER train from King’s Cross will run, with the first train arriving earlier and the last train later. There will no longer be an LNER train serving Stevenage with passengers having to change at Newark Northgate or Peterborough. An improved service will run to and from Nottingham, with an increase from one to two trains per hour on Mondays-Saturdays. An hourly service will run to Crewe, and a new Matlock-Nottingham-Lincoln-Cleethorpes service will run. EMR will cease all bar morning peak direct trains to/from Leicester. Newark Northgate-Lincoln trains will be reduced from five to four on Mondays-Fridays, eight to four on Saturdays and ten to eight on Sundays.
Note.
- Travellers between Lincoln/Nottingham and the North/Scotland will have two trains per hour to Newark Northgate, where there will be two tph to the North/Scotland.
- The hourly Crewe service will give access to Liverpool Manchester and the West Coast Main Line.
- Will there still be a Liverpool and Norwich service or will this be replaced by East-West Rail?
There seems to be a big sort out to EMR services.
Newcastle
This is said about Newcastle services.
The number of trains serving King’s Cross increases from 35 to 53 Southbound on weekdays and from 36 to 52 Northbound. One train every hour will run non-stop to York. More TPE trains will run Northbound (see Alnmouth and Berwick), while Northern is retiming services on the Northumberland Line in anticipation of Northumberland Park and Bedlington stations opening in early 2026. A semi-fast hourly service between Newcastle and Middlesbrough will run on Mondays-Saturdays and there will be an hourly stopping service between them.
Note.
- There will be a big increase in services between King’s Cross and Newcastle.
- Is the aim to persuade travellers to use trains rather than airlines?
- LNER also runs one train per day (tpd) between King’s Cross and Middlesbrough.
- Grand Central Trains will be running at a frequency of six tpd between King’s Cross and Sunderland via Thirsk, Northallerton, Eaglescliffe, Hartlepool and Seaham.
Hull appears to have been left to Hull Trains and Glasgow to Lumo, and Sunderland appears to be left for Grand Central Trains.
Conclusions
I am coming to some conclusions about services on the East Coast Main Line, with respect to Sheffield.
Doncaster Is A Well-Equipped Station
Doncaster is the nearest station to Sheffield on the East Coast Main Line.
- Over the last few years, Doncaster station has been improved.
- It has a subway with a more than adequate number of lifts.
- The station has nearly 600 parking spaces.
- There is a taxi rank.
- There is no Marks & Spencer’s food store, which is important for a coeliac like me.
- There are thirty bus stands close to Doncaster station.
- Doncaster station is well-equipped with cafes, a pub and coffee stalls.
- All trains to Aberdeen, Bradford Forster Square, Bradford Interchange, Edinburgh, Hull, King’s Cross, Leeds, Sheffield and Wakefield seem to stop at the station.
- There are several local trains per hour.
- Changing trains is not a strenuous exercise.
Doncaster is one of the UK’s better regional stations.
Doncaster Needs A Connection To The Sheffield Supertram
One of the first things, I do when I arrive in a strange town or city is look for the local public transport network.
In 2019, Sheffield published an ambitious plan for their tram network, which I wrote about in Sheffield Region Transport Plan 2019 – Doncaster Sheffield Airport.
The post contained this map, of Sheffield’s plans for the trams.
Doncaster and Doncaster Sheffield Airport are connected to the current end of the tram-train route at Rotherham Parkgate.
This OpenRailwayMap shows the rail lines between Rotherham Parkgate and Doncaster.
Note.
- Doncaster station is in the North-East corner of the map.
- Rotherham Central station is in the South-West corner of the map.
- The blue arrow in the South-West corner indicates Rotherham Parkgate tram stop.
- Swinton, Mexborough and Conisbrough stations can be picked out.
- The dotted red line running North-South across the map is the route of the ill-fated Eastern Leg of High Speed Two.
It is a simple application of tram-train technology to connect Doncaster station and Doncaster Sheffield Airport to the Sheffield Supertram.
With all the comings and goings on the East Coast Main Line at Doncaster station, I believe that the tram-train connection to Sheffield and Rotherham is essential.
The Cities Of Bradford, Doncaster, Leeds, Sheffield and Wakefield Can Have a High-Frequency Rail Connection
Consider.
- Four stations are all step-free with a bridge or subway served by lifts.
- Bradford Forster Square station has level access to the platforms from the street.
- The rail lines between the five stations are electrified, with the exception of Sheffield and Doncaster.
- Services between the cities are run by CrossCountry Trains, Grand Central Trains, Hull Trains, LNER and Northern Trains.
- Most maximum speeds are not unduly slow.
Consequently the five cities can have a high-frequency rail connection in excess of four tph.
Could this be the basis of a Five-Cities Metro?
Open Access Services
There are six open access services running on the East Coast Main Line.
- Grand Central Trains – King’s Cross-Bradford Interchange via Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor – 4 tpd
- Grand Central Trains – King’s Cross-Sunderland via Peterborough, York, Thirsk, Northallerton, Eaglescliffe and Hartlepool – 6 tpd
- Hull Trains – King’s Cross-Hull via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough – 4 tpd
- Hull Trains – King’s Cross-Beverley via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough, Hull and Cottingham – 2 tpd
- Lumo – King’s Cross-Edinbugh via Stevenage, Newcastle and Morpeth – 5 tpd
- Lumo – King’s Cross-Glasgow Queen Street via Stevenage, Newcastle, Morpeth, Edinburgh and Falkirk High – 2 tpd
Note.
- tpd is trains per day.
- All seem to serve an exclusive area, except Lumo.
- In a couple of years, all could be using Hitachi trains.
- I suspect some services will swap their diesel generators for batteries.
Battery-power would allow some services to be zero-carbon, even when using the GNGE diversion.
Is FirstGroup’s Order For Fourteen Trains For Lumo And Hull Trains More Identical Than Is Generally Assumed?
Currently, Hull Trains operate Class 802 trains and Lumo operate Class 803 trains.
Both trains are five-car Hitachi A-Trains and appear to be similar in size, although there are other differences.
- Hull Trains have a two-class layout, whereas on Lumo everybody sits in the same class.
- Hull Trains are a true bi-mode with the 700 kW Rolls-Royce mtu diesel generators.
- Lumo only have a battery for emergency hotel power.
- Hull Trains currently operate a route, where up to a hundred miles in each round trip can be on diesel.
- Lumo’s current route is all electric.
However, the differences in train specification doesn’t stop the two operators using each other’s trains.
This is from an article in the November 2023 Edition of Modern Railways, that is entitled Extra Luggage Racks For Lumo.
The co-operation between sister East Coast mail line open access operators Lumo and Hull Trains continues, with one recent move, being the use of a Hull Trains ‘802’ on Lumo services to cover for a shortage of the dedicated ‘803s’ while one unit was out of action for repairs following a fatality. Although the two types are similar, there are notable differences, most obviously that the Hull Trains units are bi-modes while the Lumo sets are straight EMUs and a training conversion course is required for Lumo drivers on the ‘802s’. There are also challenges from a passenger-facing perspective – The Hull Trains units have around 20 % fewer seats and a First Class area.
A future Chief Executive of FirstGroup might at some future date decide to convert all trains to the same specification.
Drive Systems Of The Five-Car Class 80x Trains
I’m writing them down for all the five-car Class 80x trains to make it easier to understand.
- Class 800 train – DPTS–MS-MS-MC–DPTF – (LNER) 3 x 560 kW or (GWR) 3 x 700 kW diesel generators.
- Class 801 train – DPTS–MS-MS-MC–DPTF – 1 x 560 kW diesel generators
- Class 802 train – DPTS–MS-MS-MC–DPTF – (LNER) 3 x 700 kW diesel generators.
- Class 803 train – DPTS–MS-MS-MS–DPTF
- Class 805 train – DPTS–MS-MS-MC–DPTF – 3 x 700 kW diesel generators.
- Class 810 train – DPTS–MS-MS-MC–DPTF – 4 x 735 kW diesel generators.
Note.
- All these five-car trains have the same drive configuration.
- Traction motors are on cars 2 and 4.
- Trains with one diesel generators have them under car 3.
- Trains with three diesel generators have them under cars 2/3/4.
- Trains with four diesel generators have them under cars 1/2/4/5.
- The traction battery in the Class 802 battery-electric test train was 750 kW, according to The Data Sheet For Hitachi Battery Electric Trains.
It is all a very balanced design.
A Standard Basic Train For Hull Trains And Lumo
This may be possible and could be the following.
- A Class 802 or Class 803 train to the latest specification.
- Five cars.
- Interior to the customers specification.
- Ability to work in pairs.
- A standard size traction battery in car 3.
The battery could be changed according to route.
- Carmarthen – 75.3 miles – See Thoughts On Lumo’s Proposed Paddington And Carmarthen Service.
- Edinburgh – 100 miles – To cover the Lincolnshire Diversion.
- Hull – 100 miles – To cover the Lincolnshire Diversion.
- Paignton – 128.2 miles – See Thoughts On Lumo’s Proposed Paddington And Paignton Service.
- Rochdale – 100 miles to cover reverse at Rochdale.
- Sheffield – 100 miles – To cover Retford and Sheffield both ways.
- Stirling – Possibly no batteries required.
I can see a battery range of 100 miles covering most routes.
There could be two or three batteries close together in cars 2, 3 and 4, driving the traction motors in cars 2 and 4 and being charged by them.
These are my thoughts on individual Hull Trains and Lumo routes.
Beverley And Hull
In Could Hull Station Be Electrified?, I put forward my view that if Hull station were to be electrified, it opens up various possibilities of running battery-electric trains to Hull and Beverley.
Hull Trains services would charge the battery, every time they went through Hull station.
Distances needed on battery power to electrification would be.
- Beverley – 16.7 miles for return trip.
- Bridlington – 31.1 miles
- Doncaster – 40.8 miles
- Scarborough – 53.8 miles
- Temple Hirst – 36.1 miles
Except for Scarborough, a single battery would probably suffice.
Beverley and Hull are handled without a battery at present, but Hull Trains might like to carry sufficient power in batteries to be able to handle the Lincoln Diversion.
Carmarthen
Cardiff and Carmarthen via Gowerton is 75.3 miles, which probably means two batteries would be needed.
See Thoughts On Lumo’s Proposed Paddington And Carmarthen Service, for more details.
Edinburgh
Edinburgh is handled without a battery at present, but Lumo might like to carry sufficient power in batteries to be able to handle the Lincoln Diversion.
Paignton
Paignton is the longest route at 128.2 miles and I doubt, it would be talked about if it wasn’t technically possibly.
See Thoughts On Lumo’s Proposed Paddington And Paignton Service, for more details.
Rochdale
Sheffield
Stirling
Stirling could be handled without a battery, but Lumo might like to carry sufficient power in batteries to be able to handle a small diversion.
‘UK-First’ Intercity Battery Trial Exceeds Expectations
The title of this post, is the same as that of this press release from Hitachi.
These three bullet points, act as sub-headings.
- Intercity battery train completes testing in the north of England, demonstrating superior performance and cost-effectiveness compared to diesel engines.
- Trial confirms single battery technology can reduce fuels costs between 35%-50% and enter and leave stations in zero-emission mode.
- Ahead of Railway 200 celebration, this new UK rail innovation is ready to reduce cost and emissions on the railways.
These are the first two paragraphs.
Today, Angel Trains, Hitachi Rail and TransPennine Express are celebrating the successful completion of the UK’s first intercity battery trial in the North of England.
The powerful 700kw battery technology met, and in some cases even surpassed, the key objectives of the trial, including:
- Fuel costs savings between 35%-50%, surpassing previous predictions of up to 30%.
- Just one battery has managed to power the train to speeds greater than 75mph, clearly demonstrating this technology can enter, alight and exit stations solely in zero-emission battery-mode to improve air quality and reduce noise pollution.
- Able to achieve all journey times and performance requirements so can meet operators timetable requirements.
- The battery matches the weight of a diesel engine and is installed in the same undercarriage space, ensuring no risk of track degradation and no impact on the passenger environment.
Note.
- I would expect, that most of the fuel cost savings are due to the use of regenerative braking to the battery.
- 75 mph might seem slow, but Hull Trains average slower speeds than this on their diesel sections.
- Running in a non-polluting mode in stations and sensitive areas, is not going to be disliked by anyone.
- The most powerful diesel engines in Class 800 and Class 802 trains are rated at 700 kW. So with the same weight and power, it is not surprising that the performance is the same.
It looks to me, that Hitachi have designed an efficient battery-electric electric train, that can extend services from electrified main lines onto branch lines without electrification.
The One Battery Test Train And Hull Trains
Hull Trains currently run one service to Hull and Beverley and have applied for another service to serve Worksop, Woodhouse and Sheffield, where the trains would leave the East Coast Main Line at Retford.
Hitachi’s current test train has two diesel engines and one battery pack.
An Electric Service Between London and Hull/Beverley
Distances for the Hull and Beverley service are.
- ECML and Hull – 58.1 km. – 3 stops
- Hull and Beverley – 13.2 km or 26.4 km both ways. – 1 stop
Note.
- Trains will be fully-charged, when they leave the ECML.
- Trains could be fully-charged, when they leave Hull station, if the platform they use has a charging system.
- All Hull Trains call in Platform 7 at Hull station.
- The Hitachi press release said “During a trial run, the battery’s impressive power enabled the train to operate solely in battery mode for 70km.” A speed of 75 mph is indicated.
- I would assume the Hitachi train used regenerative braking to help recharge the batteries, at the intermediate stops.
- Trains average around 57 mph between the ECML and Hull and 38 mph between Hull and Beverley.
- Much of the track between the ECML and Hull has a speed limit of 75 mph.
- Much of the track between Beverley and Hull has a speed limit of 70 mph or less.
Because of these figures and what Hitachi have said of the train’s performance on batteries, I am convinced that Hull Trains will use an electrified Platform 7 at Hull station to charge the trains.
These pictures show a Hull Trains’s Class 802 train in Platform 7 at Hull station.
Note.
- The blue Hull Train is in Platform 7 in the pictures.
- Hull station has a classic Victorian cast-iron roof.
- Many other similar platforms have been electrified in the UK.
I believe that this platform can be electrified relatively easily with 25 KVAC overhead wires.
An Electric Service Between London and Worksop/Sheffield
Distances for the Worksop and Sheffield service are.
- ECML and Worksop – 12.2 km. – 1 stop
- Worksop and Sheffield- 25.3 km or 50.6 km both ways. – 1 stop
Note.
1. A train from London will leave Retford with a full battery.
2. Retford and Sheffield is only 37.5 km. So the round trip is only 75 km.
3. A full battery will power the train at 75 mph for 70 km – According to Hitachi.
4. Much of the track between Retford and Sheffield is only 60 mph. So going slower will give an energy saving.
5. Slowing at Worksop, Woodhouse and Sheffield will give the batteries a small charge.
6. There are no bridges in the Workshop station area, so a mile or so of electrification could be easy.
7. It’s an easy level route.
8. I’ve read somewhere that Hitachi have a full route simulator.
I calculate, that a two minute charge at Worksop would probably be all the train would need to travel the 75 km. on batteries.
We don’t know if Hitachi have licenced some of Vivarail’s FastCharge technology from FirstGroup. This could enable them to extract the maximum value from each stop at Worksop.
The One Battery Test Train And Lumo
Hitachi’s current test train has two diesel engines and one battery pack.
It is likely that a train with this configuration could be used on Lumo’s new service to Rochdale.
As London Euston and Manchester Victoria is fully electrified, the only unelectrified section is the 16.7 km. between Manchester Victoria and Rochdale. This would mean, that to complete the trip, Lumo’s train would need the ability to do 33.4 km on battery power.
As Hitachi’s test train can do 70 km on a full charge, Lumo could use trains with the standard two diesel engine and one battery pack configuration. The battery would be charged on the electrified sections of the route, between London Euston and Manchester Victoria stations.
It looks to me, to be a superb demonstration of the capabilities of a battery-electric InterCity train with two diesel engines and one battery pack.
The One Battery Test Train And LNER
Hitachi’s current test train has two diesel engines and one battery pack.
It is likely that a train with this configuration could be used on several LNER services from King’s Cross.
- Bradford Forster Square – 21.9 km. from Leeds
- Cleethorpes – 102.5 km. from Newark
- Grimsby Town – 97.9 km. from Newark
- Harrogate – 29.4 km from Leeds
- Lincoln – 26.9 km. from Newark
- Middlesbrough – 35.2 km. from ECML
- Cleethorpes – 102.5 km. from ECML
- Scarborough – 67.8 km. from York
Note.
- Some services like those to Bradford Forster Square, Harrogate and Lincoln could be run by only charging on the East Coast Main Line.
- Some services like those to Middlesbrough and Scarborough could be run by charging at the destination.
- Other services would need more batteries and/or charging at the destination.
I haven’t put in the Scottish services as running them may be more complicated.
Running Longer Distances On Battery Power
This paragraph is from the original Hitachi press release.
This success demonstrates that Hitachi Rail is ready to deliver the next stage of a full intercity battery-electric train. Based on real-world data, such a train would have a range between 100-150km. These ranges can cover significant sections of non-electrified routes, eliminating the need for wires in tunnels or stations, and potentially saving hundreds of millions of pounds on electrification projects.
Note.
- I would assume that as many diesel engines as possible would be replaced with battery packs.
- On a typical three-battery Class 800 train, 802 train or Class 805 train, this could be up to three batteries.
- But on a four-battery Class 810 train, this could be up to four batteries.
A strategy would need to be developed for all routes and trains would be configured and allocated to the routes accordingly.
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.
May The Maths Be With You!
It was a bit of a surprise, when in the November 2023 Edition of Modern Railways, in an article, which was entitled Extra Luggage Racks For Lumo, I read this closing paragraph.
Lumo celebrated its second birthday in late October and was also set to mark the carriage of its two-millionth passenger. It is understood Lumo is interested in augmenting its fleet, such has been the success of the service; while many operators favour bi-mode units, Lumo is proud of its all-electric credentials so straight EMUs are still preferred, although the possibilities of including batteries which could power the trains may be pursued (the ‘803s’ have on-board batteries, but only to provide power to on-board systems if the electricity supply fails).
I find this development very interesting.
Surely the obvious way to increase capacity would be to acquire some extra identical trains and run the busiest services as ten-car trains. I talked about Hull Trains running ten-car trains in Ten-Car Hull Trains. Both companies have five trains, so I suspect that this number would allow for occasional ten-car trains.
If not, then add a few identical trains to the fleet, so capacity can be matched to the demand.
- Some services would be ten-car instead of five-car.
- Platforms at Edinburgh, King’s Cross and Newcastle already handle nine and ten-car trains, so infrastructure costs would be minimal.
- No extra paths would be needed, as a ten-car train can run in a path, that normally has five-car trains, as Hull Trains have shown.
A simple spreadsheet should probably predict, when and how many extra trains need to be added to the fleet.
Lumo And Traction Batteries
But why does the Modern Railways’s article talk about traction batteries?
In the two years since Lumo started their service, there have been days, when the East Coast Main Line has been closed for engineering works, bad weather or an incident. I wrote about an incident in Azumas Everywhere!.
Some of these engineering works have been able to be by-passed by using diversions. But not all of these diversion routes are fully-electrified, so are not available for Lumo.
There would appear to be three viable diversions for the East Coast Main Line.
- Werrington Junction and Doncaster via Lincoln – Not Electrified – 85.4 miles
- Doncaster and York via Leeds – Being Electrified – 55.5 miles
- Northallerton and Newcastle – Not Electrified – 56.8 miles
If all or some of Lumo’s five-car trains had a battery-range of a hundred miles, they would be able to divert around some blockades.
Note.
- A traction battery could also provide power to on-board systems if the electricity supply fails.
- A traction battery would allow the train to skip past some catenary problems.
- I would be interested to know how much diversions, bad weather and incidents have cost Lumo in lost sales and refunds.
As an electrical engineer, I believe, that the emergency-only and the traction batteries could be the same design, but with different software and capacity.
The extra cost of the larger capacity traction battery, might deliver a better service and also pay for itself in the long term.
Extending Lumo’s Route
Lumo will want to maximise revenue and profits, so would it be possible to extend the route North of Edinburgh?
Consider.
- Edinburgh and Aberdeen is 131.4 miles
- Ladybank is a station to the North of the Forth Bridge, which is under 40 miles from Edinburgh.
- The line between Edinburgh and Ladybank is being electrified.
- Ladybank is just 91.4 miles South of Aberdeen.
At some point in the next few years, I believe that one of Lumo’s trains fitted with a hundred mile traction battery could reach Aberdeen on electric power.
The train would need to be charged at Aberdeen before returning South.
How would Aberdonians like that?
Unfortunately, Inverness is 146.1 miles from the nearest electrification at Dunblane, so it is probably too far for a hundred mile traction battery.
It does appear to me that if Lumo’s trains were fitted with a hundred mile traction battery, this would enable them to take some non-electrified diversions and provide a service to Aberdeen.
How Useful Would A Hundred Mile Range Battery-Electric Train Be To Other Operators?
I take each operator in turn.
Hull Trains
Consider.
- It appears that Hull Trains change between diesel and electric power at Temple Hirst junction, which is between Doncaster and Selby, on their route between King’s Cross and Hull/Beverley.
- The distance between Temple Hirst junction and Beverley is 44.3 miles.
- It would appear that an out-and-return journey could be possible on a hundred mile traction battery.
- The hundred mile traction battery would also allow Hull Trains to use the Lincoln diversion, either when necessary or by design.
To ensure enough range, a short length of overhead electrification could be erected at Hull station to combat range anxiety.
The Modern Railways article also says this.
The co-operation between sister East Coast Main Line open access operators Lumo and Hull Trains continues, with one recent move being the use of Hull Trains ‘802’ on Lumo services to cover for a shortage of the dedicated ‘803s’ while one was out of action for repairs following a fatality. although the two types are similar, there are notable differences, most obviously that the Hull Trains units are bi-modes while the Lumo sets are straight EMUs, and a training conversion course is required for Lumo drivers on the ‘802s’. There are also challenges from a passenger-facing perspective – the Hull trains units have around 20 % fewer seats and a First Class area.
If Hull Trains used traction batteries rather than diesel engines could the trains be identical to Lumo’s trains from the driver’s perspective?
This would surely appeal to First Group, who are the owner of both Hull Trains and Lumo.
TransPennine Express
These are TransPennine Express services.
- Liverpool Lime Street and Newcastle – Fully Electrified
- Liverpool Lime Street and Hull – Part Electrified – Hull and Micklefield – 42 miles
- Manchester Airport and Saltburn – Part Electrified – Saltburn and Northallerton – 33.6 miles
- Manchester Piccadilly and Newcastle – Fully Electrified
- Manchester Piccadilly and Scarborough – Part Electrified – York and Scarborough – 42.1 miles
- York and Scarborough – Not Electrified – 42.1 miles
- Manchester Piccadilly and Huddersfield – Fully Electrified
- Huddersfield and Leeds – Fully Electrified
- Liverpool Lime Street and Cleethorpes – Part Electrified – Hazel Grove and Cleethorpes – 104.6 miles
Note.
- I am assuming that the TransPennine Upgrade has been completed and Manchester and Leeds is electrified.
- Liverpool Lime Street and Cleethorpes will need some form of charging at Cleethorpes and a slightly larger battery.
All of these TransPennine Rxpress routes would be possible with a battery-electric train with a hundred mile traction battery.
LNER
These are distances from the electrification of the East Coast Main Line.
- Aberdeen via Ladybank – 91.4 miles – Charge before return
- Bradford Forster Square – Electrified
- Carlisle via Skipton – 86.8 miles – Charge before return
- Cleethorpes via Newark and Lincoln – 63.9 miles – Charge before return
- Harrogate via Leeds – 18.3 miles
- Huddersfield via Leeds – 17.2 miles
- Hull via Temple Hirst junction – 36.1 miles
- Lincoln via Newark – 16.7 miles
- Middlesbrough via Northallerton – 22.2 miles
- Scarborough via York – 42.1 miles
- Skipton – Electrified
- Sunderland via Northallerton – 47.4 miles
Note.
- The first place after the ‘via’ is where the electrification ends.
- Carlisle could be a possibility during High Speed Two upgrading of the West Coast Main Line or for an enthusiasts’ special or tourist train.
- Cleethorpes is a possible new service for LNER. I wrote about this in LNER To Serve Cleethorpes.
- Scarborough must be a possible new service for LNER.
- ‘Charge before return’ means the train must be charged before return. Carlisle is electrified, but Cleethorpes is not.
- The only new infrastructure would be the charging at Cleethorpes.
All of these LNER routes would be possible with a battery-electric train with a hundred mile traction battery.
The hundred mile traction battery would also allow LNER to use the Lincoln diversion.
Grand Central
These are distances from the electrification of the East Coast Main Line for Grand Central’s services.
- Bradford Interchange via Shaftholme junction – 47.8 miles
- Cleethorpes via Doncaster – 52.1 miles – Charge before return
- Sunderland via Northallerton – 47.4 miles
Note.
- The first place after the ‘via’ is where the electrification ends.
- Cleethorpes is a possible new service for Grand Central.
- ‘Charge before return’ means the train must be charged before return.
All of these routes would be possible with a battery-electric train with a hundred mile traction battery.
The hundred mile traction battery would also allow Grand Central to use the Lincoln diversion.
Avanti West Coast
These are distances from the electrification of the West Coast Main Line for Avanti West Coast’s services.
- Chester via Crewe – 21.1 miles
- Gobowen via Wolverhampton – 47.7 miles
- Holyhead via Crewe – 105.5 miles – Charge before return
- Shrewsbury via Wolverhampton – 29.7 miles
- Wrexham via Crewe – 33.3 miles
Note.
- The first place after the ‘via’ is where the electrification ends.
- Gobowen is a possible new service for Avanti West Coast.
- ‘Charge before return’ means the train must be charged before return.
All of these routes would be possible with a battery-electric train with a hundred mile traction battery.
Great Western Railway
These are distances from the electrification of the Great Western Main Line for Great Western Railway’s services.
- Bristol Temple Meads via Chippenham – 24.4 miles
- Carmarthen via Cardiff Central – 77.4 miles – Charge before return
- Cheltenham Spa via Swindon – 43.2 miles
- Exeter St. Davids via Newbury – 120.4 miles – Charge before return
- Great Malvern via Didcot East junction – 76.1 miles – Charge before return
- Hereford via Didcot East junction – 96.9 miles – Charge before return
- Oxford via Didcot Parkway – 10.3 miles
- Paignton via Newbury – 148.7 miles – Charge before return
- Pembroke Dock via Cardiff Central – 121.6 miles – Charge before return
- Penzance via Newbury – 172.6 miles – Charge before return
- Plymouth via Newbury – 120.4 miles – Charge before return
- Swansea via Cardiff Central – 53 miles – Charge before return
- Weston-super-Mare via Chippenham – 43.8 miles
- Worcester Foregate Street via Didcot East junction – 68.2 miles – Charge before return
- Worcester Shrub Hill via Didcot East junction – 67.6 miles – Charge before return
Note.
- The first place after the ‘via’ is where the electrification ends.
- ‘Charge before return’ means the train must be charged before return.
- Partial electrification through Hereford, Great Malvern, Worcester Foregate Street and Worcester Shrub Hill, could possibly be used to charge services from Hereford and Worcester.
- Partial electrification through Penzance, Plymouth and Exeter St. Davids, could possibly be used to charge services from the South West.
- Partial electrification West of Swansea, could possibly be used to charge services from West Wales.
All routes, except for Hereford and Worcester, the South-West and West Wales, would be possible with a battery-electric train with a hundred mile traction battery.
I’ll now look at the three groups of services in more detail.
Services To Hereford And Worcester
These are distances from the electrification of the Great Western Main Line for Great Western Railway’s Hereford and Worcester services.
- Great Malvern via Didcot East junction – 76.1 miles
- Hereford via Didcot East junction – 96.9 miles
- Worcester Foregate Street via Didcot East junction – 68.2 miles
- Worcester Shrub Hill via Didcot East junction – 67.6 miles
Note.
- All services join the Great Western Main Line at Didcot East junction.
- Some services will be probably need to have, their batteries charged at the Hereford and Worcester end.
At the present time, the electrification finishes at Didcot East junction, but if it were to be extended to Charlbury station, these would be the distances without electrification.
- Great Malvern via Charlbury – 52.3 miles
- Hereford via Charlbury – 73.1 miles
- Worcester Foregate Street via Charlbury – 44.4 miles
- Worcester Shrub Hill via Charlbury – 43.8 miles
Note.
- Some of the track between Oxford and Charlbury is only single track, which may give advantages, when it is electrified.
- It might be possible with a hundred mile traction battery for all Worcester services to charge their batteries between Charlbury and London Paddington and not need a charge at Worcester to return.
- A larger traction battery or extending the electrification to perhaps Morton-in-Marsh could see Great Malvern in range of battery-electric trains from London Paddington without a charge.
- Hereford would probably be too far to get away without charging at Hereford.
This OpenRailwayMap shows the layout of Hereford station.
I’m certain that a platform can be found, where there is space for a charger, which could also be used for other trains serving the station.
Services To The South West
In the August 2023 Edition of Modern Railways, there is an article, which is entitled GWR Seeks Opportunities To Grow.
This is the sub-heading.
Managing Director Mark Hopwood tells Philip Sherratt there is plenty of potential to increase rail’s economic contribution.
This is two paragraphs.
The desire to provide electrification to support aggregates traffic from the Mendip quarries could also benefit GWR , says Mr. Hopwood. ‘Having an electric loco would massively help with pathing heavy freight trains through the Thames Valley. If you could electrify from Newbury to East Somerset Junction, a big chunk of the Berks and Hants route would be wired.
Then you can ask how much further you could get on battery power on an IET without running out of juice.’
Newbury to East Somerset Junction would be 53.5 miles of electrification, so I can build this table of services to the South-West
- Exeter St. Davids via Newbury – 120.4 miles – 66.9 miles
- Paignton via Newbury – 148.7 miles – 95.2 miles
- Penzance via Newbury – 251.9 miles – 198.5 miles
- Plymouth via Newbury – 172.6 miles – 119 miles
Note.
- The distance between Penzance and Plymouth is 79.5 miles.
- The first figure in the table is the distance to Newbury.
- The second figure in the table is the distance to East Somerset junction.
A possible way of running these four services to London on battery power is emerging.
- Exeter St. Davids via Newbury – Charge before return – Run on battery for 66.9 miles to East Somerset junction.
- Paignton via Newbury – Charge before return – Run on battery for 95.2 miles to East Somerset junction.
- Penzance via Newbury- Charge before return – Run on battery for 79.5 miles to Plymouth – Charge at Plymouth – Run on battery for 119 miles to East Somerset junction.
- Plymouth via Newbury – Charge before return – Run on battery for 119 miles to East Somerset junction.
Once at East Somerset junction, it’s electrification all the way to Paddington.
This is the corresponding way to run services from London.
- Exeter St. Davids via Newbury – Run on electrification to East Somerset junction, charging the battery on the way – Run on battery for 66.9 miles to Exeter St. Davids.
- Paignton via Newbury – Run on electrification to East Somerset junction, charging the battery on the way – Run on battery for 95.2 miles to Paignton.
- Penzance via Newbury – Run on electrification to East Somerset junction, charging the battery on the way – Run on battery for 119 miles to Plymouth – Charge at Plymouth – Run on battery for 79.5 miles to Penzance.
- Plymouth via Newbury – Run on electrification to East Somerset junction, charging the battery on the way – Run on battery for 119 miles to Plymouth.
More electrification or a larger than a hundred mile traction battery would be needed, as Plymouth and East Somerset junction is 119 miles.
But if a Stadler Akku can do 139 miles on a charge, why shouldn’t a Hitachi battery-electric train?
Services To West Wales
It seems that the current timetable is already setup for battery-electric trains to run to and beyond Swansea.
- Carmarthen and Swansea is almost exactly 32 miles.
- Pembroke Dock and Swansea is 73.4 miles.
- Swansea and Cardiff Central is 45.7 miles.
Note
- All these sections could be run by a battery-electric train, with a fully-charged hundred mile traction battery.
- All trains going to or from Carmarthen or Pembroke Dock reverse at Swansea, where a generous time of more than eleven minutes is allowed for the manoeuvre.
- During the reverse at Swansea, there is sufficient time to charge the batteries, if overhead wires were present.
Battery-electric services could serve Wales Wales with overhead electrification at Carmarthen, Pembroke Dock and Swansea.
Conclusion
We will go a long way, if we embrace battery-electric trains.
Most routes can be handled with a train with a traction battery range of 100 miles.
Exceptions are.
- Hazel Grove and Cleethorpes – 104.6 miles
- Plymouth and East Somerset junction – 119 miles
But if a Stadler Akku can do 139 miles on a charge, why shouldn’t a Hitachi battery-electric train?
Open Access Operators And The Lumo Model
In the UK, there are only three established Open Access operators, who run UK train services.
- Grand Central
- Heathrow Express
- Hull Trains
From the 25th of October, they will be joined by Lumo.
We probably don’t think of Heathrow Express as an Open Access operator and as it is effectively a short distance special service with new trains between Heathrow and Paddington, it has its own business model, that may or may not survive.
But how will Lumo and their bold new business model affect Grand Central, Hull Trains and any future Open Access operators?
Grand Central Trains
Grand Central is a well-established Open Access operator.
- They run services between London King’s Cross and Bradford Interchange, Sunderland and several other convenient en-route stations.
- They are owned by Deutsche Bahn.
- They also regularly seem to apply for new routes and extra services.
But they have a big problem fast catching up on them; they have a diesel-only fleet and need to decarbonise.
I also think that all express passenger services on the East Coast Main Line will at some date need to be run by 140 mph trains capable of running with full digital signalling and a degree of Automatic Train Operation.
In Lumo: Why Won’t The New Train Service Stop At Yorkshire Stations?, I said that to continue to be successful, they probably need to embrace the Lumo model and acquire new trains.
I will repeat what I said in the related post.
This would entail.
- The ten diesel Class 180 trains would be replaced by new electric trains.
- The trains would need a 140 mph capability under digital signalling to fit in with the plans of Network Rail, LNER and Lumo to create a top-class high-speed high-capacity East Coast Main Line.
- The trains would need a battery capability as Grand Central’s routes are not fully electrified.
- They could copy Lumo’s green marketing philosophy, ticketing and catering offering.
As to the trains, I’m sure that Hitachi could offer a version of their Intercity Tri-Mode Battery Train, the specification of which is shown in this Hitachi infographic.
The trains would need a range of fifty miles on battery-power.
I have some other thoughts.
Financing
If you look at the finances of decarbonising Grand Central, they would need a new fleet of ten trains, which as Lumo’s fleet of five trains are reported to be costing £100 million, so that figure can be at least doubled.
There would also be costs for the two charging systems at Bradford Interchange and Sunderland. But at least there are several possible solutions for charging systems, so the price will probably not be more than a few million, if that.
Will Deutsche Bahn be prepared to stump up the extra finance?
A Service To Cleethorpes
In the Wikipedia entry for Grand Central, there is a section which is entitled London Kings Cross to Cleethorpes, which outlines a proposed service.
- It would split and join with the London King’s Cross and Bradford service at Doncaster.
- It would call at Crowle, Scunthorpe, Barnetby, Habrough and Grimsby.
- Doncaster and Cleethorpes is 52.1 miles and should be in range of a Battery-electric train with a charging system at Cleethorpes.
Using current times from LNER and TransPennine Express, I estimate that Hitachi Intercity Tri-Mode Battery Trains could travel between London and Cleethorpes in around two hours and twenty minutes.
With digital signalling on the East Coast Main Line to the South of Doncaster, the overall time could be much closer to two hours.
This could be a very viable service with battery-electric trains capable of running at 140 mph on the East Coast Main Line and for sixty miles at 100 mph on battery power.
Maximising The Use Use Of Train Paths By The Use Of Splitting And Joining
The proposed service to Cleethorpes is a classic use of splitting and joining, which enables two separate services to run a large part of their routes together.
- On the East Coast Main Line, it means that maximum use can be made of the paths available.
- Splitting and joining is part of the specification for the Hitachi trains and they do it automatically in under two minutes.
- LNER are already talking about using the technique to serve various destinations from Leeds.
I wouldn’t rule out Grand Central’s two services working as a pair between London King’s Cross and Doncaster, where they would split and join.
Conclusion On Grand Central Trains
Decarbonisation with high-speed battery-electric trains could ensure the future of Grand Central Trains.
Hull Trains
Hull Trains is another well-established Open Access operator.
- They run services between London King’s Cross and Hull and Beverley.
- They have a fleet of five bi-mode Class 802 trains.
- The company is part of First Group.
Hull Trains don’t have the decarbonisation problem of Grand Central Trains, as I suspect Hitachi will come up with a solution to turn Class 802 trains into a battery-electric train with a range of perhaps seventy miles on battery power.
- Beverley and Temple Hirst junction is a distance of 44.3 miles and is the only section of the route without electrification.
- Charging of the batteries will be needed at the Eastern end and probably would be best handled by a short length of electrification in Hull station or between Hull and Brough stations.
The Class 802 trains are also ready for updating to run under the new digital signalling of the East Coast Main Line.
First Harrogate Trains
First Harrogate Trains was a subsidiary of Hull Trains, which hoped to run the following services.
- London King’s Cross and Harrogate via York
- London King’s Cross and Cleethorpes via Peterborough, Spalding and Lincoln
Both these services could be run in conjunction with the current service with an appropriate split and join.
Conclusion On Hull Trains
As both Hull Trains and Lumo share London King’s Cross and are both owned by First Group, I would expect that both train operators would share some services, methods and ideas.
There may be advantages if Hull Trains’s Class 802 trains and Lumo’s Class 803 trains could run each other’s services.
Grand Union
Grand Union is a prospective open access operator who are proposing to operate train services from England to Wales and Scotland.
They are proposing two services.
London Paddington and Cardiff Central via Reading, Bristol Parkway, Severn Tunnel Junction, Newport and Cardiff Parkway, with a possible extension later to Swansea andLlanelli or Carmarthen.
London Euston and Stirling via Milton Keynes Central, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet, Greenfaulds and Larbert.
Note.
- London Paddington and Cardiff Central is fully electrified, but there is no electrification West of Cardiff Central.
- Cardiff Central and Swansea are 45.7 miles apart.
- London Euston and Stirling is fully electrified.
Currently, the rolling stock for both services is proposed to be a tri-mode Class 93 locomotive hauling a rake of Mark 4 coaches and a driving van trailer.
The locomotive should be capable of handling the routes to Stirling and Cardiff using the electrification alone.
When the Cardiff route is extended, Grand Union would intend to use Class 802 trains, which could be fitted with batteries to serve Swansea, where the batteries would be charged.
There is no sign as yet, that the Office of Rail and Road have approved any of their possible services, but both services might be improved with some Lumo-style thinking.
Alliance Rail Holdings
Alliance Rail Holdings, which is a sister company to Grand Central, is ultimately owned by Deutsche Bahn, seems to have several ideas for new services, but only seems to have got approval to one.
They were given approval some years ago to run a service between London Euston and Blackpool North.
- Calls would be made at Poulton-le-Fylde, Kirkham and Wesham, Preston, Nuneaton and Milton Keynes Central.
- There will be six trains per day.
- Trains would be InterCity 225 trains.
- The approval is for seven years from 2018.
But because of the pandemic it hasn’t run.
Conclusion
The Lumo model will affect all these services.
Beeching Reversal – Reinstatement Of The Beverley And York Rail Line
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
The York And Beverley Line does what it says in the name.
A section in the Wikipedia entry is entitled Re-Opening Proposals and the treatment of the trackbed after closure would appear to be a case study in how not to mothball a railway.
- The original route has been built on in several places at Huntingdon, New Earswick, Pocklington and Stamford Bridge.
- A new route will have to be built to connect to the York and Scarborough Line at Haxby.
- There may also be problems at Beverley.
The only positive thing I can see, is that York City Council, want to re-open Haxby station. If this station were to be re-opened with a future-proofed design that might help in the wider scheme of reopening the Beverley and York Line.
This Google Map shows the original location of Haxby station.
Note.
- There is a dreaded level crossing in the middle of the village, that typically has around two trains per hour (tph)
- The road going to the West at the top of the map, is called Station Road, which is a bit of a giveaway.
- The building on the triangular site is called Station garage.
- Some reports on the Internet say that allotments will be turned into car parks.
- According to Wikipedia 22,000 people live within three miles of the station site.
The station site appears to be hemmed in by housing and comments from readers on one report are complaining about car parking being a problem an definitely don’t want the station.
Wikipedia says this about the proposed service on the Beverley and York Line.
The report recommended reinstating a service from Hull via Beverley, Market Weighton, Stamford Bridge and Pocklington connecting to the York to Scarborough Line at Haxby, on a double track line with a frequency of 2 trains per hour, with intermediate stations only at Market Weighton, Pocklington and Stamford Bridge. The estimate journey time was under 1 hour.
As the Beverley and York Line can’t join the York and Scarborough Line in the middle of Haxby, would it join North or South of the town?
Joining to the North would allow the Beverley trains to call at Haxby, but that would mean the level crossing was busy with six tph.
This Google Map shows the countryside between Haxby in the North and Earswick in the South.
Note.
- The York and Scarborough Line going through the centre of Haxby and then passing down the West side of the light brown fields.
- York is to the South and Scarborough is to the North.
I wonder, if the Beverley and York Line could branch to the East here and skirt to the North of Earswick before continuing to Pocklington for Beverley.
Perhaps, a Park-and-Ride station could be situated, where the railway and the road called Landing Lane cross?
At Beverley, this Google Map shows how the Beverley and York Line connects to the station.
Note.
- Beverley station at the bottom of the map.
- The Hull and Scarborough running North-South through the station.
The line divides by Beverley Rugby Football Club, with the trackbed of the Beverley and York Line going off in the North-Westerly direction.
This seems a lot easier than at the York end of the route.
I have flown my virtial helicopter over much of the route between Beverley and York, and the trackbed is visible but missing in places, where construction has taken place.
Would The Route Be Single Or Double-Track?
The plans call for double track, but would it be necessary?
- There will only be two tph, that will take under an hour.
- No freight trains will use the line.
- The route is 32 miles long.
I suspect a single track would suffice, with a passing loop at Market Weighton station.
Should The Line Be Electrified?
I wouldn’t electrify the whole line, but I would electrify the following.
- Hull and Beverley, so that battery trains to and from London could top up their batteries.
- Haxby and York, so that battery trains to and from Scarborough could top up their batteries.
These two short stretches of electrification would allow battery electric operation between Hull and York, trains could charge their batteries at either end of the route.
Electrification Between Hull And Beverley
Consider.
- Hull Trains extend their London and Hull services to Beverley.
- Hull and Beverley are just over eight miles apart.
- Trains to and from London Kings Cross use the electrification on the East Coast Main Line to the South of Temple Hirst Junction.
- Hull and Temple Hirst Junction are thirty-six miles apart.
- Hull Trains and LNER use Hitachi Class 800 or Class 802 electro-diesel trains on services between London Kings Cross and Hull.
Hitachi’s proposed battery-electric conversion of these trains, would have a range of 56 miles, according to this infographic.
I have flown my helicopter along the route and counted the following.
- Level crossings – 5
- Modern road bridges – 5
- Footbridges – 5
- Other bridges – 5
- Stations – 1
Nothing looked too challenging.
In my view electrification between Hull and Beverley and at convenient platforms at both stations, would be a simple way of decarbonising rail travel between London and Hull.
If this electrification were to be installed, distances from the electrification between Hull and Beverley, these would be the distances to be covered on battery power to various places.
- Bridlington – 23 miles
- Doncaster via Goole – 41 miles
- Leeds – 52 miles
- Neville Hill Depot – 49 miles
- Scarborough – 45 miles
- York – 52 miles
Note.
- All of these places would be in range of a fully-charged Hitachi battery electric train running to and from Hull.
- Of the destinations, only Bridlington and Scarborough, is not a fully-electrified station.
- One of the prerational problems in the area, is that due to a lack of electrification to the East of Neville Hall Depot, electric trains from York and Hull have difficulty reaching the depot. Trains with a battery capability won’t have this problem.
- Hull and Beverley and a lot of stations in the area, would only be served by electric trains, with a battery capability.
There would be a large decrease in pollution and emissions caused by passenger trains in the area.
Electrification Between Haxby And York
Consider.
- York and Haxby are 4 miles apart.
- York and Scarborough are 42 miles apart.
- York and Beverley are 32 miles apart.
Note that unlike at Beverley, there is no need to electrify the end of the route, as trains can be charged in the turnround at York.
With a charging facility at Scarborough, the Class 802 trains of TransPennine Express could work this route if fitted with batteries.
Could Lightweight Electrification Be Used?
Electrification gantries like these have been proposed for routes, where the heavy main-line gantries would be too intrusive.
They could have a place in the rebuilding of lines like Beverley and York.
Trains Between York And Beverley
The UK’s railways need to be decarbonised before 2040.
As a train delivered today, would probably last forty years, I think it would be prudent to only introduce zero-carbon trains to the network, where they are able to run the proposed services.
There is no doubt in my mind, that all these local services in East Yorkshire could be run using battery-electric trains with a 56 mile range.
- Hull and Doncaster
- Hull and Leeds
- Hull and Neville Hill Depot
- Hull and Scarborough
- Hull and York via Beverley and Market Weighton
- Hull and York via Selby
- York and Scarborough
The only electrification needed would be as follows.
Electrification between Hull and Beverley.
Electrification of some platforms at Beverley and Hull stations.
Some form of charging at Scarborough.
Charging may also be needed at Bridlington station.
The trains needed for the route seem to fit Hitachi’s specification well and a Class 385 train to the following specification, would do a highly capable job.
- Three or four-cars.
- Batteries for a 56 mile range.
- 90-100 mph operating speed.
I’m also sure that Bombardier, CAF and Stadler could also provide a suitable train.
Could Tram-Trains Be Used?
I feel that they could be used successfully and might enable cost savings on the substantial rebuilding of the route needed.
- Lighter weight structures.
- Single track with passing places.
- Tramway electrification or battery.
- Less vidual intrusion.
- The service could also have more stops.
Perhaps too, it could go walkabout in Hull City Centre to take passengers to and from Hull station.
Conclusion
It is rebuilding the tracks between Beverley and York, that will be difficult in the reopening of this line, which with hindsight should have not been vandalised by British Rail.
But even, if the Beverley and York Line is not re-opened, it does look that if Beverley and Hull were to be electrified, it would enable a network of battery electric zero-carbon trains in East Yorkshire and allow battery electric trains to run between Kings Cross and Hull.
The Anonymous Widower 