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.
- The Class 222 trains will run the Euston and Stirling service until the future Hitachi trains are delivered in 2028.
- The Class 222 trains will run the Cardiff and York service from 2028.
- The Class 222 trains have a maximum speed of 125 mph
- Avanti West Coast’s Class 390 trains have a maximum speed of 125 mph.
- Avanti West Coast’s Class 805 trains have a maximum speed of 125 mph on electrification.
- Avanti West Coast’s Class 807 trains have a maximum speed of 125 mph.
- Grand Central Trains’s future Hitachi trains have a maximum speed of 125 mph.
- Hull Trains’s Class 802 trains have a maximum speed of 125 mph.
- Lumo’s current Class 803 trains have a maximum speed of 125 mph.
- LNER’s current Class 800 and 801 trains have a maximum speed of 125 mph.
- LNER’s current InterCity 225 trains have a maximum speed of 125 mph.
- LNER’s future Class 897 trains have a maximum speed of 125 mph.
- 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.
- 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.
- The battery-electric trains could be useful during engineering works or other disruptions.
- The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
- 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.
- The battery-electric trains could be useful during engineering works or other disruptions.
- The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
- 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.
- Only minimal details are given of the route.
- The TransPennine Upgrade will create a new electrified route across the Pennines between York and Huddersfield via Church Fenton, Leeds and Dewsbury.
- The Penistone Line is being upgraded, so that it will handle two trains per hour.
- In the 1980s, the Penistone Line took InterCity 125s to Barnsley.
- 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.
Could London And Central Scotland Air Passengers Be Persuaded To Use The Trains?
How Many Passengers Fly Between London And Edinburgh?
Wikipedia gives these figures for 2024 for passengers from Edinburgh to London
- London City – 334,873
- London Gatwick – 476,152
- London Heathrow – 1,148,634
- London Luton – 338, 729
- London Stansted – 693,953
This gives a total of 2,992,341.
As Wikipedia doesn’t give complete figures for from London to Edinburgh, for the purpose of this analysis, I’ll assume they are the same.
How Many Passengers Fly Between London And Glasgow?
Wikipedia gives these figures for 2024 for passengers from Glasgow to London
- London City – 208,405
- London Gatwick – 456,002
- London Heathrow – 954,027
- London Luton – 255,095
- London Stansted – 225,110
This gives a total of 2,098,639.
As Wikipedia doesn’t give complete figures for from London to Glasgow, for the purpose of this analysis, I’ll assume they are the same.
How Many Passengers Fly Between London And Scotland’s Central Belt?
Adding the two figures gives 5,090,980. in both directions.
Which is an average of 97,903 per week or 13,948 per day.
How Many Train Seats Run Between London And Scotland’s Central Belt?
These figures are for Friday the 1st of August.
- Aventi West Coast – London Euston and Glasgow Central – 5 x 9-car Class 390 train – 2,345 seats
- Aventi West Coast – London Euston and Glasgow Central – 16 x 11-car Class 390 train – 6,677 seats
- LNER – London King’s Cross and Edinburgh – 26 x 9-car Class 801 train – 15,886 seats
- Lumo – London King’s Cross and Edinburgh – 5 x 5-car Class 803 train – 2,010 seats
Note.
- All services are all-electric.
- All services are fairly new or have recently been refurbished,
This gives a total of 26,918 train seats.
Adding Lumo’s Service To Glasgow
In Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow, I suggested that the Glasgow service would be run as follows from December 2025.
- Two existing Lumo services will leave London as pairs of five-car trains.
- The pairs will split at Edinburgh.
- The leading train will go on to Glasgow Queen Street calling at Edinburgh Haymarket and Falkirk High stations.
- The trailing train will return to London King’s Cross.
- At the end of the day, the two trains in Glasgow will do a fast run back to London King’s Cross as a pair of 5-car trains.
This will add 804 seats per day between London and Glasgow Queen Street in both directions.
The daily total would now total 27,722 train seats, which compares with a daily average of 13,948 passengers per day, who travel by air.
Adding Lumo’s Service To Stirling
In Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026, I talk about Lumo’s new service to Stirling.
- There will be five trains per day (tpd) in each direction.
- Lumo’s new route will 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.
- The service will use 6-car Class 222 trains, which in the linked post, I estimate will have a similar one-class capacity to the Class 803 trains between London King’s Cross and Edinburgh.
- If the capacity of the two train types is similar, this should give operational advantages and allow some more Class 803 trains to run the Euston and Stirling route.
This second Scottish route will add 2010 train seats per day between London Euston and Stirling in both directions.
The daily total would now total 29,732 train seats, which compares with a daily average of 13,948 passengers per day, who travel by air.
Could More Capacity Be Added Between London And Scotland’s Central Belt?
I believe some of the Lumo services between London King’s Cross and Edinburgh could be doubled up to a pair of trains.
There would have to be no platform length issues at London King’s Cross, Stevenage, Newcastle and Morpeth stations.
If three trains could be doubled up, that would add 1,206 train seats per day between London and Edinburgh in both directions.
The daily total would now total 30,938 train seats, which compares with a daily average of 13,948 passengers per day, who travel by air.
I also suspect, that some of the Stirling services could be doubled up.
Connectivity Of England’s Northern Airports To London And Central Scotland
Birmingham Airport
Consider.
- There are easyJet flights to Edinburgh and Glasgow
- There are 1.5 trains per hour (tph) between Birmingham New Street and Edinburgh.
- There are 6 tpd between Birmingham New Street and Glasgow.
You would make your choice and pay the money.
East Midlands Airport
There are no flights or trains to Edinburgh and Glasgow.
Leeds Airport
Consider.
- There are no flights to Edinburgh or Glasgow.
- There is one tph between Leeds and Edinburgh
- There is one tpd between Leeds and Glasgow
Could Leeds and Glasgow get better connectivity?
Liverpool Airport
Consider.
- There are no flights to Edinburgh or Glasgow.
- There is one tph between Liverpool Lime Street and Edinburgh
- There is three tpd between Liverpool Lime Street and Glasgow
The Liverpool area is well connected to Crewe, Warrington Bank Quay, Wigan North Western and Preston stations on the West Coast Main Line for alternative services to Glasgow.
Manchester Airport
Consider.
- There are no flights to Edinburgh or Glasgow.
- There is one tph between Manchester Airport and Scotland via Manchester Piccadilly and Manchester Oxford Road, which alternates between Edinburgh and Glasgow.
The Manchester area is well connected to Crewe, Warrington Bank Quay, Wigan North Western and Preston stations on the West Coast Main Line for alternative services to Glasgow.
Omio gives this summary of flights between Heathrow and Manchester airports.
Flights from Manchester Airport to London Heathrow Airport depart on average 8 times per day, taking around 1h 6m. Cheap flight tickets for this journey start at £63 but you can travel from only £16 by coach.
Wrightbus and others will be producing mouse-quiet hydrogen-powered coaches in a couple of years. I suspect these will give short flights a good kicking.
Newcastle Airport
Consider.
- There are no flights to Edinburgh or Glasgow.
- There is three tph between Newcastle and Edinburgh with an additional 5 tpd from Lumo.
- There is two tpd between Newcastle and Glasgow.
- There is one tpd between Newcastle and Stirling.
- From December 2025, Lumo will add two tpd from Newcastle to Glasgow and one tpd from Glasgow to Newcastle.
- In Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow, I stated that I believe that Lumo’s Glasgow to Newcastle service will be a late evening ten-car train, so travellers can have a long day in Glasgow, Edinburgh and Newcastle and still return to London.
Lumo would appear to fill in the gap between Newcastle and Glasgow.
Google AI gives this summary of flights between Heathrow and Newcastle airports.
There are usually 5-6 direct flights per day between Newcastle and Heathrow airports. These flights are operated by British Airways. The average flight time is around 1 hour and 10 minutes.
Note.
- In 2024, 497, 469 passengers flew between between Heathrow and Newcastle airports, which is an average of 681 passengers in each direction every day.
- This was an increase of 13.6 % on 2023.
- From December Lumo will be running extra London King’s Cross and Newcastle services, with each train having 402 seats.
- The improvements in rail services in and around Newcastle in recent months, will surely bring more passengers to use trains from Newcastle station.
- Will Lumo also target adverts at airline passengers?
London and Newcastle could be another route for mouse-quiet hydrogen-powered coaches.
Conclusion
These numbers summarise my calculations.
- Currently an average of 13,948 passengers per day fly between London and Central Scotland.
- Currently, there are 26,918 train seats available per day between London and Central Scotland.
- In December 2025, Lumo will add another 804 low-cost train seats between London King’s Cross and Glasgow Queen Street.
- In Spring 2026, Lumo will add 2010 low-cost train seats between London Euston and Stirling.
- From Spring 2026, there will be 29,732 train seats available per day between London and Central Scotland.
- This represents a 10 % increase of seats on the trains between London and Central Scotland.
How many passengers, who normally fly, will switch to using the train?
- Lumo may only offer one class, but you get a trolley and can order food from M & S and others to be delivered to your seat.
- Both LNER and Lumo accept dogs. I don’t know about Avanti.
- All services will be all-electric, when Lumo gets its new electric trains for Stirling, in a few years.
- It looks to me like Lumo could be offering a late train back to London from Edinburgh and Glasgow.
- Digital signalling on the East Coast Main Line should speed up services.
If Lumo to Glasgow and Stirling works out, it could also cut the total carbon footprint of travel between London and Central Scotland.
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.
- The red tracks are the electrified platforms in King’s Cross.
- The two pink tracks are the Piccadilly Line underneath the station.
- Platform 0 is on the right and Platform 10 is on the left.
- 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.
- It would appear that nine- and ten-car trains can use all platforms 0-8 in the main station.
- 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.
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.
- This service will be run under the Lumo brand.
- Battery-electric trains will be used.
- Stops will include Manchester Victoria, Eccles, Newton-le-Willows and Warrington Bank Quay.
- 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.
- Doncaster is in the North-West corner of the map.
- Peterborough is in the South-East corner of the map.
- The red line connecting them is the East Coast Main Line.
- 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.
- Electrify a section through Lincoln, so that Lincoln is within 70 kilometres of the electrification at both Werrington and Black Carr junctions.
- Fit bigger batteries to the trains.
A combination of both solutions might be possible.
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.
- The second method would not require any new infrastructure at Beverley or Hull.
- All batteries would be identical 100 km batteries.
- 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.
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.
- The Grand Union service appears to be running into London Euston. Earlier plans had it terminating at Queen’s Park station.
- Larbert, Greenfaulds and Whifflet will receive their first direct services to London.
- London Euston and Stirling is electrified all the way.
- 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.
- Stirling has direct services to Aberdeen, Dundee, Edinburgh, Glasgow, Inverness and Perth.
- Aberdeen is one hour and 15 minutes away.
- Dundee is just 63 minutes away.
- Edinburgh is just 48 minutes away.
- Glasgow is just 39 minutes away.
- 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.
- Gleneagles station is at the bottom of the map.
- The red arrow indicates the famous Gleneagles hotel.
- The pink dots are other hotels.
- 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.
- tpd is trains per day.
- tph is trains per hour.
- tp2h is trains per two hours.
- LNER services to Glasgow and Stirling are likely to be dropped.
- Some Lumo services are likely to be extended from Edinburgh to Glasgow.
- 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.
- The 08:30 train from Euston to Motherwell takes 4 hours and 17 minutes with six stops via Nuneaton.
- 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.
- Adding 15 minutes gives a London Euston and Glasgow Central time.
- Adding 45 minutes gives a London Euston and Stirling time.
- 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.
New £24m Platform To Boost City Train Services
The title of this post is the same as that of this article on the BBC.
These are the first three paragraphs.
Bradford’s Forster Square station is to get a new £24m platform to boost rail services in the city.
Rail Minister Huw Merriman said the government-funded scheme would futureproof the station for generations to come.
It could lead to five more trains to London each day, the Department for Transport said.
There are positive comments from Bradford Council leader Susan Hinchcliffe and LNER.
These are my thoughts.
Where Will The New Platform Be Built?
This OpenRailway Map sows the layout of the current three platforms at Bradford Forster Square station.
The Wikipedia entry for Bradford Forster Square station, says this about platform usage.
During off-peak hours most trains use platforms 1 (for Skipton) and 2 (Leeds and Ilkley) – platform 3 is mainly used during weekday peak periods and in the evening, though a spare set is usually stabled here between 09.00 and 16.00 each weekday.
This picture was taken on the only time I visited the station in 2017.
Note.
- The middle platform is numbered 2b.
- As Bradford Forster Square station is a terminal station, I must have taken this picture from the Southern end of the station.
- From Network Rail’s plan of the station, it looks like Platform 1 is on the right or East and Platform 3 is on the left or West.
This page on the EnglandRover web site confirms that Platform 3 is the Western platform.
This article on the Bradford Argus is entitled Work On New Platform To Begin In Spring After £24m Boost.
This is a paragraph.
The extra platform will be built at the side of the station closest to Forster Square Retail Park. It means the station will expand outwards by a few metres, and the platform construction will require Network Rail to purchase a strip of land from retail park owners British Land.
This Google Map shows where the platform will be placed.
Note.
- The Forster Square Retail Park is in the North-East corner of the map.
- The glazed roof covers Platforms 1 and 2.
- There are trains in Platforms 1 and 3.
- Fitting in the new platform could be a bit tight.
Will the platforms be renumbered or will the new platform be called Platform 0?
Project Management Considerations
Consider.
- Bradford will be the UK City of Culture in 2025.
- British Land will want to have minimal disruption to the operation of their retail park.
For these reasons, all parties will want an early completion.
But as the site should have good access through the retail park, I could envisage that an early completion can be delivered by good project management.
How Many Platforms Will LNER Need?
Consider on the 1st of February 2024, four LNER trains visited the station.
- All trains were Class 801 trains.
- One train was a nine-car train and the others were a pair of five-car trains.
- Two trains used each of Platforms 1 and 2.
- LNER are planning to add five more trains per day (tpd), which will be a total of fourteen movements per day.
I suspect under normal operation, LNER could manage with one platform, as LNER’s movements are less than one per hour.
Conclusion
This new platform seems to be a good plan, that adds much-needed capacity for the short term and provides capacity for more services in the future.
New LNER Fleet To Have Joint Line Capability
The title of this post, is the same as that of an article in the January 2024 edition of Modern Railways.
This is the text of the article.
LNER’s new fleet of CAF tri-mode trains, for which an order was confirmed in November, has been specified with the capability to operate via the Joint Line via Spalding and Lincoln in case of closures on the East Coast Main Line between Peterborough and Doncaster.
CAF will supply 10×10-car trains with overhead electric, battery and diesel capability, financed by Porterbrook. The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries. The configuration of diesel engines and batteries within the sets has yet to be decided.
LNER frequently uses the Joint Line as a diversionary route, both during planned engineering work and at times of disruption, but only its bi-mode Azumas are currently able to traverse it under their own power (electric sets have been hauled by a diesel locomotive, but this is now a very rare occurrence). The new CAF fleet will replace the InterCity 225 electric fleet, and the self-power capability will provide valuable resilience to LNER to divert via non-electrified routes.
While the ‘225s’ are currently confined to services between King’s Cross and Leeds/York, if the enhanced December 2024 timetable goes ahead as currently planned (see story above) they will operate north of York once again on some of the hourly services which will terminate at Newcastle. However, LNER is having to limit the use of the sets before the Class 91 locomotives and Mk 4 coaches come due for major overhauls: the decision to retain 12 locos and eight rakes of coaches was based on the intended timescale for replacing the fleet at the time, but confirming the order for the new CAF tri-modes has taken longer than anticipated, largely due to delays in receiving Government approval to place the order.
This article has got me thinking.
The InterCity225 Trains Need Replacing Urgently
The Modern Railways article states that the need to replace the InterCity 225s is getting urgent, as more than the Azumas will be needed for the December 2024 timetable and the InterCity 225s are getting to the end of their economic life.
As LNER have been doing reasonably well lately, a cock-up caused by lack of trains at Christmas 2024 would be the last thing they need.
Currently, LNER have enough Mark 4 coaches for eight trains, so ordering ten new CAF tri-mode trains will allow for a small amount of extra services.
The CAF tri-mode trains were only ordered in November 2023, so getting them delivered for December 2024 would be tight.
As I write this on the 31st December 2023, trains from King’s Cross to Leeds included.
- 5 x InterCity225
- 5 x 10-car Azuma
- 7 x 9-car Azuma
- 2 x 5-car Azuma
So there were InterCity 225s running on that day.
A Few Distances Around Lincolnshire
I believe that because of offshore wind, interconnectors and other renewable energy developments, that Lincolnshire will become an energy powerhouse, supporting the East Midlands and also exporting electricity and hydrogen to Europe through pipelines and interconnectors.
Because of this and other developments, I believe that rail passenger traffic to and around the county will increase significantly.
These are a few selected distances.
- Doncaster and Cleethorpes – 52.1 miles
- Grantham and Skegness – 58.2 miles
- Lincoln and Doncaster – 36.8 miles
- Lincoln and Newark – 16.8 miles
- Lincoln and Peterborough – 54.8 miles
- Lincoln and Cleethorpes – 47.2 miles
Note.
- This means that the length of the Joint Line, which between Werrington Junction and where it rejoins the East Coast Main Line to the South of Doncaster is no more than ninety miles. This ninety mile distance was assumed in the Modern Railways article.
- Peterborough and Cleethorpes via Lincoln is ninety-two miles.
- I estimate that around four miles could be easily electrified at Werrington, which would reduce these two distances by four miles.
- Newark and Cleethorpes via Lincoln is sixty-four miles.
It looks like if a battery-electric train had a range of 92 miles and there was charging at Cleethorpes and Skegness, Lincolnshire could have a first class zero-carbon rail service.
CAF Tri-Mode Trains And The Joint Line
This is the first sentence in the Modern Railways article.
LNER’s new fleet of CAF tri-mode trains, for which an order was confirmed in November, has been specified with the capability to operate via the Joint Line via Spalding and Lincoln in case of closures on the East Coast Main Line between Peterborough and Doncaster.
Note.
- The Modern Railways article states the Joint Line is approximately 90 miles.
- As I stated earlier with some strategically placed electrification at Werrington and South of Doncaster, this distance without electrification can probably be shortened by a few miles.
It looks like any service run by a CAF tri-mode train will be able to use the Joint Line.
Hitachi Class 801 Trains And The Joint Line
Unless the Joint Line is electrified or the all-electric Class 801 trains are fitted with batteries of a sufficient size the Class 801 trains will not be able to use the Joint Line.
Hitachi Class 800/802 Trains And The Joint Line
If currently, the Class 800/802 trains can handle the Joint Line on their diesel engines, they can continue to do this.
Hitachi Class 803 Trains And The Joint Line
Unless the Joint Line is electrified or Class 803 trains are fitted with batteries of a sufficient size the Class 803 trains will not be able to use the Joint Line.
Hitachi Class 80x Trains With Batteries And The Joint Line
Note that Lumo’s Class 803 trains are already fitted with an emergency battery for hotel power. So Hitachi must have information on how their batteries perform in service.
This press release from Hitachi, which is entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20% announced the start of Hitachi’s battery-electric program in December 2020.
This is a paragraph.
The projected improvements in battery technology – particularly in power output and charge – create opportunities to replace incrementally more diesel engines on long distance trains. With the ambition to create a fully electric-battery intercity train – that can travel the full journey between London and Penzance – by the late 2040s, in line with the UK’s 2050 net zero emissions target.
Hitachi have now published this page on their web site, which is entitled Intercity Battery Trains.
The page has this sub-heading.
Accelerate the decarbonisation of intercity rail with batteries
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 appears to be a masterful application of an old electrical or software engineer’s trick.
In the 1960s, I spent time in two summer holidays building transistorised control systems in a rolling mills to replace obsolete control systems that used thermionic valves and relays.
Are Hitachi just replacing a diesel power pack with a battery pack, that has the same power and control functionality?
In The Data Sheet For Hitachi Battery Electric Trains, I looked at Hitachi’s published data sheet, which has these bullet points.
- 750kW peak power
- Weight neutral
- At least 20% lower CO2 emissions
- 70km on non-electrified routes
- 20% reduction in whole life maintenance costs
- Up to 30% fuel cost savings
- Zero emissions in and out of stations
- Charge on the move
- 10 year life span
Note.
- 750 kW peak power, is around the power of the diesel-engine, that will be replaced.
- I wouldn’t be surprised that powerwise, the battery pack looks like a diesel engine.
- Weight neutral means that acceleration and performance will be unchanged. I suspect this means that current timetables can be achieved.
- Batteries are easier to maintain than diesels.
- It is stated that a train can be fully-decarbonised.
I have a feeling these trains are no ordinary battery-electric trains.
This paragraph, that I quoted earlier gives details on battery range.
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.
If one battery can give seventy kilometres or 43.5 miles, what distances would be possible in the various Hitachi Class 80x trains on the UK rail network?
- Five-car Class 800 – Three diesel engines
- Nine-car Class 800 – Five diesel engines
- Five-car Class 801 – One diesel engine
- Nine-car Class 801 – One diesel engine
- Five-car Class 802 – Three diesel engines
- Nine-car Class 802 – Five diesel engines
- Five-car Class 803 – One battery
- Five-car Class 805 – Three diesel engines
- Seven-car Class 807 – No diesel engine or battery
- Five-car Class 810 – Four diesel engines
Note.
- The Class 801 trains have one diesel engine for emergency use.
- The Class 803 trains have one battery for emergency use.
- The Class 807 trains appear to be built for top speed and acceleration and have no unnecessary weight.
In The Data Sheet For Hitachi Battery Electric Trains, I came to the conclusion, that if all diesel engine packs are be replaced by batteries, the train has a range of around 117-121 miles.
If my calculation is correct, I believe that Hitachi battery-electric trains will be capable of using the Joint Line, if all diesel engines are replaced by battery packs.
Surely, if a number of Hitachi trains could use the Joint Line in addition to the ten CAF tri-mode trains, this would minimise disruption to passengers and increase revenue on days, when the East Coast Main Line was closed for engineering works or an incident.
Will The Hitachi Class 80x Trains With Batteries Or The CAF Tri-Mode Trains Have The Longer Range Without Electrification?
Consider.
- Cleethorpes could be the problem, as it is 64 miles from Newark and 92 miles from Peterborough and a round trip without charging at Cleethorpes for a battery-electric might be a trip to far.
- But a tri-mode train like that from CAF with an on-board diesel, should have the range.
- More range for a tri-mode train, just needs bigger fuel tanks.
- I also suspect Cleethorpes has the equipment to refuel a diesel train, as all services to the station are diesel powered.
The article also says this.
The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries.
Could it be that some of LNER’s routes like Aberdeen, Cleethorpes and Inverness have longer running without electrification, than Hitachi’s trains with batteries can achieve. Perhaps, this is why they lost the order?
Pairs Of Hitachi Class 80x Trains With Batteries And The Joint Line
I suspect if one five-car train with batteries can handle the Joint Line, then a pair could also handle it, if the train’s control system allowed it.
Will The Joint Line Be Slower Than The East Coast Main Line?
Consider.
- The Joint Line is not the slowest line in the country and large sections of the route, have a top speed of 60 mph or higher.
- It is surprisingly straight.
- There are some slower sections, through Lincoln and Sleaford.
- The average speed between Peterborough and Lincoln of local trains is about 50 mph.
- The average speed between Doncaster and Lincoln of local trains is about 48 mph.
I suspect that the expresses, should be able to achieve 60 mph between Peterborough and Doncaster, with a small amount of track improvement.
This would mean the following times between Doncaster and Peterborough.
- Via the Joint Line – 90 minutes
- Via East Coast Main Line – 50 minutes
It looks like forty minutes will be added to journey times.
Would There Be Any Point In Running Some Services Via The Joint Line?
Consider.
- Lincoln has one train per two hours (tp2h) to and from King’s Cross.
- A King’s Cross and Doncaster service could use the Joint Line and call at Peterborough, Spalding, Sleaford, Lincoln Central, Gainsborough Lea Road and Doncaster.
- If it terminated at Harrogate, Leeds or York, it could ease congestion on the East Coast Main Line between Peterborough and Doncaster.
- Lincoln is making a name for itself as a University town.
- Lincolnshire is getting more important with respect to renewable energy and innovative food production.
- The frequency would be at least one tp2h.
- If needed, Lincoln Central could be electrified to charge passing trains.
- The service could also go via Cambridge to provide East Anglia and its technological powerhouse with better connections to and from the North.
It would all depend on where extra rail services are needed.
Could Cleethorpes And Grimsby Town Have A Service From King’s Cross?
In Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, I discuss how in June 2023, LNER ran a test train to Cleethorpes and Grimsby Town.
- With all the energy development going on in North-East Lincolnshire, I suspect that a service between King’s Cross and Cleethorpes via Lincoln, Market Rasen, Barnetby and Grimsby Town could be viable.
- I suspect that the energy developments could find recruitment difficult and say a one tp2h service to Peterborough might ease the problem.
- Whether it ran to Lincoln via Newark and the East Coast Main Line or via Spalding and Sleaford would be down to predicted traffic.
- The distance via Newark would be 64 miles or 128 miles return.
- The distance via Peterborough would be 92 miles or 184 miles return.
- These distances would probably mean that a battery-electric train would need charging at Cleethorpes.
So would it be better if the Cleethorpes trains were to be run by CAF tri-mode trains.
Could Cleethorpes Services Be Paired With The York Service?
The current King’s Cross and Lincoln service uses the same path as a York service.
- Both services leave King’s Cross at six minutes past the hour.
- York trains leave at odd hours.
- Lincoln trains leave at even hours.
If the York service used the Joint Line and the Lincoln service were to be extended to Cleethorpes, Lincoln would receive an hourly service.
- One service could go via Newark and the other via Peterborough, Spalding and Sleaford.
- A path on the East Coast Main Line would be saved.
- The service to York could go via Leeds.
- The York service could be extended to Middlesbrough, Scarborough or Sunderland.
- I suspect that timings to Cleethorpes and York could be a similar six-hour round trip.
- CAF tri-mode trains would be needed for the Cleethorpes services.
- Either train type could work the York services.
There are various possibilities to improve the train service been London and Lincolnshire.
What Will Be The Maximum Range Of The CAF Tri-Mode Trains?
When determining this, LNER would probably have taken into account all current and every possible service, that they might run in the future, which was not fully electrified.
These would include.
- London King’s Cross and Aberdeen – 91.4 miles
- London King’s Cross and Bradford Interchange via Shaftholme junction – 47.8 miles
- London King’s Cross and Cleethorpes via Newark and Lincoln – 64 miles
- London King’s Cross and Cleethorpes via Peterborough, Spalding and Lincoln – 92 miles
- London King’s Cross and Harrogate via Leeds – 18.3 miles
- London King’s Cross and Inverness– 151.1 miles
- London King’s Cross and Hull via Temple Hirst junction – 36.1 miles
- London King’s Cross and Lincoln – 16.8 miles
- London King’s Cross and Middlesbrough via Northallerton – 20.3 miles
- London King’s Cross and Scarborough via York – 42.1 miles
- London King’s Cross and Sunderland via Northallerton – 47.4 miles
They would also have taken in possible diversion routes.
- London King’s Cross and Carlisle via Leeds – 86.8 miles
- London and Edinburgh – 400 miles
- London King’s Cross and Newcastle via Northallerton and Durham Coast Line – 59.6 miles
Note.
- The distance is the length without electrification.
- London King’s Cross and Carlisle is a possible diversion route, if between Leeds and Edinburgh is blocked.
- A London King’s Cross and Edinburgh capability might be needed, if there was something like a serious weather problem, bringing down the overhead wires.
- London King’s Cross and Newcastle via Northallerton and Durham Coast Line is a possible diversion route, if between Northallerton and Newcastle is blocked.
LNER’s longest route without electrification is to Inverness and it is 151.1 miles between Stirling and Inverness.
London King’s Cross and Cleethorpes via Peterborough, Spalding and Lincoln could be longer, if it were to be run as a return trip of 184 miles.
LNER will probably have specified the range they need on the longest route they run or might run in the future, as there is no point in buying a fleet of trains and then finding that they can’t handle all your routes. They would also include all possible emergency routes, just as they’ve already included the Joint Line.
Out of curiosity I asked Professor Google how far a diesel train could run on a full tank of diesel and got this answer.
According to the traction manual for 158/159 stock each coach has a 400 gallon tank or 1818 Ltr. £2500 at the filling station.
The manual also says that that is enough fuel to travel Waterloo to Exeter and back twice over. Which is 688 miles exactly. Guess there is spare in there for shunting and idling at terminus. Still an mpg of 1.7.
It looks to me, that if a humble Class 158/159 train has a range of nearly 700 miles, then LNER can probably have virtually any distance they want for their new trains.
These journeys will probably all be possible.
- Between London King’s Cross and Edinburgh – 400 miles
- A round trip between Stirling and Inverness – 302.2 miles
- A round trip between Peterborough and Cleethorpes – 184 miles
Professor Google also gives the diesel range of a Class 800 train as 650 miles.
Conclusion
It looks to me, that LNER, Lumo and FirstGroup have a serious plan to decarbonise their network.
All services, that can be decarbonised by replacing diesel generator units, with electrical battery packs.
LNER’s longer routes will use the new CAF trains.
These will be fully decarbonised at a later date.
Northumberland Council To Campaign For Better Rural Train Services
The title of this post is the same as that of this article on Rail Advent.
These are the first three paragraphs.
In response to the reduction in the number of trains serving Morpeth and Berwick in the new East Coast Main Line timetable, Northumberland County Council has pledged to continue campaigning hard for improved rail services for communities along the line and beyond.
Councillor Glen Sanderson said the new timetable “Sacrifices the North east’s rail connectivity in order to improve it for the rest of the country.”
The new timetable was due to be introduced last May 2023, but was deferred after the North East Joint Transport Committee said that it was wholly unacceptable. However, the new timetable shows very little improvement from the original. Although more frequent trains will operate between London and Edinburgh, not all of them will stop at Morpeth or Berwick, which are the services the council has been fighting hard for as they are key population centres.
The problems are that between Newcastle and Edinburgh are.
- The railway is only double-track all of the way, with a passing loop South of Berwick.
- The maximum speed is 125 mph for about 40 % of the track, 100/110 mph for another 30 %, with the rest slower.
- Berwick, Morpeth and the new stations at East Linton and Reston are only two platform stations.
The capacity needs to be increased, so that more trains can use the line.
These are my thoughts.
Install Digital Signalling
It has been claimed that digital signalling will add another train per hour (tph) between Stevenage and Doncaster.
So if it was able to do the same between Newcastle and Edinburgh, it might be the first solution to try.
All Passenger Trains Capable Of Running At 125 mph
In Call For ETCS On King’s Lynn Route, I outlined the problem with fast services to Cambridge, Ely and Kings Lynn, where the rains will need 125 mph capability to keep out of the way of LNER’s Azumas on the East Coast Main Line.
There will be a similar problem between Newcastle and Edinburgh.
Improve The Tracks
This would improve more sections of 125 mph running and perhaps better turnbacks at Morpeth and Berwick.
Conclusion
Quite a bit of work will need to be done to get the timetable to the standard the customers require.
Do Rolls-Royce mtu Have A Plan To Decarbonise Their Diesel Engines For Rail Applications?
Data Sheets For Rolls-Royce mtu Diesel Engines For Trains
These are data sheets for various Rolls-Royce mtu diesel engines that can be used in rail applications.
Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels
The title of this section, is the same as that of this press release from Rolls-Royce.
These four bullet points, act as sub-headings.
- mtu Series 1300, 1500 and 1800 engines already released; Series 1600 and 4000 to follow shortly
- Up to 90% CO2 savings by operating existing engines with Hydrotreated Vegetable Oil (HVO/renewable diesel)
- Locally emission-free operation possible in combination with mtu Hybrid PowerPack
- Field tests with DB Cargo and RDC Autozug Sylt
This is the first paragraph.
Rolls-Royce is taking a significant step towards even more climate-friendly rail transport with the release of mtu rail engines for use with sustainable fuels. With synthetic diesel fuels of the EN15940 standard, CO2 emissions can be reduced by up to 100 percent compared to fossil diesel. Hydrotreated Vegetable Oil (HVO or renewable diesel), which is already commercially available today, reduces CO2 emissions by up to 90 percent. If the fuels are produced with the help of renewable energy and green hydrogen – through what is termed a Power-to-X process – existing rail vehicles can be operated in a completely CO2-neutral manner. The mtu Series 1800 engines which are used in mtu PowerPacks, as well as Series 1300 and 1500 for locomotives and multi-purpose vehicles, are already approved for use with synthetic fuels such as HVO. Series 1600 and versions of Series 4000 engines will follow in the near future. The release of engines for climate-friendly fuels requires a series of tests and trials and Rolls-Royce has found strong partners for this activity. DB Cargo and RDC Autozug Sylt have already tested or are currently testing mtu Series 4000 engines with HVO in their locomotives.
How Does That Fit With The UK’s Population Of Rolls-Royce mtu Diesel Engines?
These classes of train have Rolls-Royce mtu engines.
- Class 43 power cars – 6V 4000 R41R
- Class 168 train – 6R 183 TD 13H
- Class 170 train – 6R 183 TD 13H
- Class 172 train – 12V 1800 R83
- Class 195 train – 12V 1800 R85L
- Class 196 train – 12V 1600 R85L
- Class 197 train – 12V 1600 R85L
- Class 800 train – 12V 1600 R80L
- Class 801 train – 12V 1600 R80L
- Class 802 train – 12V 1600 R80L
- Class 805 train – 12V 1600 R80L
- Class 810 train – 12V 1600 R80L
Note.
- Class 168 and 170 trains seem to be powered by older model Rolls Royce mtu engines.
- Class 180, 220,221 and 222 trains are powered by Cummins engines.
- I can’t find what engines power Class 805 and 810 trains, but it is reasonable to assume they have the same engines as the other Hitachi trains.
- As CAF are building LNER’s new tri-mode trains, I suspect these trains will also have Rolls Royce mtu engines.
It would appear that all the Rolls-Royce mtu rolling stock in the UK, with the possible exception of the Class 168 and 170 trains will be able to run on sustainable fuels.
Rolls Royce mtu And Hydrogen
This press release from Rolls-Royce is entitled Rolls-Royce Successfully Tests mtu Engines With Pure Hydrogen.
This is the first paragraph.
Rolls-Royce today announces that it has conducted successful tests of a 12-cylinder gas variant of the mtu Series 4000 L64 engine running on 100% hydrogen fuel. The tests, carried out by the Power Systems business unit, showed very good characteristics in terms of efficiency, performance, emissions and combustion. These tests mark another important step towards the commercial introduction of hydrogen solutions to meet the demand of customers for more sustainable energy.
Engines of mtu’s 4000 family are used in Class 43 power cars, so surely these developments could lead to hydrogen-powered freight locomotives.
The picture shows a Class 43 power car at Glasgow Queen Street station.
Could Rolls-Royce mtu hydrogen power keep these iconic trains running for a few more years?
In ‘Spirit of Innovation’ Stakes Claim To Be The World’s Fastest All-Electric Vehicle, I look at Rolls-Royce’s Spirit of Innovation, which set the record for an electric vehicle at 555.9 km/hour.
As the InterCity125 already holds the record for the fastest diesel train, perhaps Rolls-Royce will attempt to set a record for the fastest hydrogen-powered train?
Decarbarbonising The CAF Class 195, 196 And 197 Trains
If Rolls-Royce mtu develop a hydrogen version of the 1800 diesel engine, then this could be used to fully decarbonise the CAF trains.
The operators may consider it’s not worth it and continue with using sustainable fuels.
But the possibility is surely there.
There must also be the possibility of developing a fuel cell replacement for the 1800 diesel, that can be slotted into the train.
Decarbarbonising The Hitachi Class 80x Trains
Hitachi are developing battery packs and the data sheet can be downloaded from this page on the Hitachi web site.
Decarbarbonising The CAF Tri-Mode Trains
I feel that as CAF usually use Rolls-Royce mtu engines, I suspect these trains will be designed, so they can be converted to hydrogen.
Conclusion
Rolls-Royce mtu appear to be on a path to decarbonise all their diesel engines.
The Anonymous Widower 