More Class 99s Expected To Be Ordered For Caledonian Sleeper Work
The title of this post, is the same as that of this article on Rail Magazine.
- It would appear that thirteen locomotives are intended to be ordered.
- They will have a 100 mph top speed.
GB Railfreight have already ordered thirty Class 99 locomotives with Cummins QSK50 diesel engines and they are being introduced into service at the present time.
Currently, Caledonian Sleeper have the following fleet.
- 2 – Class 67 diesel locomotives
- 6 – Class 73 electro-diesel locomotives
- 7 – Class 92 electroic locomotives
Some of the locomotives are geeting old and reliability is suffering.
I wonder how far each route has to travel on onboard power.
- Aberdeen – If Electrified to Ladybank – 91.4 miles has no wires.
- Aberdeen – If Electrified to Kirkcaldy – 104.6 miles has no wires.
- Fort William – Electrified to Craigendoran junction – 99.5 miles miles has no wires.
- Inverness – Electrified to Dunblane – 146.2 miles miles has no wires.
Note.
- Obviously, this range must be doubled, if there is no fuelling at the destination.
- Between Ladybank and Kirkcaldy will be electrified by 2029.
This gives the required range of a hydrogen-powered or battery-powered locomotive, that could work each route.
- Aberdeen – If Electrified to Ladybank – 182.8 miles
- Aberdeen – If Electrified to Kirkcaldy – 209.2 miles
- Fort William – 199 miles
- Inverness with refuelling/charging at Inverness – 146.2 miles.
- Inverness with no refuelling/charging at Inverness – 292.4 miles.
I have some questions.
Do Cummins Make A Hydrogen Version Of A QSK50 Diesel Engine?
The Class 99 locomotive is equipped with a Cummins QSK50 diesel engine.
As many of Cummins smaller diesel engines also have a hydrogen version, I asked Google AI, the title in this section.
I received this answer.
No, Cummins does not make a hydrogen-fueled or dedicated hydrogen internal combustion version of the QSK50 diesel engine.
Key Details on Cummins Hydrogen and QSK50 Engines:
QSK50 Alternatives: Cummins offers a dual-fuel option (diesel and natural gas) for the QSK50, as well as hybrid systems aimed at reducing fuel use in heavy-duty mining and off-highway applications, rather than a pure hydrogen version.
Cummins Hydrogen Platform Focus: Cummins develops hydrogen internal combustion engines (H2-ICE) and fuel cell products, but these are currently focused on smaller or mid-range displacement platforms such as the 6.7-liter (B6.7) and 15-liter (X15 / B15) engine series rather than massive high-horsepower industrial blocks like the 50-liter QSK50.
Are QSK50 Diesel Engines Widely Used In Railway Locomotives?
I asked Google AI and received this answer.
The Cummins QSK50 V16 diesel engine is widely used in railway locomotives, particularly for switcher locomotives, line-haul repowers, and dual-mode/hybrid locomotives rather than heavy mainline freight locomotives (which typically use larger block engines like the Cummins QSK95 or EMD/GE power plants).
Key Applications in Rail
Switcher and Yard Locomotives: Frequently utilized in pre-packaged power modules (delivering around 1,350 to 2,500 HP) for local switching and yard operations.
Locomotive Repowers: Often selected by companies like Western Rail Inc to upgrade older frames to meet modern Tier 4 or Stage V emissions standards.
Dual-Mode Locomotives: Integrated into modern hybrid builds such as the Stadler Class 99 diesel-electric locomotives operated by GB Railfreight and Beacon Rail.
Note.
- Switcher and yard locomotives work around people, who may not like the diesel emissions.
- It appears for repowers the engine, offers better emissions.
- Certainly, in the UK repowering a locomotive gives it up to 30-40 years of reliable working life, at a competitive price. Just look at what it did for the InterCity 125!
- But the three key applications listed will increase the numbers of railway locomotives, that are still pouring out carbon dioxide.
As Cummins have a policy of families of engines, where different versions can run on diesel, hydrogen and natural gas, I wouldn’t be surprised to see a hydrogen-fuelled QSK50 join the family.
I also did a consultacy on quality for Cummins in Darlington and a Senior Manager told me, that Cummins aim to give the customer, what they want. Even, if this means a new sub-variant of an engine! How very un-American!
Do Stadler Make A Battery-Electric Version Of The Stadler Euro Dual Locomotive?
I asked Google AI and received this answer.
No, Stadler does not make a battery-electric version of the classic six-axle Stadler EuroDual (which is a Co’Co’ electro-diesel locomotive).
However, Stadler offers other hybrid and panto-battery locomotives in its broader modular portfolio that incorporate battery power:
Stadler Euro9000: A high-performance electric-diesel/battery hybrid locomotive that combines pantograph electric power, diesel engines, and a high-performance battery module (and has been ordered as a panto-battery variant by companies like Nexrail).
Eurolight / Tri-mode Class 93 / EuroDufour platform: Four-axle locomotive variants that offer dual-mode or tri-mode options combining electric, diesel, and battery propulsion.
This looks very much like a “No, but show us the money!” answer.
Nexrail has a web site, which even has a page for the Euro9000Battery.
So it is definitely not a paper locomotive.
After the electrification reaches Ladybank, the following distances would apply for each leg without electrification.
- Aberdeen – 91.4 miles
- Fort William – 99.5 miles
- Inverness – 146.2 miles.
Note.
- I believe that a battery-electric locomotive could probably handle the Aberdeen and Fort William routes.
- But it would need charging before returning South.
- However, 146.2 miles to and from Inverness seems to be a long way for a battery-electric locomotive to haul a nearly 400 tonne train.
- I would expect that Caledonian Sleeper would want to have a fleet of identical locomotives, so battery on some routes and hydrogen on others would be not a good idea.
- Obviously, the route could be run on diesel, but it wouldn’t have the marketing attraction of a zero-carbon sleeper train.
My engineering and mathematical logic is telling me, that to run a reliable Caledonian Sleeper service with a unified fleet of locomotives, that hydrogen-powered Class 99 locomotives would be my preferred option.
These are my thoughts and questions on a hydrogen-powered Class 99 locomotive.
What Range Would Be Needed On Hydrogen?
After the electrification reaches Ladybank, the following distances would apply for each leg without electrification.
- Aberdeen – 91.4 miles
- Fort William – 99.5 miles
- Inverness – 146.2 miles.
146.2 miles with a 400 tonne train should probably be achievable, with refuelling at Inverness.
Would Refuelling Be A Problem?
Consider.
- In the 1960s, I worked in ICI’s hydrogen plant at Runcorn in Cheshire.
- In those days days, hydrogen was taken all over the country by custom-built Foden artics hauling a trailer with lots of tubes containing hydrogen.
- Google AI confirms my memory, that ICI had an impeccable safety record transporting pure hydrogen.
Nearly sixty years later, I doubt standards have got any worse and safe refuelling techniques will be developed alongside the locomotives.
Would There Be Advantages For The Caledonian Sleeper?
Operations would probably be very similar, with the exception of the fuel and a slightly different splitting and joining procedure, as one locomotive would be doing the full route and wouldn’t need to be changed.
There would also be less pollution and possibly noise along the very scenic route.
But would the attraction of going from London on a zero-carbon sleeper train be a good marketing move?
Would The Caledonian Sleeper Be Faster On The Electric Sections?
I feel that there could be a very worthwhile time saving on the electric sections of the route.
Avanti’s Class 390 trains can do the journey between Euston and Glasgow in four hours and 30 minutes, whereas, the Caledonian Sleeper takes three hours longer.
A time of six hours or less could mean new markets opening up.
- As a seated coach has up to thirty seats, could these be discounted to fill them with students and others on a limited budget?
- The powerful electric haulage could speed-up the stops at Watford, Birmingham International, Crewe and Preston, which could help those going to Manchester for a very early start.
I feel Caledonian Sleeper have some cunning plans.
Would There Be Advantages For Cummins And Stadler?
They would obviously have the same marketing advantages as the Caledonian Sleeper.
But daily services between London and Scotland would surely give the locomotives a thorough test.
It should be noted, that QSK50 diesel engines are built at Daventry in England.
Could Hydrogen Fuel Cells Be Used?
I suspect they could be a possibility, but would they have enough power.
Conclusion
This is going to be a very interesting locomotive procurement.
Reading To Basingstoke – 26th August 2026
I made a quick visit yesterday to Tisbury station and after buying an Off-Peak Day Return from Reading for £25.20, I took the local service to Basingstoke on the Reading And Basingstoke Line.
Note.
The train left Reading from Platform 1, which is one of the West-facing bay platforms.
The train was a well-scrubbed up British Rail-era Class 165 train, that was built around the early 1990s.
I wonder if, as these trains are in such good condition and there are 75 in service, if these venerable units could be converted to some form of zero-carbon power?
The train arrived in Platform 5 at Basingstoke station., which is a long walk to the main line platforms for the West, for someone oof my nearly eighty years. But there are lifts.
This OpenRailwayMap shows the electrifrication of the Reading and Basingstoke Line.
Note.
- Tracks shown in black are not electrified.
- Tracks shown in red are electrified with 25 KVAC overhead,
- Tracks shown in dashed red and black are proposed to be electrified.
- Tracks shown in mauve are electrified with 750 VDC third rail.
- Reading station is in the North-East corner of the map.
- The partially-electrified ReadingTaunton Line diverges to the West.
- The Reading and Basingstoke Line runs South from Reading station and is shown dashed. Will it be electrified?
- Basingstoke station is indicated by the blue arrow.
I have a couple of thoughts.
What Will Be The Implications Of Electrifying Reading And Basingstoke?
In addition to the GWR trains between Reading and Basingstoke, the line is also used by CrossCountry and freight services.
The short length of extra electrification shown on the map, could save a lot of carbon.
I Missed My Onward Connection To Tisbury Station By Seconds
Not knowing Basingstoke station well, I needed to ask someone, which platform the Tisbury train left from, but when I found the train, the doors were shut.
So I just took a few pictures of the Basingstoke station.
Note.
Comet Ridge Lands Gladstone Gas Deal
It is obviously Highview Power’s day, as this project in Queensland, Australia gets five mentions in my Google Alert for Highview Power.
The title of this post, is the same as that of this article on Industry Queensland.
This is the sub-heading.
Mahalo gas hub developer Comet Ridge has reached a deal with Highview Power to supply the large-scale electricity project it is planning to build at the Aldoga State Development area near Gladstone.
These four paragraphs give a summary of the project.
The volume of gas targeted is 3.6 PJ/a (10 TJ/d) for a minimum of five years.
Highview’s Central Queensland Energy Storage Project is to be constructed in two phases.
Phase 1 consists of a 400MW four-hour battery energy storage system, two 200MW open-cycle gas turbines, a 370MVA synchronous condenser, and associated substations and transmission lines.
Phase 2 will be the build-out of a 200MW 12-hour liquid air energy storage system.
It looks like Highview Power’s battery is one of their larger systems and is a 200 MW/2.4 GWh version.
On Highview Power’s Projects page, this is said under a header of Australia.
Highview is developing a series of base‑load renewable energy power stations in Australia, with planning now underway for three major programmes. In Gladstone, Central Queensland, and Townsville, North Queensland, we are progressing large scale projects combining LDES and short-term battery storage. On the Darwin–Katherine network in the Northern Territory, plans are advancing for an integrated scheme incorporating solar generation, LDES and battery. Together, these initial developments will help Australia meet its target of halving carbon emissions by 2030 and achieving net zero by 2050.
Gladstone is named in this story and on Highview Power’s web site.
Could Highview Power be making a breakthrough in process engineering after Sumitomo’s success at the LNG Terminal at Hiroshima.
Wrightbus Launches In Australia With Battery And Hydrogen Buses On Show
The title of this post, is the same as that of this article on Fuel Cell Works.
These two bullet points, act as sub-headings.
- Wrightbus has officially launched its Australian expansion, introducing a range of battery-electric and hydrogen fuel cell buses backed by local sales, service and long-term support
- The move strengthens the company’s international growth strategy as Australia increases investment in zero-emission public transport and heavy-duty decarbonization
This first paragraph adds more details.
Wrightbus has officially entered the Australian market, marking a significant milestone in the Northern Ireland manufacturer’s international growth strategy. The company unveiled its expansion during the Australasia Bus & Coach Expo in Sydney, where it presented its battery-electric and hydrogen fuel cell bus portfolio to operators, government agencies and transport stakeholders. The launch will be led locally by a dedicated Australian team and is supported by a long-term commitment to aftersales service, technical support and partnerships with Australian industry.
I believe that this is the start of something big.
- Wrightbus know how to sell large numbers of buses to conurbations like London, Manchester and Leeds.
- An operator can decarbonise their network in a way that suits them.
- In the Ultroliner, Wrightbus have a bus that can be introduced as a diesel and then converted to hydrogen or electric, when the operator has sorted the fuel.
- Australia must surely be a big market for Wrightbus’s hydrogen-powered coach, with a 1,000 km range on one fill-up.
- It should be born in mind, that the average Wrightbus zero-carbon bus, makes the competition from China look like junks.
Will Wrightbus manufacture the buses and coaches in Ballymena, Malaysia or Australia?
Does BYD Stand For Bet On Your Destination?
Today I came back from Walthamstow Sainsbury’s to my home in Hackney, using two BYD electric buses on route W15, a diesel bus on route 488 and a Reliable Routemaster on Route 38.
Both the BYD electric buses stopped short of their final destination.
I also changed early to the 38, so I could have a Diet-Coke in a cafe that looked friendly.
It was!
- As you can see, it was right by a bus stop, where luckily for me, 38 buses called.
- I have written a few posts about the horrid BYD electric buses on route 141, but London shouldn’t be made to suffer an inferior product.
- If Manchester and Leeds can have UK-built buses by Wrightbus, that are delivered as diesel and converted at an appropriate time to zero-carbon, why can’t London and the rest of the country?
London’s fleet of a thousand Routemasters, which were built by Wrightbus, a few years ago, seem to have found a new niche in the world of advertising and I wouldn’t be surprised to see an experimental fleet of zero-carbon Routemasters.
Here’s a few images of Routemaster paint schemes.
I like them. I wonder, if a bus has gone missing to have a special makeover, if England get to the latter stages of the World Cup?
Offshore Wind Could Help Create ‘Electric Shipping Highway’ Across Europe, Study Says
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Offshore wind farms, energy islands, ports and proposed “Offshore Power Zones” could together form the foundation of an integrated maritime energy system capable of supporting large-scale vessel electrification across Northern Europe, according to a study by Maersk’s Stillstrom, Baltic Energy Island and the Port of Roenne.
This is a map from the report.
Note.
- In Investment in Grain LNG, I talked about Centrica and Grain LNG Terminal, Centrica’s plans for the terminal, which include bunkering.
- London Gateway and Immingham are two substantial ports on the East side of England.
Are English ports, except for the notable exception of Felixstowe, not shown on the map, because of Brexit?
These two paragraphs add some detail.
According to the findings, it is estimated that around 37,000 cargo vessels pass Bornholm each year, consuming approximately 3 million tonnes of marine fuel and emitting around 10 million tonnes of CO₂ annually. Full electrification of this traffic is estimated to require about 17 TWh of electricity per year, potentially replacing roughly EUR 2 billion in fossil fuel imports with domestically generated renewable power.
The whitepaper also introduces the concept of Offshore Power Zones (OPZs), developed by Stillstrom, which involves vessels accessing offshore wind-generated electricity at sea for battery charging or hotel loads. The report sees these zones linked with electrified ports to form an “electric shipping highway” stretching from the English Channel through the North Sea into the Baltic Sea.
Note that Bornholm is between Sweden and Germany.
Does Scotland Have A Plan To Build A Railway With Invisible Electrification?
There is an article in Rail Technology Magazine, which is entitled £20m Upgrade Secures Future Of Scotland’s First Electrified Railway.
This is the sub-heading.
A £20 million investment is underway to renew overhead power infrastructure on Scotland’s original electrified railway, safeguarding one of the country’s most operationally critical commuter networks for decades to come.
These two paragraphs give more details.
The programme focuses on key sections of the North Clyde lines, which operate from Helensburgh, Balloch and Milngavie through Glasgow’s west end and low‑level stations. As the busiest suburban railway outside London, the corridor plays a pivotal role in keeping Scotland’s wider rail network moving.
First electrified in 1960, the North Clyde routes marked the beginning of modern rail travel in Scotland. More than six decades on, that early investment continues to influence today’s network, underpinning electric services on routes including East Kilbride and Barrhead, with further electrification projects progressing across Fife and the Scottish Borders.
Surely at over 65-years-old, the electrification needs pensioning off and replacing with the best that the mid-2020s can provide.
This OpenRailwayMap shows the 1960s electrification.
Note.
- The red tracks are electrified with 25 KVAC overhead electrification.
- The black tracks are not electrified.
- Helensburgh Central station is in the North-West corner of the map and marked with a blue arrow.
- The City of Glasgow is in the South-East corner of the map.
- The branch going North in the middle of the map terminated at Balloch station.
- Milngavie station is the terminus of the branch going North from the Glasgow area.
- The circular pink track is the Glasgow Underground.
I wonder if this is the start of a cunning Scottish electrification extension , that has been designed by Baldrick’s Scottish cousin?
Onward From Helensburgh
This OpenRailwayMap shows the tracks North of Helensburgh.
Note.
- The red tracks are electrified with 25 KVAC overhead electrification.
- The black tracks are not electrified.
- Helensburgh Upper station is in the South-East corner of the map and marked with a blue arrow.
- The two electrified lines from Glasgow to Helensburgh Central and Balloch stations are just visible in red.
- Oban station is at the Western end of the first branch line going North.
- Mallaig station is at the Western end of the first branch line going North.
- Helensburgh Upper and Oban stations are 76.1 miles apart.
- Mallaig station is at the Western end of the second branch line going North.
- Helensburgh Upper and Mallaig stations are 137.5 miles apart.
- The Mallaig branch also goes through Fort William station.
- Helensburgh Upper and Fort William stations are 97.4 miles apart.
- There is a Caledonian Sleeper that runs both ways between Helensburgh Upper and Fort William stations, which is hauled by a Class 66 diesel locomotive.
- There also appear to be paths for MOD trains hauled by GB RailFreight.
I feel that at some point in the next ten years, battery-electric trains or hydrogen locomotives, will be taking passengers and/or cargo to Cruachan, Fort William, Mallaig and Oban.
- Battery-electric trains and battery locomotives will charge their batteries between Helensburgh Upper and Glasgow at the Southern end of the route.
- Battery-electric trains and battery locomotives will charge their batteries at terminal stations at the Northern end of the route, using offshore wind power.
- Hydrogen trains and locomotives would probably fill up in the Glasgow area.
It could be a zero-carbon line. What would be the effect of a zero-carbon line on tourism?
Could Class 99 Locomotives Be Used On The Caledonian Sleeper?
Ever since the Class 99 locomotive was announced, there has been speculation, that these powerful bi-mode locomotives could handle the routes without an engine change.
I asked Google AI the question in the title of this section and received this reply.
Yes, Class 99 locomotives could eventually be used on the Caledonian Sleeper, as the bi-mode locomotives were designed with potential passenger use in mind. However, the standard Class 99 models cannot currently pull the sleeper trains off-the-shelf and would require specific modifications to do so.
The main factors influencing their deployment on the route include:
Equipment Needs: To haul sleeper carriages, the locomotives must be fitted with Electric Train Supply (ETS/ETH) to power lighting, heating, and air conditioning, as well as specific Dellner couplers to mate with the modern Mk5 carriages.
Sub-Class Fleet Order: While GB Railfreight (GBRf) ordered 30 Class 99s, the standard versions have a top speed of 75 mph (intended strictly for freight).
A specific sub-class (the 99/4) has been proposed to include passenger-standard acceleration, higher speeds of 100 mph to fit into existing timetable paths, and the required ETS equipment.
Bi-Mode Flexibility: Because they operate as bi-mode (using 25kV overhead electric wires and an onboard diesel engine), Class 99s could potentially run the entire route—from London to the Scottish Highlands—without requiring a locomotive change at electrified/non-electrified boundaries.
In Cummins Fuel-Agnostic X Series Platform, there is a Cummins video, which explains their philosophy of building engines that can run on diesel, hydrogen or natural gas.
With those engines, Class 99 locomotives could take the Caledonian Sleeper, or any other luxury or heavy freight train for that matter, anywhere.
At Least 90 Dead In Chinese Coal Mine Explosion, State Media Reports
The title of this post, is the same as that as this article on the BBC.
This is the sub-heading.
At least 90 people have been killed in a coal mine blast in northern China, according to the country’s state media.
These two paragraphs add more detail.
The gas explosion happened at the Liushenyu Coal Mine, run by the Tongzhou Group, in Shanxi Province.
Hundreds of rescuers have been sent to the site. Footage from state media showed paramedics carrying stretchers at the site, with ambulances in the background. More than 100 people are said to have been taken to hospital, with rescue work at the site still under way.
It does seem that if you deep mine coal, you are going to get accidents. Does Opencast Coal Mining Have Less Accidents?
I asked Google AI, my question in the previous line and received this answer.
Yes, opencast (or open-pit) coal mining generally experiences significantly fewer fatal accidents than underground mining.
The primary reasons for this include better natural ventilation, better visibility, easier evacuation routes, and the absence of high-risk confined-space hazards like cave-ins, roof collapses, and toxic gas accumulations.
However, while fatal and catastrophic accidents are rarer, opencast mining introduces its own set of occupational risks:
Heavy Machinery Incidents: The use of massive excavators and haul trucks means that collisions, vehicle rollovers, and reversing accidents are leading causes of injuries.
Slope and Bench Failures: Unstable pit walls or overburden dumps can collapse, resulting in severe equipment damage and worker injuries.
Blasting Hazards: Routine use of explosives carries inherent risks, such as accidental detonation and flying rock (flyrock).
Environmental & Dust Exposure: Workers in open-cast mines can be heavily exposed to respirable silica and coal dust, which poses long-term respiratory health risks like pneumoconiosis.
It appears to me, that if you want to work in mining, you’re best option is probably to work for someone like JCB making mining equipment.
Conclusion
But then some countries put a lower value on human life than others.
I believe that what finished deep coal mining in the UK was the Aberfan Disaster in 1966, which is described in this Wikipedia entry. This is the first paragraph.
The Aberfan disaster (Welsh: Trychineb Aberfan) was the catastrophic collapse of a colliery spoil tip on 21 October 1966. The tip had been created on a mountain slope above the Welsh village of Aberfan, near Merthyr Tydfil, and overlaid a natural spring. Heavy rain led to a build-up of water within the tip which caused it to suddenly slide downhill as a slurry, killing 116 children and 28 adults as it engulfed Pantglas Junior School and a row of houses. The tip was the responsibility of the National Coal Board (NCB), and the subsequent inquiry placed the blame for the disaster on the organisation and nine named employees.
Let the Aberfan Disaster be a warning from the Welsh Valleys of the dangers of coal mining.
It is the sixieth anniversary of the Aberfan Disaster this year, so should an appropriate international ceremony be held to press home to the world, that coal mining is a disaster for the whole human race and all the other species we share our planet with.
Are Centrica Entering The Bunkering Market For Low-Carbon-Fuelled Ships?
I asked Google AI, the question in the title of this post and received this answer.
Yes, Centrica is actively entering the low-carbon shipping fuel market, specifically by strengthening its ability to supply bio-LNG (liquefied natural gas) for the shipping industry.
Key developments in 2026 indicate a strategic push into this sector:
Bio-LNG Expansion: Centrica Energy has strengthened its bio-LNG bunker fuel offering through ISCC certification.
Strategic Partnerships: Centrica is supporting Gasrec in the UK to supply bio-LNG and bio-CNG to fleets, and is investing in large-scale carbon storage at Morecambe Bay, which can serve shipping.
Decarbonisation Focus: This move aligns with Centrica’s target to become a net-zero business by 2040 and to support customer emission reductions.
This could be a nice little business.
‘I Get To Work On The Most Scenic Railway Line In The World’
The title of this post, is the same as that of this article on the BBC. It is a quote from someone in the BBC article.
This is the sub-heading.
Have you heard the one about the railway line that was threatened with closure, so lots of people started using it and it was saved?
These three opening paragraphs add some detail to the story.
Welcome to the Settle to Carlisle line, the quirky steel road through some of Britain’s most magnificent countryside.
The line starts in Leeds and passes through Shipley and Skipton, but it is the section between North Yorkshire and Cumbria that is world-famous for its views.
Heading north from Settle, the peak of Pen-y-Ghent soon looms large, with Whernside and Ingleborough following a few miles later.
The saving of the line in the 1980s, is one of those classic British tales of a fight against bureaucracy, which like all these tales involved a dog, who gets a heroic mention in the BBC article.
In the next few sections, I will detail how improvements to the rail infrastructure between Bradford, Carlisle, Lancaster, Leeds have gradually developed the rail infrastructure, so that the Settle and Carlisle Line can play an increasing part in improving the economic outlook for a large area of England.
Is The Settle And Carlisle Line In Good Condition?
Google AI gives this answer to the question in the title of this section.
Yes, the Settle-Carlisle line is in good, operational condition and is considered a vital, well-maintained part of the National Rail network.
Despite a history of threatened closures and past structural issues, major investments have secured its future, and it currently carries over 1.2 million passengers a year.
Here is the current status of the line as of early 2026:
Infrastructure Condition: Following significant repairs, including a major £2.1 million project on the Ribblehead Viaduct completed in 2021 and extensive work at Eden Brows (2017), the line’s 14 tunnels and 22 viaducts are in good condition.
Active Usage: It is regularly used by Northern passenger services and is a designated diversionary route for mainline express trains when the West Coast Main Line is closed.
Operational Status: The line is fully operational, featuring regular commuter services, tourist trains, and steam heritage charter trains.
Safety & Upgrades: While it is a historic line, the infrastructure is deemed safe.
Occasional, isolated issues (like the 2022 freight derailment near Carlisle) have been managed with swift repairs.As of early 2026, the line is heavily used, with special passenger services and 150th-anniversary celebrations planned.
It’s probably in better condition, than many houses in the UK.
What Is The Operating Speed Of The Settle And Carlisle Line?
Google AI gives this answer to the question in the title of this section.
The Settle and Carlisle Line generally operates at a maximum speed of 60 mph/97 km/h.
While historically faster, this 60 mph limit is standard for modern passenger and freight services on the route.
Usage Examples and ContextPassenger Services: Northern Rail and various chartered services, including the scenic “Staycation Express” HST 125, operate along the route.
Freight: The line is used for heavy freight, including oil, timber, and cement trains.
Diversions: The line is frequently used as a, albeit slower, alternative route (approx. 2.5 hours for Leeds-Carlisle) during major West Coast Main Line (WCML) closures.
Scenic Tourism: The line is renowned as one of England’s most scenic, carrying over a million travelers annually, with notable sights like the Ribblehead Viaduct.
The Settle And Carlisle Line Is Well Connected To The Rail Network At The Northern End
This OpenRailwayMap shows how the line connects to the West Coast Main Line and the Tyne Valley Line, to the South of Carlisle.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The electrified West Coast Main Line runs diagonally across the South-West corner of the map.
- The blue arrow on this line, indicates Carlisle station.
- The Northernmost of the two black cross lines is the Tyne Valley Line between Carlisle and Newcastle.
- The Southernmost of the two black cross lines is the Settle And Carlisle Line, which goes South to Settle, Bradford Forster Square, Leeds and Settle stations.
- The line going South-West joins the Cumbrian Coast Line, which joins the West Coast Main Line at Carnforth.
It does appear that the junction South of Carlisle is very comprehensive and allows very flexible routing.
The Settle And Carlisle Line Is Well Connected To The Rail Network At The Southern End
This OpenRailwayMap shows how the line connects to the West Coast Main Line and the Tyne Valley Line, to the North of Skipton.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The blue arrow on this line, indicates Bradford Forster Square station.
- The fully-electrified Leeds station is in the South-East corner of the map. You can just pick out the ee of the name.
- The electrified Leeds-Bradford Line connects Bradford Forster Square and Leeds station via Shipley station and its triangular junction.
- The electrification continues in a North-Westerly direction as far as Skipton, where the red track stops.
- Electric intercity trains can run from London to Leeds, Bradford Forster Square and Skipton.
- Self-powered intercity trains can also run from London to Harrogate, which is on the line without electrification, that runs North from Leeds.
- Leeds receives a London service of two trains per hour (tph).
- Bradford Forster Square station receives a London service of one train per two hours (tp2h) via Leeds.
- Harrogate station receives a London service of 1 tp2h via Leeds.
- Skipton station receives a London service of one train per day (tpd) via Leeds.
The Leeds-Bradford area gets a frequent service to London and the South.
This OpenRailwayMap shows how the Settle and Carlisle Line connects to the electrification at Skipton.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The only electrified lines on the map are at Skipton station in the South-East corner of the map.
- The blue arrow on this line, indicates Settle station.
- Skipton and Settle stations are 15.2 miles apart.
- Settle and Carlisle are 71.5 miles apart.
To bridge the gap in the electrification between Carlisle and Skipton, trains will need to be able to run 86.7 miles on their own power.
Bridging The Carlisle And Skipton Gap
But once the train gets to Carlisle or Skipton, the train will have the luxury of 25 KVAC overhead electrification to both power the train and charge any batteries.
In my opinion, there are three intercity trains coming into service, that could handle an 86.7 mile gap in electrification.
- East Midland Railways’s Class 810 train, which is a diesel bi-mode with lots of power, which is described in this Wikipedia entry.
- LNER’s Class 802 trains, which currently is a diesel bi-mode, that Hitachi could convert into a Hitachi Intercity Battery Train, which is described on this Hitachi web site.
- LNER’s Class 897 trains, which is a diesel tri-mode, that CAF are building in Spain and Wales, which is described in this Wikipedia entry.
In How Far Will A Hitachi Intercity Battery Train Travel Without Using The Electrification?, I answer the question for both Hitachi and CAF trains.
Surprisingly, I got the answer of a range of 120 miles for both the Hitachi and CAF trains. But could it be that Network Rail and the train companies wanted a range of 120 miles to electrify the UK rail network and so a 120 mile battery range was in the specification.
My estimate of 120 miles for Hitachi’s trains, was also confirmed by the company.
Bridging The Gaps
Some other distances, where gaps must be bridged include.
- Sheffield and South Wigston – 69.4 miles
- Holyhead and Chester – 84.4 miles
- Exeter and Basingstoke – 124,3 miles
- Fishguard Harbour and Cardiff Central – 119.1 miles
- Aberystwyth and Shrewsbury – 81.5 miles
- Bristol Temple Meads and Newbury – 70.8 miles
- Inverness and Aberdeen – 108.3 miles
- Carlisle and Glasgow Central via Dumfries – 115.9 miles
- Hereford to Didcot Junction – 96.9 miles
120 miles could be a good fit.
Could it be that that distance was the range of a steam locomotive on a full load of water?
The Updating Of Bradford Forster Square Station
This is now a four-platform station, with two platforms able to take a pair of 5-car Hitachi or the new CAF 10-car Class 397 trains.
In Bradford Forster Square Station – 20th May 2025, I describe and show pictures of the updated station.
Bradford Forster Square station now gets seven trains per day to and from London King’s Cross via Leeds.
This article on the BBC, which is entitled New Platform’s Opening Gives Bradford More Trains has this sub-heading.
A new £35m platform at Bradford’s Forster Square Station has opened – boosting rail services in the city
£35million seems a lot of money to spend to just increase the number of services between King’s Cross and Bradford, even though 2025 was the year that Bradford was UK City of Culture, but there may be valid reasons to create a new route between London and Scotland, using the Settle and Carlisle Line.
- The Settle and Carlisle Line is one of the UK’s most famous scenic routes with 20 viaducts, 14 tunnels and countless beautiful vistas along its 72 mile track.
- You put the Mona Lisa on display, not in a store.
- LNER now has battery-electric bi-mode trains, with CAF tri-mode trains due to enter service in 2028, that can both handle the 86.7 mile gap in the electrification in silence.
- The CAF trains have extra diesel power, about which CAF is not disclosing much. This to me, suggests some innovative use.
- There appear to be no flights between Leeds/Bradford Airport and Scotland.
- There appear to be no direct trains between Glasgow and West Yorkshire.
- A direct train between Glasgow and Leeds and Bradford Forster Square would add additional connectivity between Scotland and Yorkshire.
- With the cancellation of High Speed Two, we need more train paths between London and Scotland.
- Decarbonisation of aviation is difficult, but replacing fossil-fueled planes with zero-carbon trains is easier.
- A single Class 897 train can carry 569 seated passengers, which is about 3.5 times the capacity of a single Airbus A320.
- The proposed Leeds Metro would bring passengers to the new service.
- Leeds and Bradford could see an upturn in tourism.
I also think the line will not be lightly used due to its iconic status.
How Would A Leeds/Bradford And Scotland Service Call At Bradford Forster Square Station?
- Bradford Forster Square station now gets seven trains per day to and from London King’s Cross via Stevenage, Newark Northgate, Doncaster, Wakefield Westgate, Leeds and Shipley.
- There is one fewer train on Sunday.
- There is a triangular junction at Shipley station, which connects the three electrified lines to Leeds, Bradford Forster Square and Skipton.
This OpenRailwayMap shows Shipley station and the triangular junction.
Note.
- All rail lines are electrified and shown in red.
- The blue arrow on this line, indicates Shipley station.
- Shipley station appears to be in the middle of the junction.
- The line going East connects to Leeds station.
- The line going South connects to Bradford Forster Square station, which is at the end of the line.
- The line going West connects to Skipton station and the Settle and Carlisle Line.
Trains returning to London would reverse out of Bradford Forster Square station and take the Eastern route through Shipley and Leeds back to London.
- An appropriate number of trains for Carlisle and Scotland, could surely just reverse out of the station and take the Western route through Skipton station and go on to the Settle and Carlisle Line.
- The trains would call at Wakefield Westgate, Leeds, Shipley, Bradford Forster Square and Skipton stations in the Leeds/Bradford conurbation.
- Other stations could be added to the route if required.
- The trains would effectively reverse direction in their call at Bradford Forster Square station.
- Going North the trains might check their battery levels in Bradford Forster Square station and use a fast-charger if necessary.
- Going South, there would be no need for charging, as the route South from Bradford Forster Square station, is already fully-electrified.
- Would the operator, use this longer stop to replace the crew with a fresh one?
It could be a simple and efficient way to run a London and Scotland service via the Settle and Carlisle Line.
What About Hull, Sheffield And York?
I’m asking this question, as Yorkshire is a large county and this article has only mentioned a few places, where people live and might need to go to London or Scotland.
In February, I wrote Northern Launches New Yorkshire Flyer Fast Service Between Leeds And Sheffield.
I’m fairly sure that Hull, York and other cities and large towns in Yorkshire already have a good regional service to Bradford Forster Square or Leeds station, which will give a good connection to the new service.
Could Dumfries Be Served By Using The Glasgow South Western Line?
This OpenRailwayMap shows the Southern part of the Glasgow South Western Line.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The blue arrow on the black track, indicates Dumfries station on the Glasgow South Western Line.
- The red track is the West Coast Main Line.
- Carlisle is in the South-East corner of the map.
- Carlisle and Glasgow Central via Dumfries is 115.9 miles
- The Thames-Clyde Express, ran on this route until 1974.
- According to the Wikipedia entry for the Thames-Clyde Express, the train called at Dumfries and Kilmarnock stations.
From this brief look it appears that the new service could include Dumfries and should be able to serve the town on battery power.
Is More Capacity Needed On The West Coast Main Line Between Carlisle And Glasgow?
I asked Google AI, this question, to see if there is capacity.
This was the answer I received.
Yes, increased capacity and infrastructure enhancements are required on the West Coast Main Line (WCML) between Carlisle and Glasgow, as the line is currently full and unable to meet modern, growing passenger and freight demands.
Upgrades are necessary to tackle aging infrastructure, bottlenecks, and the need for more frequent services.
Key Aspects of the Need for Capacity:Full Capacity: The WCML is essentially full, with little space left for growth, despite 75 million passengers using it annually.
Freight and Passenger Growth: Passenger numbers are expected to double by 2050, and the line is a crucial artery for Anglo-Scottish freight.
Infrastructure Age: The northern section is undergoing its largest upgrade in half a century to address reliability issues.
Performance Bottlenecks: Specific locations, such as those north of Carlisle, require signaling and track improvements to prevent delays.
Proposed Upgrades: Current initiatives include a £400m investment until March 2029 for upgrades, including signalling and track renewals, though these are largely to boost reliability rather than provide a massive increase in capacity.
It looks to me, that a bit of a redesign and some use of battery trains on the Glasgow South Western Line, might squeeze a few more trains into the route.