The Anonymous Widower

East West Rail Unveils Next Phase For Oxford-Cambridge Growth

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

These three bullet points act as sub-headings.

  • more frequent trains on the horizon for millions of passengers between Oxford and Cambridge as multibillion pound East West Rail project confirms next steps 
  • new rail station set to help serve upcoming Universal theme park in Bedford, as well as improvements planned for several existing stations  
  • new route delivers on the government’s Plan for Change, unlocking £6.7 billion of regional economic growth and delivering up to 100,000 new homes

These two introductory paragraphs make a few general points about the overall project, housing and jobs.

Millions of people across the Oxford to Cambridge corridor are set to benefit from more frequent trains as the East West Railway Company (EWR Co) has revealed the next steps for the second phase of the project today (19 November 2025).

As one of Britain’s largest transport projects, East West Rail forms a cornerstone of the government’s Plan for Change, unlocking £6.7 billion of regional economic growth by 2050, enabling up to 100,000 new homes and supporting tens of thousands of new jobs along the route.

These sections make some more  detailed points.

How Many Permanent Staff Will Be Employed At Universal Studios Bedford?

As many will want to live locally, this will surely encourage many to use the trains on the East-West Rail to travel to work, so this will be an important factor.

I asked Google AI, the question in the title of this section and received this answer.

Universal Studios plans to employ 8,000 permanent staff at its new resort in Bedford. This number is part of an overall total of approximately 28,000 jobs, which includes 20,000 jobs during the construction phase.

My project management knowledge is telling me that the station should be built before the theme park.

How Many Daily Visitors Are Expected At Universal Studios Bedford?

I asked Google AI, the question in the title of this section and received this answer.

The Universal Studios theme park in Bedford is expected to have 55,000 visitors on peak days from its launch, based on its plan to handle 8.5 million annual visitors. The project, planned to open in 2031, is expected to attract 8.5 million annual visitors in its first year, with numbers rising to 12 million within 20 years.

I would expect a large number of visitors and staff will probably be encouraged to come by train, just as they are at some Premier League football stadiums.

Will Universal Studios Bedford Be Marketed As A Low Carbon Theme Park?

I’m asking this question, as it seems, the railway is being upgraded make this easier.

I asked Google AI, the question in the title of this section and received this answer.

Yes, it appears Universal Studios Bedford will be marketed as having a low-carbon focus, as evidenced by its planning applications that highlight sustainability efforts. The project outlines include goals for water conservation, energy reduction and clean energy use, waste minimization, and the use of low-carbon materials, all of which will likely be part of the marketing narrative for the theme park, according to LinkedIn.

How Many Car Parking Spaces Will Be Provided At Universal Studios Bedford?

I asked Google AI, the question in the title of this section and received this answer.

The Universal Studios resort planned for Bedford will include a minimum of 7,106 parking spaces and 100 coach bays. The resort is also expected to have 250 cycle spaces and enough room for over 7,100 cars

That is a lot of car parking spaces. Hopefully, there will be a lot of car charging points.

 

Increased Train Frequency And Capacity

These two paragraphs from the press release, talk about increased train frequency and capacity.

Following extensive consultation with local communities, the multi-billion-pound project has confirmed it is exploring a series of transformative plans including increasing the proposed frequency of trains from 3 or 4 to up to 5 per hour.

These enhancements could provide up to 70% more seating across the route, easing overcrowding and speeding up boarding, as well as cutting average waiting times, improving service resilience and creating a smoother, more reliable passenger experience.

When you consider that London Overground, Merseytravel, the South Wales Metro, West Midlands Trains and other local lines in the UK consider than four trains per hour to be a minimum service, then five trains per hour is to be welcomed.

Station Improvements And New Stations

These two paragraphs from the press release, talk about station improvements and new stations..

Several other improvements across the route have also been confirmed, including new station entrances at Bletchley, Cambridge and Bedford, as well as four brand-new stations along the Marston Vale Line – the first significant investment since the 1960s.

With the current stations on the Marston Vale Line seeing some of the lowest usage in the country, the new stations will better serve local communities by providing faster, more frequent services, as well as helping to serve the upcoming Universal theme park.

I thought Bletchley, Cambridge and Bedford stations had already been substantially improved in recent years.

A New Station At Stewartby

Are the station improvements to upgrade public transport access to the Universal theme park at Stewartby station?

  • An East-West Rail service between Oxford and Stansted Airport via Bletchley, Milton Keynes Central, Stewartby, Bedford and Cambridge would give the Universal theme park all-important airport access.
  • Would an upgraded Bletchley station improve interchange between the West Coast Main Line and East-West Rail give better access to the theme park from London, the West Midlands and North-West for visitors?
  • Would an upgraded Bedford station improve interchange between the Midland Main Line and East-West Rail give better access to the theme park from London, the East Midlands and North-East for visitors?
  • An upgraded Bedford station could also be marketed as a zero-carbon route between the theme park and the Continent via St. Pancras International and Eurostar.
  • Would an upgraded Cambridge station give better access to the theme park from the East of England?

In addition four new stations on the Marston Vale Line would improve access for visitors and staff, who live locally.

Will Battery-Electric Trains Be Used On The East-West Rail?

As five major East-West Rail stations; Bedford, Bletchley, Cambridge, Milton Keynes and Reading are substantially served by main line electric trains, and it is likely that more stations will be in future, I believe that East-West Rail must either be electrified or services should be run by battery-electric trains, which would enable zero-carbon rail routes to and from London and all the city’s airports, Birmingham, Liverpool, Manchester and an increasing number of cities  in the North and Midlands of England, and Scotland and Wales.

I asked Google AI, the question in the title of this section and received this answer.

Yes, the East West Rail (EWR) project plans to use battery-electric trains as part of a discontinuous electrification strategy. This means trains will run on overhead electric power in sections where they are installed, and on onboard batteries in other sections of the route.

It does appear that discontinuous electrification and battery-electric trains will be used.

Electrification At Bedford Station

This OpenRailwayMap shows The East side of Bedford station.

Note.

  1. The red tracks are electrified and black tracks are not.
  2. The black track looping into the station from the East is the Marston Vale Line, which will connect the East-West Rail to Bedford station.
  3. At the Easternmost part of the curve is Bedford St. Johns station, which serves Bedford hospital.
  4. The Marston Vale Line services normally connect to Platform 1A at Bedford station.
  5. But it also appears trains can also use Platforms 1 and 2 at Bedford station.
  6. It also appears that that Platforms 1A, 1 and 2 are all electrified.

This picture confirms electrification in Platforms 1A and 1.

Note.

  1. Platform 1A is on the left.
  2. Platform 1 is on the right.
  3. The Thameslink train on the right is in Platform 2.
  4. Platforms 1A, 1 and 2 are all clearly electrified.
  5. Platform 1A is 81 metres long, so could accept a typical four-coach train.

Battery-electric trains with pantographs could certainly by charged in either of these two platforms at Bedford station.

Electrification At Milton Keynes Central Station

It would appear that East-West Rail services will use Platform 2A at Milton Keynes Central station.

This OpenRailwayMap shows Platform 2A at Milton Keynes Central station.

Note.

  1. The red tracks are electrified and black tracks are not.
  2. Platform 1 is the through platform on the North-East side of the station.
  3. Platform 2A is the bay platform tucked underneath Platform 1.
  4. Platform 2A is clearly electrified.
  5. Platform 2A is 124 metres long, so could accept a typical five or six-coach train.

These pictures show Platforms 1 and 2A at Milton Keynes Central station.

Battery-electric trains with pantographs could certainly by charged in Platform 2A at Milton Keynes Central station.

Electrification At Oxford Station

It would appear that terminating East-West Rail services will use Platform 1 or 2 at Oxford station.

This OpenRailwayMap shows the platforms at Oxford station.

Note.

  1. The red and black tracks are to be electrified and black tracks are not.
  2. Platforms 1 and 2 are shown in black and are likely to be used by terminating East-West Rail trains.
  3. Platforms 1 and 2 would need to be electrified to be able to charge trains.
  4. Platforms 1 and 2 would also be used by Chiltern’s London services.
  5. Platform 1 and 2 are respectively 157 and 160 metres long, so could accept a typical five or six-coach train.
  6. As Oxford and Reading is to be electrified, through East-West Rail trains could use that electrification to travel to and from Reading.

These pictures show Platforms 1 and 2 at Oxford station.

Battery-electric trains with pantographs could certainly by charged in Platform 1 and 2 at Oxford station, if the platforms were electrified.

Electrification At Reading Station

The West-facing platforms at Reading station are all electrified and longer than 120 metres, so could accept a typical four or five-coach train.

What Trains Should Be Used?

Consider.

  • There is only one battery-electric train, that has been tested on the UK rail network – The Hitachi Class 802 train or similar.
  • There is only one battery-electric train, that has been ordered – The Hitachi Class 802 train or similar.
  • The longest distance on battery, between Reading and Bedford, is probably about thirty miles.

The Government could do a lot worse than order some more Class 802 trains, that were tailored for East-West Rail.

The Hitachi Class 802 train has five-cars, which are 26 metres long.

  • It has a 125 mph operating speed.
  • It has a range of 45 miles on battery power.
  • The trains have been proven in service.
  • The trains are made in the UK.
  • The trains could handle extended routes like Birmingham and Stansted Airport or Cardiff and Cambridge.

A four-car variant of the train with a 100 mph operating speed could be an alternative.

What Will Be The Initial East-West Rail Service?

I asked Google AI, the question in the title of this section and received this answer.

The initial East West Rail service will be between Oxford and Milton Keynes/Bletchley, with passenger services delayed until at least 2026 due to a dispute over train crew roles. Freight services began in June 2025, and temporary diesel services will run until the line is electrified. The full project aims to connect Oxford and Cambridge.

Note.

  1. Stewartby station for Universal Studios Bedford will not be served by East-West Rail initially.
  2. But I suspect, that the current Marston Vale Line service will continue, with a change if needed at Bletchley or Bedford to get to Stewartby.
  3. Earlier I showed that Google AI is predicting 20,000 construction jobs at Universal Studios Bedford, which I am sure will need some form of high-capacity rail transport, if grid-lock is to be avoided in much of Bedfordshire.

Perhaps an initial fleet of four- or five-car Class 802 diesel-electric trains could be ordered and they would run the full route between Oxford and Bedford stations, with a reverse in Platform 2A at Milton Keynes station.

  • The trains would run initially on diesel.
  • By using stepping-up in Platform 2A at Milton Keynes station, I believe a two trains per hour (tph) service could surely be run.
  • Hitachi could probably deliver the trains quickly, as they have not long been out of production.
  • Those living locally would get a much improved train service from their local station to and from Bedford, Milton Keynes or Oxford.
  • A large portion of the onward connectivity of the East-West Rail would be delivered early to the benefit of locals and visitors.
  • If extra services are needed, semi-fast services could be added between Bedford and Reading with stops at Stewartby, Bletchley, Bicester Village, Oxford Parkway and Oxford stations.

When Platforms 1 and 2 at Oxford station are electrified and the trains are converted to battery-electric operation, the route could be converted to zero-carbon operation.

Virtually Nothing Is Said About The Route Of The East-West Rail Between Bedford and Cambridge South Stations Via Tempsford Station

This quote from David Hughes, CEO, East West Railway Company, is the only time, that Tempsford is mentioned in the press release.

“From a new station at Cambridge East to better access in Oxford and clear alignment through Tempsford, East West Rail is shaping the modern, sustainable transport link this region needs to thrive.”

I asked Google AI, if  the proposed route of the East-West Rail between Bedford and Cambridge South stations through Tempsford is controversial and I received this reply.

Yes, the proposed route of East West Rail between Bedford and Cambridge is controversial, with opposition from some local residents and political figures who have expressed concerns about the southern alignment through Tempsford and surrounding villages. However, East West Rail Co has selected the route north of the Black Cat roundabout as the preferred alignment, citing reasons like cost-effectiveness and fewer disruptions, while also updating designs to include a southern station entrance to connect with planned growth areas around Tempsford.

Does Government or Artificial Intelligence have precedence?

Cambridge East Station Gets A First Mention

This quote from David Hughes, CEO, East West Railway Company, is the first time, that I’ve seen Cambridge East station mentioned.

“From a new station at Cambridge East to better access in Oxford and clear alignment through Tempsford, East West Rail is shaping the modern, sustainable transport link this region needs to thrive.”

In this document on the East-West Rail Consortium web site, there is extensive talk of an A14 Parkway station.

  • The document dates from 2018.
  • Google AI can’t find any trace of the A14 Parkway station referred to in the document.
  • This article on the BBC, which was written five days ago and is entitled Additional City station Proposed By East West Rail, is the only reference on the Internet, that references Cambridge East station.
  • The BBC article also says that other proposals after consultation include a new eastern entrance for Cambridge station, locating Cambourne station closer to the town and a mined tunnel for Bourn Airfield.
  • I also have to assume that A14 Parkway has also morphed into Cambridge East station.
  • To access all my posts, that relate to A14 Parkway, click this link.

But it does seem that consultation appears to have produced an acceptable compromise.

Between Kempston Hardwick and Tempsford Stations Through Bedford

I’ve now found that OpenRailwayMap  has been updated between Bedford and Cambridge.

This first section shows the route between Kempston Hardwick and Tempsford stations through Bedford.

 

Note.

  1. Kempston Hardwick station is in the South-West corner of the map.
  2. The yellow track is the Marston Vale Line, which goes through Bedford St. Johns and Bedford stations.
  3. The red track on the West side of the map is the Midland Main Line.
  4. The red track on the East side of the map is the East Coast Main Line.
  5. The dotted red line across the top of the map will be the route of the East-West Rail.
  6. Tempsford station will be to the South-West of where the East Coast Main Line and East-West Rail cross in the North-East cornet of the map.

I hope the good people of Bedford are happier now!

Between Tempsford and Cambourne

I’ve now found that OpenRailwayMap  has been updated between Bedford and Cambridge.

This second section shows the route between Tempsford and Cambourne stations.

Note.

  1. The dotted red line across the top of the map will be the route of the East-West Rail.
  2. Tempsford station is in the South-West corner of the map on the route of the East-West Rail.
  3. The red track on the West side of the map is the East Coast Main Line.
  4. Cambourne is the village in the North-East corner of the map.

 

November 23, 2025 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , | Leave a comment

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

Electrification – The Baldrick Way

Electrification In England

There are two major electrification projects underway in England at the moment; the Midland Main Line to Sheffield and Nottingham and the TransPennine Upgrade between Church Fenton and Stalybridge via Leeds and Huddersfield.

In addition, there are other important routes, that need to be electrified around the UK.

  • Edinburgh and Aberdeen
  • Crewe and Holyhead
  • Newbury and Taunton
  • Cardiff and Fishguard
  • Bristol and Penzance
  • Peterborough and Birmingham
  • Peterborough and Doncaster via Lincoln
  • Felixstowe and Peterborough

There must be loads of other  important routes.

Do We Need Electrification Or A Zero-Carbon Railway?

A zero-carbon Railway is probably sufficient, as that would include traditional electrification.

Are The Electrification On The Midland Main Line And The TransPennine Upgrade Working To Similar Objectives?

The Midland Main Line carries the following services.

  • Long distance expresses between London St. Pancras and Derby, Nottingham and Sheffield, which will be run in the future, by Hitachi bi-mode express trains.
  • Local suburban electrics between London St. Pancras and Bedford and Corby.
  • A variety of heavy freight trains between Chesterfield and London.
  • Various regional services run by diesel multiple units.

The Midland Main Line is a typical mixed railway.

It is electrified between London St. Pancras and Wigston Junction, which is a total of 95.3 miles.

Sheffield is a further 69.4 miles from Wigston and Nottingham is just 31.1 miles.

The maximum range needed by a battery-electric train is 69.4 miles.

The TransPennine Route carries the following services.

  • Long distance expresses between Liverpool and Newcastle and Hull via Manchester, Huddersfield, Bradford and Leeds, which are run by Hitachi bi-mode express trains and diesel multiple units.
  • Local suburban electrics around Liverpool, Manchester and Leeds
  • A variety of heavy freight trains along the route.
  • Various regional services run by diesel multiple units.

The TransPennine Route is another typical mixed railway and carries a similar traffic mix to the Midland Main Line.

Much of the TransPennine Route is electrified, with these exceptions.

  • Cleethorpes and Doncaster 52.1 miles
  • Doncaster and Manchester Piccadilly – 61.2 miles
  • Manchester United FC and Liverpool South Parkway – 26.2 miles
  • Hull and Leeds – 51.8 miles
  • Redcar and Northallerton – 28.1 miles
  • Scarborough and York – 42.1 miles
  • Stalybridge and Church Fenton – 50 miles

The maximum range needed by a battery-electric train is 61.2 miles.

This brief analysis indicates to me, that Hitachi battery-electric bi-modes with a range of eighty miles on batteries and charging at selective stations like Cleethorpes, Hull, Nottingham, Redcar, Scarborough and Sheffield could run electric high speed trains on both the Midland Main Line and the TransPennine Route with very little extra infrastructure.

I asked Google AI what is the range of a Class 802 train on batteries and received this reply.

A Class 802 train converted for a battery-electric trial, known as BEMU, has demonstrated the capability to run up to 60 miles (approximately 97 km) on batteries in a trial setting, with real-world data suggesting potential future trains could achieve a range of 100 to 150 km (62 to 93 miles). This technology is intended to allow these trains to cover non-electrified sections of track, reducing the need for overhead wires and potentially saving on electrification costs for intercity routes.

In What Will Be The Range Of A Hitachi Class 800 Battery Train?, I came to this conclusion.

The first version of the battery-electric train will have a range of around a hundred miles, so that they can handle the Great Northern and Great Eastern Joint Line diversion, which is 93.7 miles, on battery power.

But fairly soon after introduction into service, I will be very surprised if they don’t claim the Guinness world record by running farther than the Stadler FLIRT Akku’s 139 miles.

No-one likes being second!

The 93.7 miles needed for the East Coast Main Line diversion via the Great Northern and Great Eastern Joint Line through Lincoln will be more than enough range for Hitachi’s battery-electric trains to run the full length of both the Midland Main Line and the TransPennine Route.

Electrifying A Route

I think that Network Rail have identified an efficient way to electrify an express route.

You start by doing these actions.

  • Get the track layout right, so that trains can use the route at the optimal speed.
  • Update the signalling to a high standard. I suspect digital signalling would be a good idea, to maximise the capacity of a route.
  • Make sure, that the chosen battery-electric express trains can handle the route.
  • Charging stations would be installed as required.

The battery-electric trains would be introduced as soon as the route is ready.

Hopefully with good project management, there would be the following benefits compared to traditional electrification.

  • Difficult sections like tunnels could be left without electrification.
  • Fewer bridges would need to be demolished and rebuilt.
  • There would be less disruption to local residents.
  • Siemens have developed a Rail Charging Converter, which connects to the domestic rather than the National Grid, so is easier to install.

But the big benefit is that new electric trains could probably be introduced earlier, which hopefully should increase ridership and revenue.

Once the expresses were working well, the best way to decarbonise the rest of the services on the route can be ascertained and actioned.

August 26, 2025 Posted by | Transport/Travel | , , , , , , , , , , | Leave a comment

I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It

Yesterday, I had an appointment at Liverpool Lime Street station at four o’clock, so as I hadn’t seen the works for the TransPennine Upgrade for some time, I decided to go the long way round with a change of train from LNER to TransPennine Express at Leeds.

These sections document my day.

London King’s Cross To Leeds In An InterCity 225

I took these pictures on the journey.

Note.

  1. The 31 InterCity 225 trains were built around 1990.
  2. They have a capacity of 535 seats, whereas the newer Hitachi Class 801 trains have a capacity of 611 seats. Both trains are nine cars with both First and Standard seats.
  3. There is more of a step-up and step-down when entering or leaving the trains, compared to the best of today’s trains.
  4. They are now being phased out in favour of ten new CAF tri-mode Class 897 trains, which should be entering service in 2027.
  5. No details are available of the seating capacity of these trains, but they could be between 650 and 700, so they could maximise capacity on any LNER route.

Yesterday, the InterCity 225 performed well, although the windows at the seat where I sat, were rather dirty.

Changing Trains At Leeds Station

I changed to TransPennine Exzpress at Leeds station.

  • At least, Leeds station, is one of the few in the UK, with a ticket office behind the barrier. Reading station please note this.
  • But, I did have to walk across the bridge from one side of the station to the other.

In the end, I caught the TransPennine Express with about thirty seconds to spare.

Between Leeds And Huddersfield Stations

I took these pictures between Leeds and Huddersfield stations.

Note.

  1. Dewsbury and Huddersfield stations is about eight miles and takes about eight minutes.
  2. It is virtually a continuous building site, where extra tracks are being inserted.
  3. Three stations are being rebuilt.
  4. Overhead electrification is being installed. But except for approaching Huddersfield, there’s not much to be seen.
  5. OpenRailwayMap gives the maximum speed between Dewsbury and Huddersfield stations as between 60-75 mph.

The ride on my Class 803 train was very quiet and smooth. Was it on battery power or was I sitting in a coach without a diesel engine underneath?

Huddersfield Station

I took these pictures at Huddersfield station.

Note.

  1. Huddersfield station is Grade I Listed.
  2. There is a pub in each wing.
  3. I had a beer in the West Wing.
  4. There are currently three main through platforms and three bay platforms.
  5. Extensive works, which will be part of the TransPennine Upgrade,  will include electrification, a new roof, a new footbridge, and two extra through platforms.

Huddersfield station will be the jewel in the Costa del Yorkshire.

The Platforms At Huddersfield Station

This OpenRailwayMap shows the platforms in Huddersfield station.

Note.

  1. The red and black tracks are being electrified.
  2. Of the current platforms, Platforms 1, 4 and 8 will be electrified.
  3. The two bay platforms; 5 and 6, will be converted into through platforms.
  4. Platform 2 is the bay platform in the South-West corner of the map, that is used by the shuttle train from Sheffield.

I am sure extra platforms could be electrified as required, as there must be a good electrical connection at Huddersfield station.

A Tram-Train Service Between Huddersfield And Sheffield Stations

This OpenRailwayMap shows platform 2 at Huddersfield station.

Note.

  1. Platform 2 is the black track at the right of the two through tracks, that are being electrified.
  2. Platform 2 is a bay platform close to the Head of Steam pub.
  3. I estimate that the platform is about 90 metres long.
  4. I suspect Platform 2 could be lengthened if required.
  5. Sheffield’s Class 399 tram/trains are 37.2 metres long, so a pair should fit in Platform 2.
  6. The Class 398 tram/trains can run on battery power and climb hills in South Wales.
  7. Platform 2 at Huddersfield station could be electrified to charge the tram/trains.
  8. There could be a significant height difference between Huddersfield and Sheffield stations of about 40 metres, which could be used to charge tram/trains on the way down.
  9. I feel with some track improvements, that a four trains per hour (tph) service could be run.

The service would call at Meadowhall, Chapeltown, Elsecar, Wombwell, Barnsley, Dodworth, Silkstone Common, Penistone, Denby Dale, Shepley, Stocksmoor, Brockholes, Honley, Berry Brow and Lockwood

The Pair Of Cranes In Huddersfield Station

These can’t be missed in the pictures. But why two massive cranes?

With an old roof to be taken down and a new roof and a footbridge to be lifted into place, I believe Network Rail have decided to bring in two of largest mobile cranes available in the UK, so that all the lifting doesn’t delay the project.

Between Huddersfield And Stalybridge Stations

I took these pictures between Huddersfield and Stalybridge stations.

Note.

  1. The Class 802 train was running freely along a well-laid track.
  2. There are four stations between Huddersfield and Stalybridge; Slaithwaite, Marsden, Greenfield and Mossley(Manchester).
  3. The stations were in reasonable condition, but some needed new footbridges and a bit of refurbishment.
  4. There was virtually no signs of any foundations for electrification.

This map shows the route.

Note.

  1. The pink tracks are the Manchester Metrolink.
  2. The red tracks are electrified at 25 KVAC overhead.
  3. The red and black tracks are being electrified.
  4. Huddersfield is indicated by the blue arrow in the North-East corner of the map.
  5. Stalybridge station is in the South-West corner of the map.
  6. The pink track in the South-West corner of the map is the Manchester Metrolink branch to Ashton-under-Lyme.
  7. The route between Huddersfield and Stalybridge is shown as it will will be fully electrified.
  8. Huddersfield and Stalybridge is 18 miles.
  9. There are three short tunnels between Huddersfield and Stalybridge.

I wonder, if it would be more affordable to not put up wires between Huddersfield and Stalybridge and use battery-electric passenger trains and hydrogen freight locomotives?

Stalybridge Station

I took these pictures at Stalybridge station.

The station is fully-electrified and has direct services to Huddersfield, Hull, Leeds, Liverpool, Manchester Piccadilly, Manchester Victoria, Newcastlle, Wigan and York.

Will Liverpool Lime Street And Newcastle Be Fully Electrified?

Consider.

  • Liverpool Lime Street and Newcastle stations is 180.8 miles.
  • Newcastle and Church Fenton stations is 91.4 miles and is fully-electrified.
  • Liverpool Lime Street and Stalybridge stations is 39.4 miles and is fully-electrified.

This means that the gap between Church Fenton and Stalybridge stations is just fifty miles.

Real Time Trains indicate that the current Class 802 trains on the route run on diesel between Stalybridge and York stations, which is 60.8 miles.

  • Changing power in Stalybridge and York stations means if anything goes wrong passengers can be easily rescued.
  • From what I saw on Thursday, it looks like electrification will be completed between Neville Hill depot and Huddersfield.

I wouldn’t be surprised, if they just electrified to the West of Stalybridge and the East of Huddersfield.

That would mean that the 18 miles between Stalybridge and Huddersfield would be run on batteries.

  • But it would also avoid electrifying three tunnels.
  • How much disruption would be saved, by not electrifying the tunnels?
  • Freight trains would use something like a bi-mode Class 99 locomotive, but it would only need a range of 18 miles on diesel.

I can also see improvised bi-mode locomotives being used like this combination of a Class 66 and Class 90 locomotives.

It was certainly doing its job, when I saw the combination at Shenfield.

August 24, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , | 3 Comments

Government Pauses Midland Main Line Electrification

This is the first paragraph of this article on Modern Railways.

The Government has paused the third phase of Midland main line electrification to Sheffield and Nottingham, plus the final phase of the South West Rail Resilience Programme (SWRRP), which involves strengthening cliffs at Holcombe.

Currently, the Midland Main Line electrification appears to have been installed between London St. Pancras and Wigston, where there is a triangular junction.

This article on Modern Railways is entitled MML Wires To Wigston energised, says this in the first paragraph.

A major milestones on the Midland Main Line has been achieved with the energisation of the newly installed overhead wires between Kettering and Wigston and the first trip for a new East Midlands Railway Aurora bi-mode unit to St Pancras.

This OpenRailwayMap shows the Midland Main Line between Leicester station and Wigston junction.

Note.

  1. Red tracks are electrified.
  2. Black tracks are not electrified.
  3. Black/red dashed tracked are being electrified.
  4. Wigston junction is at the bottom of the map.
  5. The red track indicates that the South of the junction is electrified.
  6. The North of the junction is now electrified according to the Modern Railways article.
  7. The West of the junction is not electrified and leads to the electrified Trent Valley Line at Nuneaton.
  8. The junction in the middle of the map is Knighton junction, that leads to Burton-on-Trent station.
  9. In the North-East corner of the map is Leicester station.

Distances from the electrified part of Wigston junction are as follows.

  • Derby – 32.5 miles
  • Leeds – 107.8 miles
  • Leicester – 13.1 miles
  • Nottingham – 30.5 miles
  • Nuneaton – 15.6 miles
  • Sheffield – 68.9 miles

I asked Google AI how far one of Hitachi’s Class 802 trains had gone during tests and got this reply.

A Class 802 train, when operating solely on battery power, can achieve a range of approximately 44 miles (70 km). This was demonstrated in a trial where a five-car Class 802/2 train reached a maximum speed of 87 mph using battery power alone, covering non-electrified sections. Hitachi Rail and Angel Trains are conducting trials to assess the viability of battery technology for longer distances and to reduce reliance on diesel power on non-electrified sections of routes.

Hitachi’s tests were performed with just one diesel engine replaced by a battery pack and it should be born in mind, that the Class 810 trains, that will be used on the Midland Main Line have four diesel engines.

As an electrical engineer, I feel battery range should be additive, so a three-battery train could have a range as much as 120 miles.

  • This range would do nicely for a London and Leeds service, as Leeds station is fully-electrified to charge a train for return.
  • As London and Sheffield return would be 137.8 miles, a charge at Sheffield would probably be needed to top-up the batteries.

On the other hand a two-battery and two-diesel unit, would have a battery range sufficient for the following services.

  • London and Derby and return.
  • London and Nottingham and return.
  • London and Sheffield with return after a charge.
  • London and Leeds with an intermediate charge at Sheffield.

We live in very electrifying times.

I am sure, that Hitachi and their battery-makers will find a solution to run all-electric services to the North of Wigston junction, without full electrification, but with just a charger at Sheffield.

The Electrification Problem At Leicester

Some years ago I came back to London from Leicester with a group of drivers. At one point, the conversation turned to electrification and they said that they had met a Network Rail engineer, who had told them, that the bridge was rather low for electrification and the track couldn’t be lowered because Leicester’s main sewer was underneath the railway.

In Leicester Station – 4th Jan 2022, I show a selection of pictures of Leicester station’s Grade II Listed frontage.

I doubt it would be possible to seriously alter Leicester station to electrify it, as the Heritage Taliban would have a field day.

But if I’m right that all services will be run North of Wigston on batteries, there will be no need to electrify through Leicester station.

Not only would using batter-electric trains probably be more affordable than electrification, but also because of the Leicester problem, it would be less inconvenient for passengers.

Could London and Leicester Be Run In An Hour Or Even Less?

Consider.

  • The London and Sheffield services, which go non-stop between London and Leicester take around 64-66 minutes.
  • The London and Nottingham services, which stop at Market Harborough take about 5-6 minutes longer.
  • London and Leicester is 98.9 miles.
  • The fastest trains average 93 mph between London and Leicester.
  • Much of the route between London and Leicester has a maximum speed of 100 mph or more, with some sections of 125 mph running.
  • Regenerative braking should reduce the time for the Market Harborough stop.

I can certainly see the non-stop Sheffield services being timed at under an hour between London and Leicester.

But I wouldn’t rule out all services between London and Leicester being timed at under an hour.

Could London and Sheffield Be Run In Two Hours Or Even Less?

Given that most services between London and Sheffield take two hours and four minutes and I reckon six minutes could be saved between London and Leicester, I suspect two hours or less is a very attainable target for London and Sheffield services.

Why Not Fit Four Batteries And Be Done With it?

I suspect it will be down to reliability and whether running the diesels on hydrotreated vegeatble oil is acceptable to some politicians.

Would This Be The World’s First Battery-Electric Main Line With 200 kph Running?

Quite possibly!

Conclusion

I can see no disadvantage in not electrifying North of Wigston junction and using battery-electric trains.

It could even be a lot more affordable.

 

 

July 9, 2025 Posted by | Transport/Travel | , , , , , , , , , , | 3 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

Is FirstGroup’s Order For Fourteen Trains For Lumo And Hull Trains More Identical Than Is Generally Assumed?

Currently, Hull Trains operate Class 802 trains and Lumo operate Class 803 trains.

Both trains are five-car Hitachi A-Trains and appear to be similar in size, although there are other differences.

  • Hull Trains have a two-class layout, whereas on Lumo everybody sits in the same class.
  • Hull Trains are a true bi-mode with the 700 kW Rolls-Royce mtu diesel generators.
  • Lumo only have a battery for emergency hotel power.
  • Hull Trains currently operate a route, where up to a hundred miles in each round trip can be on diesel.
  • Lumo’s current route is all electric.

However, the differences in train specification doesn’t stop the two operators using each other’s trains.

This is from an article in the November 2023 Edition of Modern Railways, that is entitled Extra Luggage Racks For Lumo.

The co-operation between sister East Coast mail line open access operators Lumo and Hull Trains continues, with one recent move,  being the use of a Hull Trains ‘802’ on Lumo services to cover  for a shortage of the dedicated ‘803s’ while one unit was out of action for repairs following a fatality. Although the two types are similar, there are notable differences, most obviously that the Hull Trains units are bi-modes while the Lumo sets are straight EMUs and a training conversion course is required for Lumo drivers on the ‘802s’. There are also challenges from a passenger-facing perspective – The Hull Trains units have around 20 % fewer seats and a First Class area.

A future Chief Executive of FirstGroup  might at some future date decide to convert all trains to the same specification.

Drive Systems Of The Five-Car Class 80x Trains

I’m writing them down for all the five-car Class 80x trains to make it easier to understand.

  • Class 800 train – DPTS–MS-MS-MC–DPTF – (LNER) 3 x 560 kW or (GWR) 3 x 700 kW diesel generators.
  • Class 801 train – DPTS–MS-MS-MC–DPTF –  1 x 560 kW diesel generators
  • Class 802 train – DPTS–MS-MS-MC–DPTF – (LNER) 3 x 700 kW diesel generators.
  • Class 803 train – DPTS–MS-MS-MS–DPTF
  • Class 805 train – DPTS–MS-MS-MC–DPTF –  3 x 700 kW diesel generators.
  • Class 810 train – DPTS–MS-MS-MC–DPTF –  4 x 735 kW diesel generators.

Note.

  1. All these five-car trains have the same drive configuration.
  2. Traction motors are on cars 2 and 4.
  3. Trains with one diesel generators have them under car 3.
  4. Trains with three diesel generators have them under cars 2/3/4.
  5. Trains with four diesel generators have them under cars 1/2/4/5.
  6. The traction battery in the Class 802 battery-electric test train was 750 kW, according to The Data Sheet For Hitachi Battery Electric Trains.

It is all a very balanced design.

A Standard Basic Train For Hull Trains And Lumo

This may be possible and could be the following.

  • A Class 802 or Class 803 train to the latest specification.
  • Five cars.
  • Interior to the customers specification.
  • Ability to work in pairs.
  • A standard size traction battery in car 3.

The battery could be changed according to route.

I can see a battery range of 100 miles covering most routes.

There could be two or three batteries close together in cars 2, 3 and 4, driving the traction motors in cars 2 and 4 and being charged by them.

These are my thoughts on individual Hull Trains and Lumo routes.

Beverley And Hull

In Could Hull Station Be Electrified?, I put forward my view that if Hull station were to be electrified, it opens up various possibilities of running battery-electric trains to Hull and Beverley.

Hull Trains services would charge the battery, every time they went through Hull station.

Distances needed on battery power to electrification would be.

  • Beverley – 16.7 miles for return trip.
  • Bridlington – 31.1 miles
  • Doncaster – 40.8 miles
  • Scarborough – 53.8 miles
  • Temple Hirst – 36.1 miles

Except for Scarborough, a single battery would probably suffice.

Beverley and Hull are handled without a battery at present, but Hull Trains might like to carry sufficient power in batteries to be able to handle the Lincoln Diversion.

Carmarthen

Cardiff and Carmarthen via Gowerton is 75.3 miles, which probably means two batteries would be needed.

See Thoughts On Lumo’s Proposed Paddington And Carmarthen Service, for more details.

Edinburgh

Edinburgh is handled without a battery at present, but Lumo might like to carry sufficient power in batteries to be able to handle the Lincoln Diversion.

Paignton

Paignton is the longest route at 128.2 miles and I doubt, it would be talked about if it wasn’t technically possibly.

See Thoughts On Lumo’s Proposed Paddington And Paignton Service, for more details.

Rochdale

Sheffield

Stirling

Stirling could be handled without a battery, but Lumo might like to carry sufficient power in batteries to be able to handle a small diversion.

 

January 11, 2025 Posted by | Design, Transport/Travel | , , , , , , , , , , , | Leave a comment

Scotland To Get New Intercity Fleet

The title of this post is the same as that of this press release from Transport Scotland.

These eight paragraphs make up the body of the press release.

The Scottish Government announced today that procurement will begin to replace the trains in its Intercity fleet.

The procurement will seek a replacement for the High Speed Train (HST) fleet of 25 trains which operates on its InterCity routes between Glasgow, Edinburgh, Aberdeen, and Inverness.

Cabinet Secretary for Transport, Fiona Hyslop said:

“Resilient, reliable ScotRail services are key to encouraging more people to choose to travel by train for work, leisure and learning.

“Over 4 million passengers travelled on InterCity trains between our key cities in the last year – we want to encourage even more people to do so. This procurement will enable us to replace the current Intercity fleet with trains which provide improved facilities and accessibility.

“Any replacement fleet is expected to be more energy efficient and therefore will significantly reduce emissions, reduce operating costs and be more in line with current passenger expectations, including for accessibility. The procurement process ensures Scottish suppliers will be able to offer to provide their services to potential bidders.

“This latest milestone in our rolling programme of decarbonisation will ensure the reliability of our Intercity routes for the long-term, making Scotland’s railway a more attractive and greener travel choice.”

Further details on this announcement will be shared when the contract is awarded in 2025. It is also expected that the refreshed Decarbonisation Action Plan will be published in Spring 2025, and this will detail updated targets for replacing ScotRail’s existing diesel fleets.

It is a press release full of good intentions, but very few facts.

Is this what Scots get from their political party?

I have a few questions.

Will The Trains Be Built In The UK?

This must surely give some advantages, but will it get the best trains at the best price?

What Will Be The Number And Capacity Of The Trains?

Transport Scotland could go for a like for like number and capacity replacement.

  • But there have been capacity problems in Scotland, which have meant using diesel Class 153 trains as baggage cars.
  • They might also want to add extra services.
  • Will they replace the train lost at Stonehaven?

They could add a few options.

Other Companies May Need Similar Trains

Consider.

  • GWR will need to replace their similar Castles.
  • CrossCountry will need new trains.
  • Grand Central will need new trains.
  • South Western Railway may need new trains for services between Cardiff and Devon.
  • Transport for Wales may need new trains.

Hull Trains and Lumo have recently ordered a selection of new Hitachi Class 802 and 803 trains, which I wrote about in Fourteen New Trains To Drive First Rail Open Access Growth.

I can see an argument for buying more Hitachi Class 80x trains, as it will surely save Great British Railways costs in the long time.

Should The New Trains Be A Forever Solution?

When British Rail electrified to Brighton, Crewe, Edinburgh, Glasgow, Leeds, Liverpool, Manchester, Newcastle, Norwich, Portsmouth, Southampton, Weymouth and many other places from London, they saw it as a mode of traction, that would be used forever.

As the trains wore out or got outdated, they would be replaced with trains, which at least could run using the same mode of traction.

Generally, on electrified routes, when British Rail’s electric trains have been replaced, they have been replaced by more modern new electric trains.

The one major exception was on the East Coast Main Line where some InterCity 225 trains were replaced with Hitachi Class 800 and Class 802 diesel bi-mode trains.

But as the Class 800 and Class 802 diesel bi-mode trains were also replacing InterCity125 trains, they were a pragmatic replacement.

The Hitachi trains can be considered a Forever Solution, as bi-mode trains will always be able to work some routes that will never get electrified.

But Hitachi are developing the successor to their  diesel bi-mode train, which is the tri-mode train, capable of running on electrification, diesel or battery power.

  • Diesel power-packs can be swapped for battery packs.
  • The battery packs have the same weight and power as a diesel power-pack.
  • Existing diesel bi-mode  trains can be converted to tri-mode or battery-electric bi-mode trains.
  • A range of over forty miles on a single battery pack has been demonstrated.

Could Hitachi tri-mode trains be The replacements for the Inter7City trains?

Will Some Trains Have A Battery Electric Capability?

I very much believe so, as some routes in Scotland could be decarbonised by battery-electric trains.

What Top Speed Would The Trains Have?

Most of the routes in Scotland, where new modern quality rolling stock is needed, has a top speed of less than 100 mph, but in places the top speed is 125 mph.

I suspect, if trains can run at 125 mph in the places, where it is allowed, could probably save a few minutes on journey times.

Take the Borders Railway.

  • The electrification runs out at Brunstane. Batteries would be charged between Edinburgh and Brunstane using the existing electrification.
  • To go from Brunstane to Tweedbank and return to Brunstane is 63 miles.
  • To work the Borders Railway would need a battery range of 63 miles.

I suspect every route in Scotland could have an electrification strategy for use with battery-electric trains. Some of which would have short lengths of extra electrification.

What Lengths Would The Trains Be?

In my example I used the Borders Railway.

A typical service is run by a three-car Class 170 train or two such trains running as a pair.

Perhaps, a single four- or  five-car train could work the service all day and still provide enough capacity?

Conclusion

I believe, that Scotrail services could be electrified line-by-line.

Some lines would need more or longer trains and an update to the electrification.

December 26, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , | 11 Comments

Fourteen New Trains To Drive First Rail Open Access Growth

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

These four bullet points are sub-headings.

  • The Group has signed an agreement with Angel Trains and Hitachi to lease 14 new five-car class 80X Hitachi electric, battery electric or bi-mode trains (70 cars in total) at a cost of c.£500m including maintenance, over a ten year lease period
  • The trains will be manufactured by Hitachi in County Durham, securing the skills base and jobs in the local area
  • The new trains will enable FirstGroup to significantly expand its open access portfolio and will be used on the newly announced London-Carmarthen route and to increase the number of cars on the existing Lumo and Hull Trains services
  • The agreement also contains an option for FirstGroup to lease up to an additional 13 trains on the same terms if the Group’s open access applications are granted by the Office of Rail and Road (‘ORR’)

These first three paragraphs add a bit more detail.

Prime Minister Sir Keir Starmer is visiting Newton Aycliffe, County Durham, today to celebrate a significant agreement for the Hitachi factory which has secured an order to manufacture 70 new rail cars for FirstGroup’s growing open access business, creating certainty for the manufacturing skills base, and the factory’s future.

The Lease Agreement will deliver 14 new trains, which will not only give the Group a homogenous fleet across its open access operations, ensuring flexibility and reliability for customers, but also facilitates the Group’s strategic objective of materially increasing its open access capacity. Delivery of the new trains is expected to commence in late 2027. The lease will be financed by Angel Trains, adding to their portfolio of Hitachi assets. The trains will be maintained by Hitachi at their facilities around the country.

The trains will be used on the Group’s open access rail services, including the Carmarthen-London route announced on 5 December, and the existing Hull Trains and Lumo services on the East Coast Mainline.

Note.

  1. Does the presence of Keir Starmer indicate any approval for open access?
  2. Trains could be electric, battery electric or bi-mode.
  3. Bi-mode trains should only be purchased these days, if they are convertible to battery-electric trains. Hitachi’s can.
  4. Delivery is expected to commence in late 2027.
  5. The first fourteen trains will be deployed on the London to Carmarthen, Edinburgh and Hull routes.

This table shows the trains needed initially  for each route.

  • Carmarthen – Class 802 trains – 5 tpd – 5 trains – 75.3 miles unelectrified
  • Edinburgh – Class 803 trains – 5 tpd – 5 trains – electrified
  • Hull – Class 802 trains – 5 tpd – 5 trains – 44.3 miles unelectrified

Note.

  1. tpd is trains per day.
  2. I’m assuming that as unelectrified distances to Carmarthen and Hull are not that far apart, the number of trains needed is the same.
  3. Class 802 trains are bi-mode.
  4. Class 803 trains are electric.

After the fourteen new trains are delivered, there will be a combined fleet of 29 trains.

Consider.

  • Hull Trains have started running some services as pairs of trains. I wrote about this in Ten-Car Hull Trains.
  • Lumo has been a success and perhaps needs more capacity.

The Wikipedia entry for Grand Union says this.

Grand Union proposed to operate with ex-LNER Class 91s and Rail Operations Group Class 93s hauling nine-car Mark 4s and a Driving Van Trailer.

So perhaps the Carmarthen service needs ten-car trains.

That would mean that the number of routes needed for the three routes would be as follows.

  • Carmarthen – Class 802 trains – 5 tpd -10 trains
  • Edinburgh – Class 803 trains – 5 tpd -10 trains
  • Hull – Class 802 trains – 7 tpd – 10 trains

It would appear that we’re a train short with 29 in the combined fleet against a need of 30 trains.

But then it would also appear that Hull Trains can provide the required five/ten car service with only four trains.

I would assume that the extra train, goes to make up the numbers for  Lumo’s Carmarthen service.

 

December 6, 2024 Posted by | Transport/Travel | , , , , , , , , , , , | 2 Comments

FirstGroup Acquires London – South Wales Open Access Business And Plans Lumo To Devon

The title of this post, is the same as that of this article on Railway Gazette.

This is the sub-heading.

‘Growing our open access rail portfolio is a key priority’, FirstGroup CEO Graham Sutherland said on December 5 when the company announced that it had acquired Grand Union Trains GWML Holdings Ltd. GUT holds track access rights to launch an open access passenger service between London and Carmarthen. FirstGroup has also applied for paths to launch a London to Paignton service.

FirstGroup seem to have acted quickly to replace the business that they have lost to the Government.

This is said about the London Paddington  and Carmarthen route.

The London Paddington to Carmarthen service is now expected to launch in December 2027, with GUT having secured track access rights to the end of 2037.

There will be five services each way per day, calling at stations including Bristol Parkway, Newport, Severn Tunnel Junction, Cardiff Central, Gowerton and Llanelli. FirstGroup said it would provide low fares, ‘more customer choice and much-needed additional capacity’.

It is still considering rolling stock options, and ’updates will be provided in due course’. The trains would have one class, free wi-fi and onboard catering.

After the successful trial of battery-powered high speed trains that I wrote about in ‘UK-First’ Intercity Battery Trial Exceeds Expectations, I would suspect that the train would run between London Paddington and Carmarthen like this.

  • Run between London Paddington and Cardiff Central using the 25 KVAC overhead electrification.
  • Whilst running between Paddington and Cardiff Central, the train’s batteries will be fully charged using the overhead electrification.
  • Run between Cardiff Central and Carmarthen using the onboard battery power.
  • Charge the train as required at Carmarthen.

Note.

  1. London Paddington and Cardiff Central is 145.2 miles or 233.7 km.
  2. Cardiff Central and Carmarthen via Gowerton is 75.3 miles or 121.2 km.
  3. In case of disruption, trains could wait at Cardiff Central, until the batteries had enough charge.

A battery capability of 121.2 km will be needed.

This is said about the London Paddington and Paignton route.

An application has been submitted to the Office of Rail & Road for the service to incorporate five return trips per day between London Paddington and Paignton via stations including Bath Spa, Bristol Temple Meads, Taunton, Exeter St David’s and Torquay from May 2028, as well as a sixth path between Highbridge & Burnham and London.

I suspect that the Paignton route will use a similar profile to the Carmarthen route.

  • Run between London Paddington and Chippenham using the 25 KVAC overhead electrification.
  • Whilst running between Paddington and Chippenham, the train’s batteries will be fully charged using the overhead electrification.
  • Run between Chippenham and Paignton using the onboard battery power.
  • Charge the train as required at Paignton .

Note.

  1. London Paddington and Chippenham is 93.5 miles or 233.7 km.
  2. Chippenham and Paignton is 128.6 miles or 207 km.
  3. In case of disruption, trains could wait at Chippenham , until the batteries had enough charge.

A battery capability of 207 km will be needed.

This page on the Hitachi Rail web site is entitled Intercity Battery Trains, where this is a paragraph.

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.

I am a Graduate Control and Electrical Engineer and I believe that, if you have a train with two batteries, then by sequencing and managing the power, a range of 140 km. should be possible. As a typical Class 802 train, as used by Hull Trains has three diesel engines, would the train have a range of 210 km., if all three were swapped for batteries?

One fact, that has been disclosed by Hitachi, is that diesel engines and battery packs are identical in weight and power, so train performance and handling is unaffected, by the number of batteries.

If we look at the routes of First Group present and future subsidiaries and how much is on unelectrified track, we can create the following table.

  • Beverley – Hull Trains – 71.3 km.
  • Carmarthen – Lumo – 121.2 km.
  • Hull – Hull Trains – 58,1 km.
  • Paignton – Lumo – 207 km.
  • Rochdale – Lumo – 16.7 km.
  • Sheffield – Hull Trains – 37.5 km.
  • Worksop – Hull Trains – 12.2 km.

Note,

  1. One two or three batteries could be fitted.
  2. Some destinations could be served without any charging at the destination.
  3. Hitachi have proposed short lengths of 25 KVAC overhead line to charge trains.
  4. For some destinations, it may be a more affordable to add another battery than add a charger.

It’s all very modular.

December 5, 2024 Posted by | Transport/Travel | , , , , , , , , , , | 1 Comment

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