The Anonymous Widower

FIRST TO THE FUTURE: Lumo Owner Bids To Turbo-Charge UK Rail With New Routes

The title of this post, is the same as that of this press release from First Group.

These first three paragraphs introduce FirstGroup’s application for the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services.

FirstGroup plc plans to expand its open access rail operations through its successful Lumo business, boosting connectivity, improving UK productivity and passenger choice across the UK.

The expansion aims to replicate the success of Lumo’s Edinburgh to London service in driving material growth on the East Coast Main Line. Lumo operates without government subsidy and contributes more per train mile to infrastructure investment than any other long-distance operator – delivering growth on the railway and connectivity to local communities, at a substantial benefit to the taxpayer.

FirstGroup has submitted the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services, which are described in these bullet points.

  • A revised application to run new services between Rochdale and London Euston via Manchester Victoria from December 2028; 
  • An extension to Lumo’s current Stirling to London Euston track access agreement to operate services beyond 2030;
  • A new route between Cardiff and York via Birmingham, Derby, and Sheffield from December 2028; and
  • Purchase of new trains meaning continued investment in UK manufacturing of c.£300 million, and long-term jobs.

This paragraph from the press release describes the philosophy of the rolling stock.

Should these applications be successful, FirstGroup will make use of its option to commit further investment in new Hitachi trains built in County Durham. This investment will include five battery electric trains for the Stirling route and three battery electric trains for Rochdale, supporting jobs at Hitachi’s Newton Aycliffe plant. For the services between Cardiff and York, it will deploy refurbished Class 222s.

Note.

  1. The Class 222 trains will run the Euston and Stirling service until the future Hitachi trains are delivered in 2028.
  2. The Class 222 trains will run the Cardiff and York service from 2028.
  3. The Class 222 trains have a maximum speed of 125 mph
  4. Avanti West Coast’s Class 390 trains have a maximum speed of 125 mph.
  5. Avanti West Coast’s Class 805 trains have a maximum speed of 125 mph on electrification.
  6. Avanti West Coast’s Class 807 trains have a maximum speed of 125 mph.
  7. Grand Central Trains’s future Hitachi trains have a maximum speed of 125 mph.
  8. Hull Trains’s Class 802 trains have a maximum speed of 125 mph.
  9. Lumo’s current Class 803 trains have a maximum speed of 125 mph.
  10. LNER’s current Class 800 and 801 trains have a maximum speed of 125 mph.
  11. LNER’s current InterCity 225 trains have a maximum speed of 125 mph.
  12. LNER’s future Class 897 trains have a maximum speed of 125 mph.
  13. All of the trains, with the exception of the Class 222 trains are electric and have been designed for 140 mph running and can do this if there is appropriate 140 mph signalling.

If the Class 222 trains don’t run on the East and West Coast Main Lines, then these lines could introduce 140 mph running in stages to speed up rail travel between London and the North of England and Scotland.

Rochdale And London

These three paragraphs from the press release describe the proposed Rochdale and London service.

The new Lumo service will operate the first direct service since 2000 between Rochdale and London. Services will call at Manchester Victoria, Eccles, Newton-le-Willows and Warrington Bank Quay. Eccles station connects other parts of the city of Salford, including the fast-growing MediaCity area, via the nearby interchange with Metrolink. Services to Newton-le-Willows will deliver greater rail connectivity for St Helens.

There will be three new return services on weekdays and Sundays, and four return services on Saturdays, which will provide 1.6 million people in the north-west with a convenient and competitively priced direct rail service to London, encouraging people to switch from cars to train as well as providing additional rail capacity. It will also deliver material economic benefits for the communities along the route, including regeneration areas such as Atom Valley and the Liverpool City Region Freeport scheme.

The application has been revised to address the ORR’s concerns about network capacity set out in its letter of July 2025 rejecting FirstGroup’s original application. Supported by extensive modelling, the company has identified sufficient space on the network to accommodate the proposed services. Services will also make use of the Government’s recent investment in power supply for the West Coast Mainline (WCML).

In FirstGroup’s Lumo Seeks To Launch Rochdale – London Open Access Service, I gave my thoughts for Lumo’s application last year.

Differences between the two applications include.

  • The service will be run by Lumo’s standard battery-electric Hitachi trains.
  • The original application was for six return journeys per day, whereas the new application is for three return services on weekdays and Sundays, and four return services on Saturdays.

Note.

  1. The battery-electric trains will be able bridge the 10.4 mile gap between Manchester Victoria and Rochdale, and return after charging on the West Coast Main Line.
  2. The battery-electric trains could be useful during engineering works or other disruptions.
  3. The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
  4. Is the extra return service on a Saturday to cater for football and rugby fans?

I still feel, that with Lumo’s battery-electric trains one or more services could extend across the Pennines to Hebden Bridge, Bradford Interchange or Leeds. Trains would be recharged for return at Leeds.

Stirling And London

This  paragraph from the press release describes the proposed Stirling and London service.

Stirling has a wide catchment area, with an estimated three million people living within an hour’s drive. Extending the current track access agreement for the Stirling route from May 2030 will support the shift from car to rail, and investment in the city, as well as in the service’s intermediate stations which include Larbert, Greenfaulds and Whifflet, thanks to greater connectivity to London. The four return services weekdays and Saturdays, and three on Sundays, on the new route are expected to start early in the company’s 2027 financial year.

In Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026, I gave my thoughts for Lumo’s application in June 2025.

Differences between the two applications include.

  • The service will only be run initially by Class 222 trains.
  • The service will be run by Lumo’s standard battery-electric Hitachi trains after 2028.
  • The original application was for five return journeys per day, whereas the new application is for four return services on weekdays and Saturdays, and three return services on Sundays.
  • In the original application, Lumo’s new route was to link London Euston directly to Stirling, also calling at Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet (serving Coatbridge), Greenfaulds (serving Cumbernauld) and Larbert.

Note.

  1. The battery-electric trains could be useful during engineering works or other disruptions.
  2. The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
  3. Is the extra return service on a Saturday to cater for football and rugby fans?

It should be noted that there are always more return services per day going to Stirling, than Rochdale.

Could The Rochdale and Stirling Services Share A Path?

Consider.

  • The two services use the West Coast Main Line South of Warrington Bank Quay station.
  • Pairs of Class 803 trains can split and join.
  • A pair of Class 803 trains are shorter than an 11-car Class 390 train.
  • An 11-car Class 390 train can call in Warrington Bank Quay or Crewe stations.

I believe that the Rochdale and Stiring services could share a path.

  • One Weekday service per day would be a single train.
  • Going South, the trains would join at Warrington Bank Quay or Crewe stations.
  • Going North, the trains would split at Warrington Bank Quay or Crewe stations.
  • The pair of trains would share a platform at Euston station.

Operating like this would increase the connectivity and attractiveness of the services, and probably increase the ridership and profitability.

Cardiff And York  via Birmingham, Derby And Sheffield

These four paragraphs from the press release describe the proposed Cardiff and York service.

Lumo’s new route between Cardiff and York will join up the entire Great British Railway network, connecting all four main lines from the Great Western Main Line to the East Coast Main Line. The plans will also deliver more capacity and drive passenger demand on a previously underserved corridor.

The application proposes six return services each weekday – a significant increase from the current single weekly service.

Bringing Lumo’s popular low-cost model to the corridor will support local communities between Cardiff, Birmingham, Derby, Sheffield, and York. These cities alone have a combined population of more than 2.5 million people. The new services will give local communities access to jobs and services along the route, in support of significant investment that has already been committed by the Government and private sector. This investment includes the Cardiff Capital Regional Investment Zone, the £140million proposed refurbishment at Cardiff Central station, the West Midlands Investment Zone which is expected to create £5.5 billion of growth and 30,000 new jobs, as well as investment plans in Derby, Sheffield and York.

The ORR will now carry out a consultation exercise as well as discuss the applications with Network Rail to secure the required approvals.

Note.

  1. Only minimal details are given of the route.
  2. The TransPennine Upgrade will create a new electrified route across the Pennines between York and Huddersfield via Church Fenton, Leeds and Dewsbury.
  3. The Penistone Line is being upgraded, so that it will handle two trains per hour.
  4. In the 1980s, the Penistone Line took InterCity 125s to Barnsley.
  5. The connection with the Penistone Line at Huddersfield has been upgraded.

I am reasonably certain, that FirstGroup intend to route the York and Cardiff service over this partially electrified route.

Sections of the route will be as follows.

  • Cardiff and Westerleigh junction – 38 miles – Electrified
  • Westerleigh junction and Bromsgrove – 65.2 miles – Not Electrified
  • Bromsgrove and Proof House junction – 15 miles – Electrified
  • Proof House junction and Derby – 40.6 miles – Not Electrified
  • Derby and Sheffield – 36.4 miles – Not Electrified
  • Sheffield and Huddersfield – 36.4 miles – Not Electrified
  • Huddersfield and York – 41.9 miles – Electrified

There are only two sections of track, that is not electrified.

  • Westerleigh junction and Bromsgrove – 65.2 miles
  • Proof House junction and Huddersfield – 113.4 miles

Out of a total of 273.5 miles, I believe in a few years, with a small amount of extra electrification or more powerful batteries, Hitachi’s battery-electric high-speed trains will have this route cracked and the Class 222 trains can be sent elsewhere to develop another route.

October 30, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow

This article on the BBC is entitled New Train Services Approved On East Coast Main Line.

This is the sub-heading.

Additional train services will run on the East Coast Main Line from December, the rail regulator has said.

This will be the additional services for Lumo according to this document from the Office of Road and Rail.

  • Lumo (Newcastle): one additional return service between London King’s Cross and Newcastle on weekdays and one additional service in opposing directions on a Saturday and Sunday.
  • Lumo (Glasgow extensions): the extension of existing London King’s Cross-Edinburgh services so that Lumo can provide two northbound services and one southbound service between London King’s Cross and Glasgow on weekdays and one in each direction on Sundays.

I have some thoughts.

Train Lengths

The Office of Road and Rail document doesn’t mention train lengths.

  • Hull Trains have been running most services as five-car trains, with some running as ten-car trains.
  • In Ten-Car Hull Trains, I talked about Hull Trains and their mixing of 5- and 10-car trains and how it increased the number of seats on the route by 16.7 %.

I suspect that Lumo will use pairs of trains on some services to increase and also balance the number of seats.

A Possible Timetable

Consider.

  • Currently, there are five Northbound trains every day with five Southbound trains on Monday to Saturday and four on Sunday.
  • Lumo seem to run a reliable service.
  • Would it be a safe and sensible idea to base the new timetable on the current timetable?
  • Perhaps, the Glasgow services could be add-ons to the current timetable.

So it looks to me, that the extra trains will be scheduled using an innovative timetable.

  • I wouldn’t be surprised if the Glasgow to London King’s Cross train was a pair of trains in the evening to balance the service and get two trains to London King’s Cross for the start of the next day’s services.
  • This would also give travellers as long a day as possible in Glasgow.
  • Would the two London King’s Cross to Glasgow trains, start as a pair of trains at London King’s Cross that split at Edinburgh, with one train returning to London King’s Cross and the other going on to Glasgow?
  • Glasgow gets ten cars per day from London King’s Cross and sends ten cars back to London King’s Cross.
  • Could the Sunday services both be a pair of trains?

The only new paths needed for the service, would be.

  • Two between Edinburgh and Glasgow.
  • One Southbound between Glasgow and London King’s Cross at the end of the day.

Otherwise the main timetable is as it is now.

How Long Will London King’s Cross and Glasgow Take?

Consider.

  • The fastest Lumo trains take around 4 hours and 23 minutes between London and Edinburgh.
  • The fastest ScotRail trains take around 50 minutes between Edinburgh and Glasgow Queen Street stations.

I would expect a time of around 5 hours and 13 minutes is possible.

This is slower than the typical 4 hours and 31 minutes of Avanti West Coast between Euston and Glasgow Central stations, but improvements to the signalling may reduce the time that Lumo takes between London and Edinburgh.

What Time Are The Last Train From Glasgow and Edinburgh To London?

These would appear to be the last trains from Glasgow and Edinburgh to London.

  • The last Avanti West Coast train would appear to be the 18:40 from Glasgow Central, which gets in to London Euston at 23:40.
  • The Caledonian Sleeper leaves at 23:40 from Glasgow Central, which gets in to London Euston at 07:00.
  • The last LNER train for London King’s Cross, would appear to be the 19:37 from Edinburgh, which gets in to London King’s Cross at 01:14.
  • The last LNER train for Leeds, would appear to be the 21:00 from Edinburgh, which gets in to Leeds at 00:42.
  • The last LNER train for Newcastle, would appear to be the 22:00 from Edinburgh, which gets in to Newcastle at 01:14.
  • The Caledonian Sleeper leaves at 23:40 from Edinburgh, which gets in to London Euston at 07:00.

Note.

  1. The timetable seems to assume, that if you are spending a day in Edinburgh or Glasgow and need to return to London, you will use the Caledonian Sleeper.
  2. Unless you use the Sleeper, you can’t see an evening football match and easily go home to anywhere South of Edinburgh.
  3. One of the last trains to arrive in London King’s Cross station is the 19:58 Lumo service from Edinburgh, which arrives at 01:00 in London King’s Cross station.
  4. Surprisingly, London King’s Cross station seems to have several trains moving in and out all night.

There’s certainly a large gap in the evening, where an extra service could run between Glasgow and London King’s Cross.

I wonder how late Lumo could bring a train into King’s Cross station?

  • I came in once to King’s Cross  at about 01:30 and still got a taxi home.
  • There are also lots of 24-hour buses.
  • There is little or no car parking.

I still think Lumo will operate a train as late as Network Rail will allow them.

Could Passengers Sleep In Lumo’s Seats?

I’ve certainly managed it. But then I’ve never had a problem falling asleep.

Does The Extended Service To Glasgow Pass The Granny’s Birthday Test?

Suppose it’s your granny’s birthday and you want to go to her family party, which is in the afternoon.

You should be able to take a morning train up to Glasgow and then take the late train back afterwards.

Conclusion

Lumo have spotted a gap in the timetable and they intend to fill it.

 

 

 

July 30, 2025 Posted by | Transport/Travel | , , , , , , , , , , , | 5 Comments

Train Lengths Between King’s Cross and Edinburgh

If you ask Google, what is the platform length at King’s Cross station, you get the following answers.

  • Platform 0 – 305 metres
  • Platform 1 – 304 metres
  • Platform 2 – 285 metres
  • Platform 3 – 289 metres
  • Platform 4 – 290 metres
  • Platform 5 – 270 metres
  • Platform 6 – 288 metres
  • Platform 7 – 288 metres
  • Platform 8 – 289 metres
  • Platform 9 – 276 metres
  • Platform 10 – 276 metres

This OpenRailwayMap shows the tracks linking to the eleven platforms at King’s Cross.

Note.

  1. The red tracks are the electrified platforms in King’s Cross.
  2. The two pink tracks are the Piccadilly Line underneath the station.
  3. Platform 0 is on the right and Platform 10 is on the left.
  4. The platform number is shown alongside the track.

Platform 0 is the newest platform, which opened in 2010 and also the longest at 305 metres.

Many of the trains using the station are Hitachi Class 800, 801, 802 and 803 trains, which have cars of the following lengths.

  • Driving car – 25.85 metres
  • Intermediate car – 26 metres

These lengths mean that individual trains have the following lengths.

  • Five-car – 129.7 metres
  • Nine-car – 233.7 metres
  • Ten-car – Pair of five-cars – 259.4 metres

Note.

  1. It would appear that nine- and ten-car trains can use all platforms 0-8 in the main station.
  2. Platform 5 may be short at 270 metres, but Real Time Trains shows it can handle nine- and ten-car trains.

Real Time Trains doesn’t seem to show any nine- and ten-car trains using Platforms 9 and 10. Is the approach just a bit tight?

These are some further thoughts.

LNER’s New Class 897 Trains

I asked Google how long will be LNER’s new ten-car Class 897 trains. This is the answer I received.

The Class 897 train will be 218.7 meters (717 ft 6 in) long, according to Wikipedia. These trains will be ten-car units.

Have these trains been designed, so they can fit in Platforms 9 and 10 at King’s Cross and other shorter platforms, that LNER serve?

Other train classes, that could use Platforms 9 and 10 at King’s Cross include.

  • Five-car Class 800, 801, 802 and 803 trains – 129.7 metres
  • Five-car Class 180 trains – 116.52 metres
  • Five-car Class 222 trains – 116.16 metres
  • Six-car Class 717 trains – 121.7 metres
  • Eight-car Class 379/387 trains – 163.12 metres
  • Eight-car Class 700/0 trains – 162 metres
  • Twelve-car Class 700/1 trains – 242.6 metres

Real Time Trains or my eyes have observed all these trains, except for the twelve-car Class 700 trains in Platforms 9 and 10 at King’s Cross.

It does appear that the shorter ten-car Class 897 trains improve utilisation of the platforms at King’s Cross station.

Could Twelve-Car Class 800, 801, 802 and 803 Trains Run Into King’s Cross?

Consider.

  • LNER and Lumo have both said, they want to win passengers from the airlines on Anglo-Scottish routes.
  • Extra paths on the East Coast Main Line are at a premium and hard to come by.

In Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?, I found this extract in a Hitachi document on their web site.

To simplify the rearrangement and management of train configurations, functions are provided for identifying the train (Class 800/801), for automatically determining the cars in the trainset and its total length, and for coupling and uncoupling up to 12 cars in
normal and 24 cars in rescue or emergency mode.

So if say LNER or Lumo wanted a twelve-car train, it would be possible. It also looks like one twelve-car train can rescue another.

Train lengths would be as follows.

  • Five-car Class 800, 801, 802 and 803 trains – 129.7 metres
  • Six-car Class 800, 801, 802 and 803 trains – 155.7 metres
  • Nine-car Class 800, 801, 802 and 803 trains – 233.7 metres
  • Twelve-car  Class 800, 801, 802 and 803 trains – 311.7 metres
  • Twelve-car – Pair of six-car Class 800, 801, 802 and 803 trains – 311.4 metres

As Platform 0 is 305 metres and Platform 1 is 304 metres, I suspect that King’s Cross  station could accept twelve-car formations of Hitachi Class 800, 801, 802 or 803 trains, with fairly minor modifications.

But what about other stations?

Berwick-on-Tweed

Both platforms are around 233/234 metres, so twelve-car trains couldn’t call, unless the platforms were lengthened.

Bradford Forster Square

From the pictures, that I took in Bradford Forster Square Station – 20th May 2025, of a pair of LNER five-car trains, I suspect that the new Platform 0 and the extended Platform 1 will accept twelve-car trains, or could easily be modified.

Darlington

Both platforms, where LNER call are over 350 metres long, so Darlington can handle twelve-car trains.

Doncaster

Doncaster has four long platforms and I am fairly sure, the station could be easily modified to handle twelve-car trains.

Durham

Both platforms are over 260 metres, so twelve-car trains couldn’t call, unless the platforms were substantially lengthened.

Edinburgh Waverley

Platform 5 and 6 at Edinburgh Waverley station were both lengthened to 275 metres to accept ten-car LNER trains in 2016. I suspect more lengthening will be needed.

Leeds

Platforms 8 and 11 at Leeds station are both over 320 metres, so should be long enough to accept twelve car LNER trains.

Newark Northgate

Platforms 1 and 2 at Newark Northgate station are only 133 metres. Some platform lengthening would be needed for twelve-car trains to be able to call.

Newcastle

Platforms 2, 3 and 4 at Newcastle station are 362, 304 and 268 metres respectively. I believe with small improvements, that the station could be easily modified to handle twelve-car trains.

Northallerton

Both platforms are around 261/270 metres, so twelve-car trains couldn’t call, unless the platforms were lengthened.

Peterborough

Platforms 3, 4 and 5 at Peterborough station are only 265 metres. Some platform lengthening would be needed for twelve-car trains to be able to stop.

Wakefield Westgate

Both platforms at Wakefield Westgate station are only 255 metres. Some platform lengthening would be needed for twelve-car trains to be able to stop.

York

Four platforms at York station are over 315 metres.

Could A Twelve-Car Class 800, 801, 802 and 803 Trains Run Between King’s Cross And Edinburgh?

This would surely be the ultimate competition for the airlines.

Consider.

  • It would use a single twelve-car Hitachi train or a pair of six-car trains.
  • It could be fitted with batteries, so it could use the Great Northern and Great Eastern Joint Line diversion, through Lincoln, when there is engineering works or overhead wiring troubles.
  • It would use either Platform 0 or Platform 1 at King’s Cross.
  • It would use a lengthened platform at Edinburgh.
  • Peterborough, Doncaster, York, Darlington and Newcastle could be possible stops.
  • I estimate an LNER layout would carry 696 Standard Class and 86 First Class passengers.
  • I estimate that a Lumo layout would carry 965 Standard Class passengers.

Note that an Airbus A321neo single-aislr airliner can carry 244 passengers.

 

June 4, 2025 Posted by | Transport/Travel | , , , , , , , , , , | 1 Comment

An Extreme Day Out – Bradford Forster Square Station

It seems to be the fashion to go and visit somewhere far away in a day. So why not?

For my first trip in this vein, I decided on the spur of the moment to go to Bradford Forster Square station.

Why Did I Choose Bradford Forster Square Station?

There are three main reasons.

  1. A new platform has just opened at the station to handle the longest LNER trains.
  2. LNER are now running a seven trains per day (tpd) service via Leeds.
  3. I wanted to see how LNER’s walk-up ticketing performed on the route.

In addition, I wanted to see how the service performed, now that Bradford is this year’s UK City of Culture.

King’s Cross To Bradford Forster Square Station For £43.00 With A Railcard

I just missed the 11:03, so I booked the 13:03 for £43.00 with my Senior Railcard, from one of the numerous ticket machines in King’s Cross.

The train arrived on time in two hours 47 minutes for the 199.4 miles, which was an average speed of 72 mph.

In What Will Be The Fastest Times Possible Between London King’s Cross And Leeds?, I predicted this.

I wouldn’t be surprised to see with full digital signalling and a 125 mph average between London King’s Cross and Leeds.

  • 125 mph Base Time – 89 minutes.
  • Four Acceleration/Deceleration sections at 6 minutes each – 24 minutes.
  • Three Dwell Times at 2 minutes each – 6 minutes

This would mean a total time of one hour and 59 minutes.

As my Bradford service took two hours and 28 minutes between London King’s Cross And Leeds, that would mean, that a time close to two hours and fifteen minutes could be possible between London King’s Cross and Bradford Forster Square stations.

There Weren’t Many Passengers Between Leeds And Bradford Forster Square Stations

These pictures show the nearly empty train and the small numbers, who alighted at Bradford Forster Square station.

But I don’t think three in the afternoon is a time, when many passengers will need to go between Leeds and Bradford Forster Square stations.

Bradford Forster Square Station

I described that station, with its new Platform 0 in Bradford Forster Square Station – 20th May 2025, where I said the station needed these additions.

The station needs a few additions, like a proper coffee shop, a better shop, ticket machines and toilets.

But it’s not been open very long.

Bradford Forster Square Station To King’s Cross For £25.70 With A Railcard

I bought this ticket from a Yorkshire Lass in the Ticket Office.

There Weren’t Many Passengers Between Bradford Forster Square And King’s Cross Stations

Only about a dozen passengers boarded the train at Bradford Forster Square and some got out at Leeds.

In fact the train wasn’t very busy all the way to London with perhaps twenty passengers in my carriage, when we arrived in King’s Cross.

Will This Service Develop Into A Two-Hourly London King’s Cross And Leeds Or Bradford Forster Square Service With A Trans-Yorkshire Service Tacked On?

Currently, it is the following.

  • An express service between King’s Cross and Leeds with stops at Peterborough, Doncaster and Wakefield Westgate.
  • An express service between King’s Cross and Bradford Forster Square with stops at Peterborough, Doncaster, Wakefield Westgate and Leeds.
  • A local service between Doncaster and Bradford Forster Square with stops at Wakefield Westgate and Leeds.
  • Additional calls on some services are at Stevenage, Grantham, Retford and Shipley.

In addition the following would be possible.

  • Pairs of trains could split at Leeds, with one train going to Bradford Forster Square and the other train to somewhere like Harrogate, Huddersfield or Skipton.
  • Additional stops could be added between Leeds and Bradford Forster Square without slowing services between Leeds and King’s Cross.

But then where does this fit with LNER buying ten CAF tri-mode trains?

Surely they would get better flexibility, if they’d bought more Azumas, which could run on the electrification all the way to Bradford Forster Square, Huddersfield and Skipton. If some had batteries, they could run all the way to Harrogate.

LNER’s Disabled-Unfriendly Refreshments System

I am not disabled, but I only have one fully-working hand, as the school bully broke my left humerus and I have difficulty doing certain things with my left hand, due to the quality of the care I received in Highlands Hospital in Winchmore Hill.

Having a left-sided stroke didn’t help either.

One of the things, I can’t do is take pictures on my mobile phone, so I always carry a proper camera. Because of the injury, I have also never read a QR code with my phone.

On LNER’s trains to get a drink, you either have to order it by reading a QR code or walking to the buffet.

As on the train going North, the buffet was closed, I went thirsty.

In future, if I have a choice of trains, I’ll choose one with a trolly service.

Are The CAF Tri-Mode Trains Part Of A Plan To Drive Open Access Operators Out Of Yorkshire?

This is possibly the only scenario that makes sense.

The ten-car tri-mode trains would be used to take over Grand Central’s services to Bradford Interchange and Sunderland, and Hull Trains services to Hull.

After Monday, LNER are now running more daily services to Bradford Forster Square, than Grand Central are to Bradford Interchange.

If like my return to London on Tuesday, you can buy a walk-up ticket on LNER, then why would you travel on Grand Central.

Conclusion

£68.70 is not a bad price for what is in effect a walk-up day return to Bradford Forster Square.

I’ve just looked how much, I would be charged for an advance ticket on Friday, using the trains I used on Tuesday.

I could get a ticket for £25.70 going North and £28.95 going South  or a total of £54.65. All are with my Senior Railcard.

But it does look to me, that LNER and the Government are trying to drive Grand Central off the Bradford route.

If I am right and Hull Trains and Lumo will be next in LNER’s sights, then what was Starmer and other Government ministers doing at the launch of orders for new trains for Grand Central, Hull Trains and Lumo?

 

 

May 22, 2025 Posted by | Food, Transport/Travel | , , , , , , , , , , , , , , , | 3 Comments

‘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.

  1. I would expect, that most of the fuel cost savings are due to the use of regenerative braking to the battery.
  2. 75 mph might seem slow, but Hull Trains average slower speeds than this on their diesel sections.
  3. Running in a non-polluting mode in stations and sensitive areas, is not going to be disliked by anyone.
  4. 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.

  1. Trains will be fully-charged, when they leave the ECML.
  2. Trains could be fully-charged, when they leave Hull station, if the platform they use has a charging system.
  3. All Hull Trains call in Platform 7 at Hull station.
  4. 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.
  5. I would assume the Hitachi train used regenerative braking to help recharge the batteries, at the intermediate stops.
  6. Trains average around 57 mph between the ECML and Hull and 38 mph between Hull and Beverley.
  7. Much of the track between the ECML and Hull has a speed limit of 75 mph.
  8. 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.

  1. The blue Hull Train is in Platform 7 in the pictures.
  2. Hull station has a classic Victorian cast-iron roof.
  3. 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.

  1. Some services like those to Bradford Forster Square, Harrogate and Lincoln could be run by only charging on the East Coast Main Line.
  2. Some services like those to Middlesbrough  and Scarborough could be run by charging at the destination.
  3. 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.

  1. I would assume that as many diesel engines as possible would be replaced with battery packs.
  2. On a typical three-battery Class 800 train, 802 train or Class 805 train, this could be up to three batteries.
  3. 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.

November 10, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , | 7 Comments

London And Edinburgh By Lumo Using the Joint Line Diversion

This press release on the First Group web site is entitled FirstGroup Applies To Run Rochdale To London Rail Service With New British-Built Trains.

These are the first two paragraphs.

FirstGroup plc, the leading private sector transport operator, has submitted the first phase of an application for a new open access rail service between Rochdale and London to the Office of Rail and Road (ORR), restoring this direct link for the first time in almost a quarter of a century.

FirstGroup plans to expand its open access rail operations as part of its successful Lumo business, building on Lumo’s existing service which has transformed long-distance connectivity between London and Edinburgh and helped support a growth in passenger numbers for all operators on the East Coast Mainline. All of the trains on this new route will be electric and battery powered, and the service will be operated by brand new trains built in the UK.

Note.

  1. This service will be run under the Lumo brand.
  2. Battery-electric trains will be used.
  3. Stops will include Manchester Victoria, Eccles, Newton-le-Willows and Warrington Bank Quay.
  4. Only 15 km. of the route, between Miles Platting and Rochdale is not electrified.

Allowing for out and back trips between Platting and Rochdale, a sensible reserve and I suspect a battery-electric train with a range of 40-50 kilometres, would allow the train to be able to do a round trip to Rochdale from London Euston.

Hitachi have now published this page on their web site, which is entitled Intercity Battery Trains.

 

These are the first two paragraphs.

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.

It would appear that Hitachi’s standard Intercity Battery Train will have a range of 70 km.

  • A 70 km. range would be more than enough to handle Lumo’s Euston and Rochdale service.
  • Lumo’s Class 803 trains don’t have a diesel generator to replace.
  • One car does have a smaller battery for emergency hotel power, should the electrification fail.

As an Electrical Engineer, I wouldn’t be surprised to find out that the traction batteries of Hitachi’s standard Intercity Battery Train and the emergency batteries of Lumo’s Class 803 trains are of a similar design. The batteries could even be interchangeable, which would enable both Lumo’s routes to Scotland and Rochdale to use identical Class 803 trains.

Lumo’s Class 803 trains would have this specification.

  • All-electric.
  • Emergency battery to provide back-up hotel power.
  • A range on battery of 70 km or 43 miles away from electrification.

The off-electrification range could be very useful in getting round incidents or overhead wiring problems.

An extended range of 70 km. would allow the following destinations to have all-electric services from London.

  • Beverley #
  • Bristol Temple Meads #
  • Cheltenham #
  • Chester
  • Harrogate
  • Huddersfield
  • Hull
  • Lincoln
  • Middlesbrough
  • Swansea #

Destinations marked with a hash (#), would need charging at the final destination.

A more detailed analysis will probably show other possible routes.

It looks to me, that Hitachi have got the specification of their Intercity Battery Train about right.

Bridging The Joint Line Diversion

This OpenRailwayMap shows the Great Northern and Great Eastern Joint Line (GNGE) or Joint Line.

Note.

  1. Doncaster is in the North-West corner of the map.
  2. Peterborough is in the South-East corner of the map.
  3. The red line connecting them is the East Coast Main Line.
  4. Lincoln station is marked by the blue arrow.

Great Northern and Great Eastern Joint Line (GNGE) is described like this by its Wikipedia entry.

The Great Northern and Great Eastern Joint Railway, colloquially referred to as “the Joint Line” was a railway line connecting Doncaster and Lincoln with March and Huntingdon in the eastern counties of England. It was owned jointly by the Great Northern Railway (GNR) and the Great Eastern Railway (GER).

Over the last decades of the Twentieth Century, the Joint Line declined and British Rail did their worst to simplify the route.

But in the 2010s, Network Rail developed the route into a by-pass for the East Coast Main Line between Werrington and Black Carr junctions via Lincoln.

  • Trains are routed via Spalding, Sleaford, Lincoln, Saxilby and Gainsborough.
  • There is no electrification.
  • The route can handle two freight trains per hour.
  • The route can handle 9 ft. 6 in containers.
  • There is a passenger service between Doncaster and Peterborough via Lincoln.
  • Self-powered trains like InterCity125s, Class 800 trains and Class 802 trains can use their diesel power to use the diversion.
  • All-electric trains, like LNER’s Class 801 trains and Lumo’s Class 803 trains have no self-power, so can’t use the diversion.
  • Black Carr junction and Lincoln is 35 miles.
  • Werrington junction and Lincoln is 51.7 miles.

The January 2024 Edition of Modern Railways says that the diversion is approximately 90 miles or 145 kilometers.

It would appear that there are two simple solutions.

  1. Electrify a section through Lincoln, so that Lincoln is within 70 kilometres of the electrification at both Werrington and Black Carr junctions.
  2. Fit bigger batteries to the trains.

A combination of both solutions might be possible.

 

 

August 17, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 2 Comments

Brand New Battery Technology To Be Trialled On TransPennine Train

The title of this post, is the same as that of this press release from Hitachi.

These three bullet points, act as sub-headings.

  • First-ever trial in the UK to replace a diesel engine with a battery on an intercity train is underway.
  • Pioneering collaboration between Angel Trains, TransPennine Express, Turntide Technologies and Hitachi Rail.
  • Hitachi Rail has built a battery using the North East supply chain, with one battery unit predicted to reduce emissions and fuel costs by as much as 30%.

These are my thoughts on some of the paragraphs in the press release.

The First Paragraph

This is the first paragraph.

Testing of the UK’s first intercity battery train commenced earlier today. The battery, which generates a peak power of more than 700kw, has now been successfully retrofitted onto a TransPennine Express ‘Nova 1’ train (five-carriage intercity Class 802), ahead of the trial on Transpennine routes this summer.

Each of the three diesel power packs in on of TransPennine Express’s Class 802 trains can generate 700 kW, so the battery packs can provide the same power as the current Rolls-Royce mtu diesel power packs.

The Third Paragraph

This is the third paragraph.

The single battery unit is incredibly powerful, storing enough electricity to power more than 75 houses for a day. This impressive energy and power density will deliver the same levels of high-speed acceleration and performance, while being no heavier than the diesel engine it replaces.

This equity of high-speed acceleration and performance is to be expected, as the train power and weight is the same, if the power is diesel engines or batteries.

The Fourth Paragraph

This is the fourth paragraph.

The installation of a battery will reduce emissions and improve energy efficiency. It is predicted to reduce emissions and fuel costs by as much as 30% on a Hitachi intercity train.

I would assume that this improvement in emissions and fuel costs, is due to the use of regenerative braking to recharge the batteries, when the train slows down.

The Fifth Paragraph

This is the fifth paragraph.

Most importantly for passengers, the trial will test how intercity trains can enter, alight and leave non-electrified stations in zero-emission battery mode to improve air quality and reduce noise pollution.

As the trains enter a non-electrified station, the regenerative braking will recharge the batteries to both power the train in the station and accelerate the train on its way.

The Seventh Paragraph

This is the seventh paragraph.

The trial will provide real-world evidence to inform the business case for a 100% -battery-electric intercity train, capable of running up to 100km in battery mode. This remarkable range means this battery technology could be deployed to cover the final non-electrified sections of intercity routes in the coming years. It will also demonstrate how battery technology can reduce infrastructure costs by reducing the need for overhead wires in tunnel sections and over complex junctions.

Note that 100 kilometres is 62.1 miles.

You can never do too much real world testing!

These are my further thoughts.

Acceleration And Braking Under Battery Power

This graph from Eversholt Rail, shows the acceleration and deceleration of a five-car Class 802 electric train.

As Hitachi have said in the press release that.

  • The weight of a battery pack is the same as a diesel engine.
  • The power of a battery pack is the same as a diesel engine.

The acceleration and braking curve for a Class 802 train, with a single traction battery will surely be the same.

Would this mean, that if a battery-electric train replaced a diesel-electric train, the timetable would be the same?

What would be the effects, if a second diesel engine were to be replaced with a battery pack?

  • The train would still weigh the same.
  • The train’s performance would still be the same.
  • The train would have 1400 kW of power available, but I doubt this could be used efficiently, as it might exceed the train’s performance limits.
  • The train would have enough electricity for a 200 kilometre or 124.3 mile range.

There might be a need for a sophisticated control system to set the power mode, but in my experience of riding in the cab of an InterCity 125 and a Boeing 747, drivers or pilots have enough intelligence and fingers to control systems with multiple engines.

What would be the effects, if a third diesel engine were to be replaced with a battery pack?

  • The train would still weigh the same.
  • The train’s performance would still be the same.
  • The train would have enough electricity for a 300 kilometre or 186.4 mile range.

The range is sufficient for a lot of routes.

London And Beverley

Consider.

  • This route has 44.3 miles of unelectrified track between Temple Hirst Junction and Beverley.
  • One battery range is 100 kilometres or 62.1 miles.
  • As the trains have three slots for battery packs or diesel engines, they could always carry a diesel engine for emergencies.

The route could be run in one of two ways.

  • By using one battery, that would be charged at Beverley.
  • By two batteries, that would be charged on the main line to the South of Temple Hirst Junction. One battery would be used in each direction.

Note.

  1. The second method would not require any new infrastructure at Beverley or Hull.
  2. All batteries would be identical 100 km batteries.
  3. Trains would just swap an appropriate number of diesel engines for batteries.

The service could run as soon as the trains had the power transplants.

Using The Lincoln Diversion

In Extra Luggage Racks For Lumo, I also talked about Lumo taking the diversion via Lincoln.

Consider.

  • This route is 88.5 miles of unelectrified track.
  • It would be possible to be handled by a Class 802 train with two battery packs.
  • Hull Trains will need battery packs to get to Beverley.
  • Some LNER services will use battery packs.

Perhaps trains will use one battery to Lincoln and one from.

Crewe And Holyhead

In October 2023, the government said, that the North Wales Coast Line would be electrified.

Consider.

  • Crewe and Holyhead are 105.5 miles apart.
  • The route currently has no electrification.
  • It has been planned to electrify the 21.1 miles between Crewe and Chester for some time.
  • A lot of the route West of Chester may arouse the wrath of the Nimbies and be politically difficult to electrify, as castles and electrification don’t mix.
  • Llandudno Junction station might be a station, where trains could be charged.
  • Shotton and Chester stations need rebuilding.
  • The line is not short of electric power, because of Electric Mountain and the windfarms along the coast.
  • The route will soon be served by Hitachi Class 805 trains.

I believe the North Wales Coast Line could be one of those routes, which Hitachi’s partial electrification might be ideal.

I also believe that, it could be an extension of High Speed Two from Crewe, which provided a zero-carbon route between London and Ireland.

Conclusion

I can see if the tests perform as expected, that there will be some battery express trains running soon.

 

May 30, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , | Leave a comment

ORR: Open Access Services Given Green Light Between London And Stirling

The title of this post is the same as that of this press release from the Office of Rail and Road.

This is the sub-heading.

The latest access decision by the Office of Rail and Road (ORR) provides more services for rail passengers travelling between London and central Scotland.

These five paragraphs detail the ORR’s decision.

ORR has today (7 March) given the go-ahead for Grand Union Trains, an open access operator, to start a new train service between London and the city of Stirling, from June 2025. ORR’s decision will offer more choice to passengers, bring private sector investment to the railway and increase competition.

Grand Union Trains will introduce four new return services per day between London Euston and Stirling stations. These services will also call at Milton Keynes Central, Nuneaton, Crewe (subject to agreement between Grand Union Trains and Network Rail), Preston, Carlisle, Lockerbie, Motherwell, Whifflet, Greenfaulds and Larbert. Larbert, Greenfaulds and Whifflet will receive their first direct services to London.

ORR found that the proposed services would increase choice for passengers, significantly increasing direct journey opportunities to and from London and central and southern Scotland, while making use of existing capacity on the network.

The new services will be the first run by an open access operator on the West Coast Mainline. Open access operators run services independently of government funding as they do not have a franchise agreement with government.

Following ORR’s decision to approve new Grand Union Trains services between Carmarthen in south Wales and London Paddington in 2022, ORR has now approved open access services on three of Britain’s major routes.

Note.

  1. The Grand Union service appears to be running into London Euston. Earlier plans had it terminating at Queen’s Park station.
  2. Larbert, Greenfaulds and Whifflet will receive their first direct services to London.
  3. London Euston and Stirling is electrified all the way.
  4. The third open access service, that the ORR has approved is the Lumo service between King’s Cross and Edinburgh via the East Coast Main Line.

I have a few thoughts.

Stirling Is An Ideal Place To Explore Central Scotland By Train

In Stirling, I give the reasons, why I spent a couple of days in Stirling, when I wanted to visit several places in Central Scotland.

Note.

  1. Stirling has direct services to Aberdeen, Dundee, Edinburgh, Glasgow, Inverness and Perth.
  2. Aberdeen is one hour and 15 minutes away.
  3. Dundee is just 63 minutes away.
  4. Edinburgh is just 48 minutes away.
  5. Glasgow is just 39 minutes away.
  6. Inverness is two hours and 46 minutes away.

Stirling has about a dozen affordable hotels and guest houses within walking distance of the station, as this map shows.

Stirling would appear to have got Central Scotland covered.

Could The Train Serve Gleneagles?

Gleneagles is about twenty minutes North of Stirling and is served by the Caledonian Sleeper from London.

This Google Map shows the area around Gleneagles station.

Note.

  1. Gleneagles station is at the bottom of the map.
  2. The red arrow indicates the famous Gleneagles hotel.
  3. The pink dots are other hotels.
  4. Airbnb lists several very splendid properties in the varea.

Not everybody, who goes to the Gleneagles area will be exceedingly rich and I could see the Gleneagles area generating substantial business for Grand Union Trains. I suspect the best way to serve Gleneagles would be a zero-emission coach from Stirling.

Along The Motherwell And Cumbernauld Line

Between Motherwell and Stirling, a lot of the route used is on the Motherwell and Cumbernauld Line.

  • The line is fully-electrified.
  • It is only 28.9 miles between Motherwell and Stirling.
  • \cumbernaukd and Motherwell takes 20 minutes.

I do wonder, if extra stops might be worthwhile.

Motherwell Has Good Connections To Edinburgh And Glasgow

As well as Stirling, Motherwell has good connections to both Edinburgh and Glasgow, so some passengers might find their most convenient route involves a change at Motherwell.

Nuneaton And Scotland Would Get A New Service

Nuneaton has been named by Avanti West Coast, as a place that needs more trains, as it connects with the service between Birmingham and Stansted Airport, via Coleshill Parkway, Leicester, Peterborough, March, Ely and Cambridge.

I suspect that, Nuneaton will become an interchange, between East Anglia and, the North West and West Scotland.

Milton Keynes And Scotland Should Get An Improved Service

Consider.

  • It appears that all Avanti West Coast services between Milton Keynes and Scotland, go via Birmingham.
  • I suspect that Grand Union’s route using the Trent Valley Line could be faster with similar trains.
  • Creating a new route between Milton Keynes and Stirling could be a good move, as it gives one-change access to much of Central Scotland.
  • Milton Keynes has good local connections to places like Northampton, Rugby, Tring and Watford Junction.
  • Milton Keynes will be a stop on the new East-West Railway.
  • From many stations, it will be quicker to go via Milton Keynes rather than Euston.

I suspect Milton Keynes could be a nice little earner.

Will Grand Union’s Trains Be Fitted With Digital Signalling?

Consider.

  • At some point in the next ten years the West Coast Main Line will be fitted with digital signalling, to enable trains to run at 140 mph on selected parts of the route.
  • Digital signalling will allow extra services between London Euston and Motherwell.
  • Motherwell and London Euston is 388 miles.

I suspect, that Grand Union’s Trains will need to be fitted with digital signalling, so they can save time on services and possibly add in a few more.

It will add costs, although the faster speed will surely attract passengers.

Will Grand Union’s Trains Be Electric?

There are these train services going between England and Scotland.

  • Avanti West Coast – London Euston to Edinburgh Waverley via Birmingham New Street – 7 tpd – Class 390 – Electric
  • Avanti West Coast – London Euston to Glasgow Central via Birmingham New Street – 5 tpd – Class 390 – Electric
  • Avanti West Coast – London Euston to Glasgow Central via Trent Valley – 1 tph – Class 390 – Electric
  • CrossCountry – Plymouth to Edinburgh Waverley – 1 tph – Class 220/221 – Diesel – Uses diesel all the time
  • LNER – London King’s Cross/Leeds to Aberdeen – 4 tpd – Class 800 – Bi-mode – Uses diesel North of Edinburgh
  • LNER – London King’s Cross to Inverness – 1 tpd – Class 800 – Bi-mode – Uses diesel North of Stirling
  • LNER – London King’s Cross to Edinburgh Waverley – 3p2h – Class 800 – Bi-mode or Class 801 – Electric
  • LNER – London King’s Cross to Glasgow Central – 1 tpd – Class 801 – Electric
  • LNER – London King’s Cross to Stirling – 1 tpd – Class 801 – Electric
  • Lumo – London King’s Cross to Edinburgh – 5 tpd – Class 803 – Electric
  • TransPennine Express – Newcastle to Edinburgh Waverley – 7 tpd – Class 802 – Bi-mode
  • TransPennine Express – Liverpool Lime Street to Glasgow Central – 2 tpd – Class 397 – Electric
  • TransPennine Express – Manchester Airport to Edinburgh Waverly – 1 tp2h – Class 397 – Electric
  • TransPennine Express – Manchester Airport to Glasgow Central – 1 tp2h – Class 397 – Electric

Note.

  1. tpd is trains per day.
  2. tph is trains per hour.
  3. tp2h is trains per two hours.
  4. LNER services to Glasgow and Stirling are likely to be dropped.
  5. Some Lumo services are likely to be extended from Edinburgh to Glasgow.
  6. Many services South from Stirling to Edinburgh Waverley and Glasgow Queen Street are electric.

The current two tpd direct trains to Stirling are electric and if you change at Edinburgh Waverley or Glasgow, it is likely to be an all-electric service.

For marketing reasons, I would recommend, that Grand Union Trains ran electric trains between London Euston and Stirling, as they are competing against an all-electric service.

Although to meet service dates it might be necessary to run something like a diesel Class 222 train to get the service started.

What Trains Will Grand Union Use?

The Wikipedia entry for Grand Union Trains, says this for their London Euston and Stirling service.

In 2023 Grand Union revised its proposal changing its planned rolling stock to Class 22x units, at the same time the start date for this service was changed to June 2025.

I would suspect they will put in the order for new electric trains fairly sharpish.

The new trains could be.

  • A variant of Hitachi’s Class 800 trains.
  • A variant of CAF’s Class 397 trains.

Would they have an emergency battery un case of overhead line failure?

How Long Will A Service Take?

The service can be divided into two sections.

  • London Euston and Motherwell – 388 miles.
  • Motherwell and Stirling – 28.9 miles.

Note.

  1. The 08:30 train from Euston to Motherwell takes 4 hours and 17 minutes with six stops via Nuneaton.
  2. The Grand Union Trains service will also have six stops and go via Nuneaton.

I would expect with today’s signalling and electric trains, that Euston and Motherwell would take a maximum of 4 hours and 17 minutes.

  • The twenty minute time to Cumbernauld could be added.
  • The twenty-five minute time between Cumbernauld and Stirling could be added.

It looks the time would be just over five hours.

I doubt there would be much scope for increasing speed North of Motherwell, but could there be savings made to the South of Motherwell?

Consider.

  • London Euston and Motherwell is 388 miles.
  • Four hours and 17 minutes is 257 minutes.
  • Motherwell is on the main London Euston and Glasgow Central route.

This is an average speed between London Euston and Motherwell of 90.6 mph.

By comparison.

  • London King’s Cross and Edinburgh is 392.6 miles.
  • Journeys can take four hours and 20 minutes or 260 minutes.

This is an average speed between London King’s Cross and Edinburgh of 90.6 mph.

In the next decade, there will be improvements on both the East and West Coast Main Lines.

  • King’s Cross and Edinburgh is currently being digitally signalled.
  • London Euston and Glasgow Central is likely to be an early priority for digital signalling after London King’s Cross and Edinburgh is completed.
  • When High Speed Two opens to Birmingham and Lichfield, High Speed Two trains between London Euston and Glasgow Central will use the West Coast Main Line to the North of Lichfield.
  • I wouldn’t be surprised to see some track realignment and modifications to improve speeds on the West Coast Main Line to the North of Lichfield.

I can build a table of times between London Euston and Motherwell against average speed.

  • 90 mph – 4 hours 19 minutes
  • 100 mph – 3 hours 53 minutes
  • 110 mph – 3 hours 32 minutes
  • 120 mph – 3 hours 14 minutes
  • 125 mph – 3 hours 6 minutes
  • 130 mph – 2 hours 59 minutes

Note.

  1. Adding 15 minutes gives a London Euston and Glasgow Central time.
  2. Adding 45 minutes gives a London Euston and Stirling time.
  3. Averaging 120 mph would give London Euston and Glasgow Central or Stirling times of under four hours.

It strikes me, that to improve Anglo-Scottish relations and to make rail a better alternative to flying, a priority for all West Coast services is to improve the West Coast Main Line and install digital signalling, so that a 120 mph average is possible between London Euston and Motherwell.

What Difference Will High Speed Two Make?

High Speed Two is claiming it will knock thirty minutes off times between London Euston and Glasgow Central, when it opens to Birmingham and Lichfield.

But Grand Union Trains are not expected to use the new line between London Euston and Lichfield, as High Speed Two will, as it will make calling at Milton Keynes and Nuneaton impossible, as they are bypassed by High Speed Two.

Conclusion

This train service is going to be good for Milton Keynes, Nuneaton and Stirling and all the towns in Central Scotland.

But they must make full use of the available electrification.

 

 

March 11, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 3 Comments

How Many Direct Trains Should There Be Between London Paddington And Newquay?

The Mid-Cornwall Metro will see the following improvements on the Atlantic Coast Line between Newquay and Par stations.

  • A second platform built at Newquay station.
  • There will be a passing loop across Treegoss Moor.
  • There will be a step-free bridge at Par station.

This will allow the current service on the line to be increased from two-hourly to hourly.

FirstGroup’s services in the UK, include several services, where a service is extended to a terminus away from the main line.

  • Avanti West Coast – two trains per day (tpd) to Blackpool
  • Great Western Railway – six tpd to Carmarthen
  • Hull Trains – five tpd to Hull.
  • Hull Trains – two tpd to Beverley.
  • Hull Trains (proposed) – two tpd to Worksop and Sheffield.

Given that there will only be an hourly local service on the Atlantic Coast Line, I suspect that FirstGroup will be able to run up to six tpd to Newquay to satisfy the traffic needs of the London and Newquay service.

How Will Great Western Railway Run A Service To Newquay?

Last weekend, when I went to Ebbw Vale, I wrote My Train To Wales Today Divided At Swansea.

My train, that day was a ten-car train formed of a pair of Class 800 trains.

  • The front train was signed as going to Swansea.
  • The rear train was signed as going to Carmarthen.
  • At Swansea the trains split into two.
  • The front train finished its journey.
  • The rear train reversed out and continued to Carmarthen.

Returning to London Paddington, trains join at Swansea.

Will Great Western Railway use a similar operation with Newquay services.

The train would be a ten-car train formed of a pair of Class 802 trains.

  • One train would be going to Plymouth and the other train to Newquay.
  • At Plymouth the trains split into two.
  • One train finishes its journey at Plymouth.
  • The other train continues to Newquay.

As Bodmin General station, has a second platform, that was recently built with financial help from Great Western Railway, could this be another destination served by splitting a train at Plymouth?

I discuss the implications of the second platform at Bodmin General station in Beeching Reversal – Increased Service Provision Bodmin General-Bodmin Parkway

How Long Would A Round Trip Take Between Plymouth And Newquay?

Current timings are as follows.

  • Plymouth to Par – 34.7 miles – 50 minutes
  • Par to Newquay – 20.8 miles – 51 minutes
  • Turnround at Newquay – 5 minutes
  • Newquay to Par – 20.8 miles – 51 minutes
  • Par to Plymouth – 34.7 miles – 50 minutes

Note.

  1. Times are from Class 802 trains between Par to Plymouth.
  2. Times are for Class 150 trains between Par and Newquay.

Total time is 207 minutes or three hours and twenty-seven minutes.

 

February 11, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , | Leave a comment

My Train To Wales Today Divided At Swansea

According to the Wikipedia entry for Great Western Railway, seven of their hourly services to Swansea now continue to Carmarthen station.

  • My train was such a train, although I got off at Newport station.
  • The service was formed of two five-car Class 800 trains; 800026 and 800027.
  • I would assume that at Swansea, the trains will have split and the rear train will reverse and continue to Carmarthen.
  • The lead train would stay in Swansea.
  • I have traced the Carmarthen train on Real Time Trains and it clearly shows that the train picked up another train at Swansea as it came back to London.

All the trains involved in the splitting and joining were Class 800 trains.

The splitting and joining at Swansea means the following.

  • There is a ten-car train between London and Swansea, which will give maximum capacity to and from the rugby at Cardiff.
  • There is a five-car train between Swansea and Carmarthen, which doesn’t need the capacity of a ten-car train.

This is probably a more efficient use of trains and it maximises capacity to and from Cardiff, in both directions.

Is this splitting and joining at Swansea, the first regular use of the technique in service with Class 800 trains?

This YouTube video shows the station displays at Reding, when a Swansea/Carmarthen pair go through.

February 3, 2024 Posted by | Transport/Travel | , , , , , , , | 1 Comment

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