East Coast Digital Programme « The Anonymous Widower

Huddersfield Station – 30th September 2025

This press release on the Network Rail Media Centre is entitled Huddersfield Station Set To Reopen Next Week With New Temporary Layout.

As it is now next week, I went to have a look at the progress today.

I made a mistake and got on a Grand Central Train, which meant, I had to change at York.

Speeding past Drax power station on the Selby Diversion, I took these pictures.

We were only in a 125 mph diesel, so we couldn’t take advantage of the 160 mph running, that the East Coast Main Line’s new signalling might allow on this section. The Wikipedia entry for the Selby Diversion, says this about the possible speeds.

The line was the first purpose-built section of high-speed railway in the UK having a design speed of 125 mph; however, research by British Rail in the 1990s indicated that the route geometry would permit up to 160 mph operation, subject to the necessary overhead line equipment and signalling upgrades. The new line also avoided the speed restriction over the swing bridge at Selby. The former ECML route, the NER’s 1871 York and Doncaster branch line, was closed from Selby northwards.

As the Selby Diversion opened in 1983, I wouldn’t be surprised that the calculations were performed on British Rail Research’s Pace 231-R, which was similar to the one I used at ICI and the pair, that NASA used calculate how to land Apollo on the moon.

When I eventually got to Huddersfield, I took these pictures.

Note.

In I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It, there are pictures of Huddersfield station, that were taken on the 21st August, soon after the work started.
In Huddersfield Station – 15th December 2023, there are pictures of Huddersfield before the work started.
Much of the work seems to have been done at the Western end of the station to lengthen the platform on the Penistone Line to Sheffield.
Platform 2 for the Penistone Line has also been renumbered Platform 1.

Work still to be carried out at Huddersfield station, includes refurbishing the roof, installing the electrification and adding a couple of new platforms.

These are my thoughts.

Which Platforms Will Be Electrified?

This OpenRailwayMap shows the proposed electrification in Huddersfield station.

Note.

The blue arrow in the North-East corner of the map indicates Huddersfield atation.
The two red-and-black tracks going diagonally across the map are the Hudderfield Line.
The red-and-black colour, indicates that the two tracks will be electrified.
South of these two tracks, the Penistone Line sneaks into Platform 1 at Huddersfield station.
The Penistone Line goes to Sheffield in a South-Westerly direction.
There appears to be a crossover, so that trains from the Penistone Line can use both Platforms 1 and 2 in Huddersfield station.
The OpenRailwayMap appears to show planned electrification between Stalybridge and Leeds stations.
To the East of Leeds planned electrification is shown as far as Micklefield and Church Fenton stations.

Once installed, this electrification will create a complete electrified route across the Pennines from Liverpool Lime Street in the West to the East Coast Main Line in the East.

This OpenRailwayMap shows the planned electrification between Micklefield and Hull stations.

Note.

Red tracks are electrified.
Black tracks are not electrified.
York is in the North-West corner of the map, with the electrified East Coast Main Line going through the station North-South.
South of York, the East Coast Main Line now splits.
The Western branch includes an electrified line to Micklefield station, Neville Hill depot and Leeds station.
The Eastern Branch is the Selby Diversion, which is an electrified 160 mph line, that avoids the Selby coalfield.
Running West-East across the map is the unlectrified Micklefield and Hull Line, which goes via Selby.
Hull is in the South-East corner of the map.
Hull is 42 miles from Micklefield and 36.1 miles from the Temple Hirst junction on the Selby Diversion, so it is within range of battery-electric trains, with charging at Hull station.
Hitachi’s battery-electric Class 802 trains, used by Hull Trains and TransPennine Express, which are currently on test, should certainly be able to serve Hull.

Hull can become an electrified station, without the expense and disruption of full electrification.

How Long Is Platform 1 At Huddersfield Station?

This OpenRailwayMap shows the new Platform 1 at Huddersfield station.

Note.

The blue arrow indicates Huddersfield station.

The three darker orange lines indicate the two through platforms 2 and 3, and the reconfigured bay platform 1.
There is a cross-over between platforms 1 and 2, which connects Platform 2 to the Penistone Line.
In the South-West corner of the map is a hundred metre scale.
Using the scale, I estimate that the length of the bay platform 1 is around 120 metres.
In the last two rows of pictures in the gallery of this post, a three car Class 150 train is shown in Platform 1.
A three car Class 150 train is approximately sixty metres long.

Looking at the pictures, I wouldn’t be surprised if the new platform has been designed to take two three-car Class 150 trains. It would certainly take a pair of two-car Class 150 trains.

Other trains and their lengths that might use the platform include.

Class 170 – three-car – 70.85 metres
Class 195 – two-car – 48.05 metres
Class 195 – three-car – 71.40 metres
Class 195 – 2 x two-car – 96.10 metres
Class 810 – five-car – 120 metres

The Class 810 uses 24 metre cars, so that a pair of trains, will fit in St. Pancras. But with perhaps selective door opening could a single Class 810 train run a St. Pancras and Huddersfield service, perhaps with a split and join at Sheffield.

Electrification Across The Pennines

The TransPennine Route will be electrified between Liverpool Lime Street and Micklefield stations, once the current works between Huddersfield and Leeds are complete.

Sections without electrification include.

Bradford Interchange and Doncaster – 52.1 miles
Cleethorpes and Doncaster – 52.1 miles
Harrogate and Leeds – 18.3 miles
Hazel Grove and Doncaster – 52.6 miles
Hull and Micklefield – 42 miles
Hull and Temple Hirst junction – 36.1 miles
Saltburn and Northallerton – 28.1 miles
Sunderland and Northallerton – 46.8 miles
Scarborough and York – 42.1 miles

I expect that Hitachi trains with batteries or CAF’s tri-mode trains will be able to handle these routes in a low-carbon manner.

Electrification Between Stalybridge And Huddersfield

This section is shown as being electrified on OpenRailwayMap.

But as it is only 18 miles and includes the Standedge Tunnels will the route use battery-electric trains?

October 1, 2025 Posted by AnonW | Computing, Transport/Travel | British Rail, Class 810 Train, Cleethorpes Station, Digital Signalling, Drax Power Station, East Coast Digital Programme, East Coast Main Line, East Midlands Railway, Electrification, Grand Central Trains, Harrogate Station, Huddersfield Station, Hull Station, Hull Trains, ICI, Leeds Station, Liverpool Lime Street Station, Micklefield Station, NASA, Northern Trains, PACE 231-R, Penistone Line, Saltburn Station, Scarborough tation, Selby Diversion, Sheffield Station, Stalybridge Station, TransPennine Express, TransPennine Upgrade, York Station | Leave a comment

Farage Wants HS2 Scrapped

The title of this post, is the same as a sub-title in this article on The Times. which is entitled HS2: Labour confirms delay until 2033.

This is the sub-heading.

Nigel Farage has called for the whole HS2 project to be scrapped.

These two paragraphs give NF’s view.

The Reform UK leader told the Commons: “Has the moment not come, rather than having another reset, to recognise this is a failure?

“Let’s scrap HS2, let’s use the tens of billions of pounds we can save in the next decade to upgrade railway lines across the entirety of the United Kingdom to the benefit of many millions and spend the rest on other national priorities in these financially straitened times.”

Farage’s simplistic plan will appeal to his disciples, but the major thing that is needed, is more capacity between South and North. Or North and South depending on where you live!

HS2 will provide an extra seventeen paths between London and a large triangular junction in the West Midlands.

If HS2 Is Not Built There Will Be More Cars And Trucks On The Roads

In Footage Released Of East West Rail’s First Commercial Freight Train, I wrote about the SEGRO Logistics Park Northampton (SLPN), which would generate lots of road and rail traffic. Without developments like HS2, the roads will just get clogged up.

High Speed Two’s Originally Proposed Service Pattern

This graphic shows the original service pattern for High Speed Two.

Note.

There are seventeen paths terminating in the South at Euston station.
Six of these paths go to Leeds, Newcastle or York.
As the Eastern leg has been abandoned, that means six extra trains can run between London and the large triangular junction in the West Midlands.

Six extra trains running to the West side of England and Scotland could give a substantial improvement of services.

High Speed Yorkshire

HS2 needs to be paired with High Speed Yorkshire, which would mainly be an upgrading of the East Coast Main Line running at up to 160 mph to serve Lincolnshire, Yorkshire, the North-East and East Scotland.

Note.

British Rail built the Selby Diversion in the 1980s to run at 160 mph.
Digital signalling is currently being installed on this route and this will allow trains to speed through the two bottlenecks of the Digswell Viaduct and the Newark Crossing.
Times of three-and-a-half hours between King’s Cross and Edinburgh, should be possible.

These times should give the airlines a good kicking on London-Newcastle and London-Scotland routes.

Fast services would run on High Speed Yorkshire to Alnwick, Barnetby, Barnsley, Beverley, Berwick, Bradford, Brough, Cleethorpes, Darlington, Doncaster, Durham, Edinburgh, Goole, Grantham, Grimsby, Harrogate, Huddersfield, Hull, Leeds, Lincoln, Middlesbrough, Newcastle, Peterborough, Pontefract, Retford, Rotherham, Scarborough, Scunthorpe, Sheffield, Skipton, Stevenage, Sunderland, Wakefield, Worksop and York.

Most of these towns and cities are already served by Hitachi or other high speed trains from King’s Cross.

A high proportion of the services to Yorkshire destinations will be under two hours from London.

When the current trains need replacing, they could be replaced by High Speed Two Classic-Compatible trains.

Onward From Handsacre Junction

Services to the North-West and Scotland will join the Trent Valley Line at Handsacre junction.

This OpenRailwayMap shows the Trent Valley Line between Crewe station and Handacre junction.

Note.

The proposed route of High Speed Two is shown as a dotted line, running diagonally across the map.
The red track to its West is the Trent Valley Line, which is a section of the West Coast Main Line.
Handsacre junction is in the South-East corner of the map.
The blue arrow indicates Stafford station on the West Coast Main Line.
The main High Speed Two tracks will not connect to Stafford or Stoke-on-Trent stations.
Crewe station is in the North-West corner of the map.
Crewe station and Handsacre junction are 37.6 miles apart.

With the exception of the 6 mile twin-track section between Stafford Trent Valley and Colwich junctions, it appears that Crewe station and Handsacre junction is all quadruple track.

This OpenRailwayMap shows the Trent Valley Line between Stafford stationand Colwich junction.

Note.

The Trent Valley Line, which is a section of the West Coast Main Line, runs across the map.
The arrow in the North-West corner of the map indicates Stafford station.
Colwich junction is in the South-East corner of the map.
About three-quarters of the way across, the track is shown in cream. This is the twin-track Shugborough Tunnel, which is around a half-mile long.
The Shugborough Tunnel has a 100 mph maximum speed.
The portals of Shugborough Tunnel are Grade II Listed and the Wikipedia entry for the tunnel is certainly worth a read.

How Many High Speed Two trains per hour (tph) will use the Trent Valley Line route?

The original proposal in the graphic earlier shows these trains.

4 – London to Lancaster/Liverpool Lime Street – Splits at Crewe
5 – London to Liverpool Lime Street
6 – London to Stafford, Stoke -on-Trent and Macclesfield
7 – London and Birmingham Interchange to Manchester Airport and Manchester Piccadilly
8 – London to Manchester Airport and Manchester Piccadilly
9 – London to Manchester Airport and Manchester Piccadilly
10 – London and Birmingham Interchange to Preston, Carlisle, Edinburgh Haymarket and Edinburgh Waverley/Glasgow Central – Splits at Carlisle
11 – London Euston to Preston, Carlisle, Edinburgh Haymarket and Edinburgh Waverley/Glasgow Central – Splits at Carlisle
12 – Birmingham Curzon Street to Wigan North Western, Preston, Lancaster, Oxenholme, Penrith, Carlisle, Edinburgh Haymarket and Edinburgh Waverley Or Wigan North Western, Preston, Lancaster, Carlisle, Lockerbie, Motherwell and Glasgow Central- Services alternate.
13 – Birmingham Curzon Street to East Midlands Hub, Manchester Airport and Manchester Piccadilly
14 – Birmingham Curzon Street to East Midlands Hub, Manchester Airport and Manchester Piccadilly

Note.

It looks like there will be eleven High Speed Two tph on the Trent Valley Line.
As East Midlands Hub will not be built, I will assume trains 13 and 14 will be Birmingham Curzon Street to Manchester Airport and Manchester Piccadilly.
Other trains will need to use the route.
I suspect that freight trains, that couldn’t maintain 100 mph would not be allowed.

I believe that digital signalling can handle all the trains between Handsacre Junction and Crewe.

Trains 10 and 11 would run every thirty minutes to give two tph between London and Glasgow Central and two tph between London and the two Edinburgh stations.
Each of these trains would lead a flight of trains behind them through the Trent Valley Line.
The last trains going North in the flights, would be trains 4 and 6, as they stop on the Trent Valley Line section.

I have written a lot of scheduling algorithms in the last fifty years and I wouldn’t be surprised if flights could be up to 7 or 8 trains, running 3 or 4 minutes apart.

It would be an impressive sight.

What Timings Would Be Possible On High Speed Two Using Handsacre Junction And The Trent Valley Line?

In Where Is Handsacre Junction? I calculated some times on High Speed Two to various destinations, using Handsacre junction and the Trent Valley Line. This is a more comprehensive table.

London and Blackpool North – 205 mph – 1:55
London and Blackpool North – 140 mph – 2:12
London and Carlisle – 205 mph – 2:45
London and Carlisle – 140 mph – 3:01
London and Crewe – 205 mph – 1:03
London and Crewe – 140 mph – 1:19
London and Edinburgh Waverley – 205 mph – 4:14
London and Edinburgh Waverley – 140 mph – 4:30
London and Glasgow Central – 205 mph – 4:22
London and Glasgow Central – 140 mph – 4:38
London and Handsacre junction – 205 mph – 0:35
London and Handsacre junction – 140 mph – 0:51
London and Lancaster – 205 mph – 1:50
London and Lancaster – 140 mph – 2:06
London and Liverpool Lime Street – 205 mph – 1:46
London and Liverpool Lime Street – 140 mph – 2:02
London and Manchester Piccadilly – 205 mph – 1:41
London and Manchester Piccadilly – 140 mph – 1:57
London and Preston – 205 mph – 1:31
London and Preston – 140 mph – 1:47
London and Stafford – 205 mph – 0:45
London and Stafford – 140 mph – 1:01
London and Stoke-on-Trent – 205 mph – 0:55
London and Stoke-on-Trent – 140 mph – 1:11
London and Wigan North Western – 205 mph – 1:17
London and Wigan North Western – 140 mph – 1:33

Note.

205 mph could be the average speed between London Euston and Handsacre junction for High Speed Two Classic-Compatible trains.
140 mph could be the average speed between London Euston and Handsacre junction for Class 390 trains.
Times are in hh:nn.
For times North of Handsacre junction are typical Class 390 times.

A typical timing between London Euston and Handsacre junction for Class 390 trains is 71 minutes, so if High Speed Two services were run using Class 390 trains, twenty minutes would be saved on all services via Handsacre junction compared to current Avanti West Coast services.

I have some other thoughts.

Using Class 390 Trains Is Not My Idea

This article on Rail nBusiness UK is entitled Viewpoint: Buy tilting trains and finish Delta Junction to salvage HS2, says Gibb.

This is the sub-heading.

UK: Procurement of a fleet of tilting trains and a focus on Birmingham – Manchester services are key to making the most the descoped High Speed 2 scheme, former Virgin Trains executive Chris Gibb tells Rail Business UK.

Chris Gibb has the right experience. and has been used as a go-to man, when projects are in trouble.

The major points of his plan are as follows.

Connect High Speed Two to the Trent Valley Line to go North from the Midlands.
Initially, use Class 390 trains or Pendelinos on Liverpool, Manchester and Scottish services.
Run Class 390 trains at 140 mph between Euston and Handsacre junction.
When the Pendelinos need to be retired, buy a new set of tilting trains.
Complete the North-to-West leg of High Speed Two’s triangular junction, so that trains can run between Birmingham Curzon Street and Manchester.
Gibb proposes a Blackpool service, that splits and joins with a Liverpool service. I assume he means train 5.

Gibb feels a fundamental review of the operating principles and fleet requirements is now needed.

It is a well-thought out viewpoint and very much a must-read.

June 21, 2025 Posted by AnonW | Transport/Travel | Avanti West Coast, Chris Gibb, Class 390 Train, Digital Signalling, Digswell Viaduct, East Coast Digital Programme, East Coast Main Line, Edinburgh Station, Heidi Alexander, High Speed Two, High Speed Two Classic-Compatible Trains, High Speed Yorkshire, King's Cross Station, Newark Crossing, Nigel Farage, Reform UK, Stafford Station, Stoke-on-Trent Station, Trent Valley Line, Virgin Trains, West Coast Main Line | 3 Comments

Did Plans For Crossrail Ever Include A Station At Holborn?

I have only one North-South bus route, where I live.

The 141 bus connects Palmers Green and London Bridge station.

The 141 bus was the replacement for the 641 trolley bus, which was the main link between Wood Green, Turnpike Lane and Harringay, and the City of London, when I was a child.
The vehicles are up to ten years old Wrightbus diesel hybrids.
The route suffers badly from overcrowding as it connects, Bank and Moorgate stations in the City of London, with the outer reaches of the Piccadilly Line.

The overcrowding on the 141 bus route has got worse in the last couple of years because of the following.

The rebuilding of London Bridge station brought more passengers to the 141 bus route.
The opening of the new London Bridge bus station at London Bridge station has improved access to the buses at London Bridge station.
The improvement of the connection of the buses to the Docklands Light Railway, Central Line and Northern Line at Bank station.
The opening of the Battersea branch of the Northern Line, which brings more passengers to Bank station.
The opening of the new Cannon Street entrance to Bank Underground station.
The opening of the Elizabeth Line through Moorgate station.
Recently, a new walking route between Moorgate and Liverpool Street was opened, which will bring more passengers to the buses on Moorgate.
The rebuilding of Old Street station brought more passengers to the 141 bus route.

So what was the response of the Mayor and Transport for London, to all this increase of passenger numbers?

The 21 bus, which shadowed the 141 route, and doubled the number of buses through where I live, was moved to serve Holloway.

It was a big crime against mathematics and the wishes of our long-serving Labour MP; Meg Hillier.

So to handle many more passengers between London Bridge station and Newington Green through the City of London, the number of buses was halved.

I believe that the overcrowding will get worse because of the improvements, that Transport for London have planned.

The Piccadilly Line will be getting new air-conditioned trains within a couple of years and these will inevitably attract more passengers to the line.
On the other hand the air-conditioning may persuade passengers to use the Piccadilly Line more than they do now. Instead of changing to the 141 bus at Manor House station, passengers could change at Finsbury Park, King’s Cross St. Pancras or Holborn stations for other routes to the City of London.
The third line to receive the new air-conditioned trains will probably be the Central Line, which would create another East-West air-conditioned line and bring more passengers to Bank station.
The Central Line could give some relief for the buses through Bank, if an extra station was built on the Central Line to interchange with Shoreditch High Street station on the East London Line of the London Overground.
The fourth line to receive the new air-conditioned trains will probably be the Waterloo and City Line, which would create another air-conditioned line and bring more passengers to Bank station.
It is likely, that more services will be added to the Elizabeth Line, which will bring more passengers to Moorgate station.
It is likely, that more services will be added to the Northern City Line, which will bring more passengers to Moorgate station.
The Mayor is also planning to pedestrianise Oxford Street, which may fill up the Central Line with extra passengers.

It looks to me, that there will be a need for a large increase of bus capacity through the City of London on a North-South axis.

On the other hand, the City of London have stated that they will pedestrianise many of their streets.

So what can be done to avoid gridlock in the City of London?

Develop The Northern City Line At Moorgate

I use this route regularly to and from Moorgate station.

It already has new Class 717 air-conditioned trains.
The route is already digitally signalled in conjunction with the East Coast Digital Programme.
It has two platforms at Moorgate station.
Highbury & Islington station has interchanges with the Victoria Line and the North and East London Lines of the London Overground.
Finsbury Park station has interchanges with the Victoria Line and National Rail services.
Bowes Park station has an out of station interchange with Bounds Green station on the Piccadilly Line.
Step-free access needs improving.
The Victorians had plans to extend the line to Lothbury near Bank station.

If the Northern City Line could handle more passengers, would passengers get to all parts of the City of London by changing at Finsbury Park and walking from Moorgate or Old Street stations?

I regularly go between my house and Moorgate, by taking a bus to Essex Road station and using the Northern City Line.

I believe that with improvements on the Northern City Line, the line could be turned into a very valuable part of London’s rail infrastructure.

Connect The Central Line And The East London Line At Shoreditch High Street Station

I wrote about this proposal in Will Shoreditch High Street Be Connected To The Central Line?

The Elizabeth Line needed to be completed before this could be started.

Build The Western Extension Of The Docklands Light Railway

I wrote about this proposal in The Bank Station Upgrade And The Western Extension Of The DLR.

Rebuild Holborn Station

The interchange between Piccadilly and Central Line at Holborn station is difficult to say the least.

Holborn station is being extended with a new entrance. As with Euston, I suspect it has been designed with a feasible place for DLR platforms to be added.

This document on the TfL web site, gives more details of what is proposed at Holborn station.

I extracted this visualisation of the proposed station.

This map from carto.metro.free.fr shows the lines in the through and around the station.

.Note, the Elizabeth Line, which is shown by dotted lines passes to the North of the station.

Conclusion

Not all these improvements need to be done, but each would improve transport in the City of London.

June 4, 2025 Posted by AnonW | Transport/Travel | Bank Station, Bank Station Cannon Street Entrance, Bank Station Upgrade, Battersea Power Station Station, Bounds Green Station, Bowes Park Station, Buses, Central Line, City of London, Docklands Light Railway, East Coast Digital Programme, East London Line, Elizabeth Line, Essex Road Station, Finsbury Park Station, Great Northern, Highbury And Islington Station, Holborn Station, Liverpool Street Station, London Bridge Station, London Bus 141, London Bus 21, London Mayor, London Overground, Mathematics, Moorgate Station, Newington Green, North London Line, Northern City Line, Northern City Line Extension To Bank Station, Northern Line, Old Street Station, Out Of Station Interchange, Oxford Street, Oxford Street Pedestrianisation, Palmers Green, Pedestrianisation, Piccadilly Line, Shoreditch High Street Station, Transport for London, Waterloo And City Line, Wood Green | Leave a comment

FirstGroup Applies To Run New London To Sheffield Rail Service

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

These four paragraphs outline FirstGroup’s initial plans.

FirstGroup plc, the leading private sector transport operator, has today submitted the first phase of an application for a new open access rail service between London and Sheffield to the Office of Rail and Road (ORR).

FirstGroup plans to expand its open access rail operations as part of its award-winning Hull Trains business, building on their successful existing service which has transformed long-distance connectivity between Hull and London.

FirstGroup’s new proposals comprise two return journeys a day from London King’s Cross, calling at Retford, Worksop, Woodhouse and Sheffield, and the company aims to provide a faster link between London and Sheffield than alternative services. Almost three quarters of trips between London and Sheffield are currently made by car, with a further 9% of trips made by coach, and a competitively priced new rail offering will help stimulate a shift in transport mode of choice from road to rail.

The new proposed route will give Sheffield the first regular service from London King’s Cross since 1968 and will also give Worksop in Nottinghamshire the first regular direct London trains in decades. FirstGroup estimates there are 350,000 people in the Worksop and Woodhouse catchment areas who will have direct rail access to London because of these proposals. A sizeable number of rail users in these areas currently drive to Doncaster station to pick up faster services to London rather than travelling via Sheffield, and a convenient rail offering from local stations will also help to reduce the number of these car journeys.

Note.

The press release says this is only the first phase.
It appears to be an extension of Hull Trains.
Comments on a news story based on the press release in The Times, have been generally positive.

These are my thoughts.

The Two Routes Are Similar

Consider.

Beverley is 44.3 miles from the electrified East Coast Main Line at Temple Hirst Junction.
Hull is 36.1 miles from the electrified East Coast Main Line at Temple Hirst Junction.
Sheffield is 23.5 miles from the electrified East Coast Main Line at Retford station.
There is no electrification at Beverley, Hull or Sheffield.

Note.

Trains must be capable of having a range sufficient to go from the East Coast Main Line to the destination and back again.
It is slightly surprising that Sheffield station is closest to the electrification of the East Coast Main Line.
Hull Train’s electro-diesel Class 802 trains regularly handle the 88.6 miles to Beverley and back.

It does look like an appropriate number of Class 802 trains could handle Hull Trains current and future services to Beverley, Hull and Sheffield.

Hull Trains Need Ten-Car Trains

Consider.

In Ten-Car Hull Trains, I show some details of Hull Trains using a pair of five-car trains.
I’ve since seen ten-car Hull Trains regularly.
There were two ten-car services on the 29th December 2023 between London King’s Cross and Hull.

Hull Trains must procure enough trains for all possible scenarios.

Intermediate Stations Of The Two Routes

Intermediate stations are.

Going North from London King’s Cross to Hull, trains call at Stevenage (limited), Grantham, Retford, Doncaster, Selby, Howden and Brough.
Going North from London King’s Cross to Sheffield, trains call at Retford, Worksop and Woodhouse.

There are only a small number of stops on the Sheffield service. Is this to reduce the journey time as much as possible?

What Will Be The Time Of The London King’s Cross And Sheffield Service?

Consider.

Non-stop trains take 82 minutes between London King’s Cross and Retford, which is 138.6 miles, so it’s an average speed of 101.4 mph.
Woolmer Green and Retford are 111.7 miles and will in a couple of years, be digitally signalled.
Non-stop trains take 66 minutes between Woolmer Green and Retford, which is an average speed of 112 mph.
I have found a direct Retford and Sheffield train, that takes 31 minutes for the 23.5 miles with six stops, which is an average speed of 45 mph.
The Retford and Sheffield section has a mostly 60 mph maximum speed.

I can now build a table of times between King’s Cross and Retford based on the average speed North of Woolmer Green.

125 mph – 72 minutes
130 mph – 70 minutes
135 mph – 68 minutes
140 mph – 66 minutes

Note.

Getting a high average speed using the power of digital signalling can save several minutes.
I have measured an InterCity 125 averaging 125 mph on that section.

I can now build a table of times between Retford and Sheffield based on the average speed.

45 mph – 31 minutes
50 mph – 28 minutes
60 mph – 24 minutes
70 mph – 20 minutes
80 mph – 18 minutes

Note.

The planned service is expected to stop only twice after Retford, so if we take off two minutes for each of the four stops not taken, this could reduce the time between Retford and Sheffield by 8 minutes.
There will be a couple of minutes to add for the stop at Retford.
I feel a typical journey with 125 mph to Retford, 50 mph to Sheffield, could take 94 minutes
Currently, the fastest London St. Pancras to Sheffield take around 116-118 minutes.

Hull Trains new service could save 22-24 minutes on the current service.

I also feel a fast journey could involve 130 mph to Retford, 60 mph to Sheffield, could take 88 minutes.

Hull Trains new service could save a few minutes over half-an-hour.

Could The Time Of The London King’s Cross And Sheffield Service Be Under 90 Minutes?

I reckon the following is possible.

After the digital signalling is completed between King’s Cross and Retford, I suspect that a 135 mph average speed can be maintained between Woolmer Green and Retford. This would mean that a King’s Cross and Retford time of 68 minutes would be possible.
If Network Rail improve the track between Retford and Sheffield, I believe that a 70 mph average could be achieved on the Retford and Sheffield section. This would mean that a Retford and Sheffield time of 20 minutes would be possible.
I would expect at least six minutes would be saved by missing stops.

This gives a time of 82 minutes between London King’s Cross and Sheffield.

In Anxiety Over HS2 Eastern Leg Future, I said that High Speed Two’s promised London and Sheffield time via a dedicated track would be 87 minutes.

It looks to me that running under full digital signalling on the East Coast Main Line, Hull Trains can beat the HS2 time.

Could Hitachi’s Battery-Electric Trains Handle The Routes?

This page on the Hitachi web site is entitled Intercity Battery Trains.

This is the sub-heading

Accelerate the decarbonisation of intercity rail with batteries.

These paragraphs outline the philosophy of the design of the trains.

A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.

Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.

Wouldn’t it be great, if we could take the diesel engine out of our cars and replace it with an electric power pack?

Paul Daniels would’ve classed it as engineering magic.

But it’s an old engineer’s trick.

As a fifteen year old, I spent time in a rolling mill, building and fitting replacement control systems on large machines. Transistors were used to replace electronic valves and relays.

It’s certainly possible to create a battery pack, that is plug-compatible with an existing diesel generator, that responds to the same control inputs and gives the same outputs.

At the extreme end of this technology, there would be no need to change any of the train’s software.

In The Data Sheet For Hitachi Battery Electric Trains, these were my conclusions for the performance.

The battery pack has a capacity of 750 kWh.
A five-car train needs three battery-packs to travel 100 miles.
A nine-car train needs five battery-packs to travel 100 miles.
The maximum range of a five-car train with three batteries is 117 miles.
The maximum range of a nine-car train with five batteries is 121 miles.

As the East Coast Main Line to Beverley is a round trip is 88.6 miles, I suspect that Hull Trains’s five-car Class 802 trains will need to be fitted with a full-complement of three batteries.

Will Hull Trains Have An Identical Fleet Of Trains?

An identical fleet must have advantages for train staff, maintenance staff and above all passengers.

I believe FirstGroup have two choices.

They buy an appropriately-sized batch of identical Class 802 trains.
They convert their current fleet to battery-electric operation and buy an appropriately-sized batch of identical new trains.

Note.

The second option means that they fully-decarbonise Hull Trains.
Neither option would need any new infrastructure.
I feel this means that this order is more likely to go to Hitachi.

It’ll probably all come down to the accountants.

Retford Station

This OpenRailwayMap shows the tracks around Retford station.

Note.

The red tracks are electrified and are the East Coast Main Line.
The black ones aren’t electrified.
Doncaster is to the North.
The black line to the East goes to Lincoln
The black line to the West goes to Sheffield
The red line going South-East goes to Peterborough and London.

The unusual loop allows trains to connect from one direction to another.

This second OpenRailwayMap shows the tracks in more detail.

Note.

As before red lines are electrified and black ones aren’t
Platforms 1 and 2 are on the East Coast Main Line.
Platforms 3 and 4 are on the Sheffield and Lincoln Line.

This third OpenRailwayMap shows the platforms in more detail.

Note.

The yellow tracks are the 125 mph fast lines of the East Coast Main Line.
The light blue tracks are the 40 mph relief lines of the East Coast Main Line.
Northbound tracks are to the left of each pair of lines.
The dark blue track is the 10 mph chord that connects the Northbound relief line of the East Coast Main Line to the Sheffield and Lincoln Line.
Platform 1 is on the Southbound relief line.
Platform 2 is on the Northbound relief line.
Unusually, both platforms are on the same side of the line.
In The Lengths Of Hitachi Class 800/801/802 Trains, I state that the full length of an InterCity 225 train is 245.2 metres.
I suspect that both platforms can accommodate a full length InterCity 225, as the trains have been calling at Retford since the 1980s.

I doubt Retford station has any problem accommodating a pair of Class 802 trains, which it does regularly.

How Do Northbound Trains Go To Sheffield From Retford Station?

This OpenRailwayMap shows the tracks to the South of Retford station in detail.

Note.

The yellow tracks are the 125 mph fast lines of the East Coast Main Line.
The light blue tracks are the 40 mph relief lines of the East Coast Main Line.
Northbound tracks are to the left of each pair of lines.

Trains needing to stop in Retford station will need to cross to the Northbound relief line to enter Platform 2 at Retford station.

This OpenRailwayMap shows the curve that connects Platform 2 at Retford station to the Sheffield and Lincoln Line to Sheffield.

Note.

The green tracks are the 60 mph Sheffield and Lincoln Line.
Sheffield is to the West.
The blue tracks are the curve that connects Platform 2 in Retford station to the Sheffield and Lincoln Line.
There appears to be a grade-separated junction, where the two lines join to the West of Retford station.

A Northbound train to Sheffield will take curve and then join the line to Sheffield.

How Do Southbound Trains Go From Sheffield Through Retford Station?

I suspect trains do the opposite from a train going to Sheffield.

The train takes the curve and then stops in Platform 2 facing South.

This OpenRailwayMap shows the tracks to the South of Retford station in detail.

When the train is cleared by the signals to go South, it will leave Retford station going South on the Northbound relief line.

Note that on the map there are two crossovers, which the train will take to get on the Southbound fast line for Newark and London.

As a Control Engineer, I suspect this is the sort of manoeuvre, that modern digital signalling will make slicker and safer.

How Do Northbound Trains Go To Hull From Retford Station?

On leaving the station, the train will continue along the relief line until it merges with the Northbound fast line for Doncaster.

This is exactly as any Northbound train stopping at Retford does now.

How Do Southbound Trains Go From Hull Through Retford Station?

Currently, trains from Hull stop in Platform 1 on their way to London.

Trains needing to stop in Retford station will need to cross to the Southbound relief line to enter Platform 1 at Retford station.
When the train is cleared by the signals to go South, it will leave Retford station going South on the Southbound relief line.
The Southbound relief line joins the Southbound fast line to the South of the station.

This is exactly as any Southbound train stopping at Retford does now.

Could A Hull And A Sheffield Service Run As A Pair And Split And Join At Retford Station?

Consider.

Class 802 trains, as used by Hull Trains are designed to be run as a pair of trains, with easy coupling and uncoupling between the two trains.
Hull Trains regularly run services as a pair of Class 802 trains.
A pair of trains could leave King’s Cross. They would then split at a convenient station, after which the two trains go to different destinations.
There are advantages with respect to infrastructure charges.

I feel that Hull Trains two services to Sheffield and Hull/Beverley could work as a pair.

A pair of trains could leave King’s Cross.
At Retford station they would split, with one train going to Hull and the other to Sheffield.

Coming South they would join at Retford.

How Would Splitting Of A Hull And Sheffield Service Be Performed At Retford Station?

The procedure would be something like this.

As the pair of train is stopping in Retford station, it would use the relief line to enter Platform 2.
It would stop in Platform 2.
The trains would be uncoupled.
The front train would go to its destination.
The rear train would go to its destination.

Note.

As the track to Doncaster and Hull is faster, the front train should probably be for Hull.
Platform 2 is electrified, so the Sheffield train could top up its batteries .
The Sheffield train could lower its pantograph.

Uncoupling takes about two minutes.

How Would Joining Of A Hull And Sheffield Service Be Performed At Retford Station?

Consider.

Joining would have to be performed in Platform 2, as there is no route for a train from Sheffield to access Platform 1.
North of Retford station there are two convenient crossovers, to allow a train to cross to the Northbound relief line. There are also a couple of loops, where trains could wait.
As this is coal-mining country, perhaps, they were part of a freight route between Sheffield and Doncaster?

But this infrastructure would allow, a train from Hull to access Platform 2 at Retford station.

As the Sheffield train can easily access Platform 2, the two trains could meet in Platform 2 and then be joined together for a run to London.

Is There A Problem With Splitting And Joining Of the Hull And Sheffield Services?

Earlier, I said these were the stops of the two services.

Going North from London King’s Cross to Hull, trains call at Stevenage (limited), Grantham, Retford, Doncaster, Selby, Howden and Brough.
Going North from London King’s Cross to Sheffield, trains call at Retford, Worksop and Woodhouse.

Surely, if the trains were travelling as a pair, they would need to stop at the same stations to the South of Retford.

But modern digital signalling will allow trains to run closer together, so perhaps this would be the procedure going North.

The two trains start in the same platform at King’s Cross, with the Sheffield train in front of the Hull train.
The two trains leave King’s Cross a safe number of minutes apart.
At its Stevenage and Grantham stops, the Hull train will tend to increase the distance between the two trains.
The Sheffield train would stop in Platform 2 at Retford station, so that space is left for the Hull train.
The Hull train will stop behind the Sheffield train in Platform 2 at Retford station.
The Sheffield train will leave when ready.
The Hull train will leave when ready.

And this would be the procedure going South.

The train from Sheffield would line up in Platform 2 at Retford station.
The train from Hull would line up in Platform 1 at Retford station.
The train from Sheffield would leave when everything is ready and the train is cleared by the signalling system.
The train from Hull would leave a safe number of minutes behind the train from Sheffield.
At its Grantham and Stevenage stops, the Hull train will tend to increase the distance between the two trains.
The trains could share a platform at King’s Cross.

The digital signalling and the driver’s Mark 1 eyeballs will keep the Hull train, a safe distance behind the faster Sheffield train.

The Capacity Of The Lincoln And Sheffield Line

Looking at the Sheffield and Lincoln Line, it has only an hourly train, that calls at Darnall, Woodhouse, Kiverton Park, Kiverton Bridge, Shireoaks and Worksop between Retford and Sheffield.

I would suspect that there is enough spare capacity for Hull Trains to run a one train per two hours (tp2h) service between London King’s Cross and Sheffield.
If LNER feel that a 1 tp2h frequency is viable for Harrogate, Lincoln and other places, surely Hull and East Sheffield could support a similar service from King’s Cross.

If the services could be run by battery-electric trains, capable of running at 140 mph on the East Coast Main Line and giving times of ninety minutes to Sheffield, this could be a success.

Could Woodhouse Station Become A Transport Hub?

This Google Map shows Woodhouse station.

Note.

It is certainly surrounded by a lot of houses.
Could it be provided with car-parking?

Although, as this picture shows it is not blessed with lots of facilities.

But.

The station is in an area, which Sheffield want to develop.
The Advanced Manufacturing Centre is nearby.
There are aspirations to run a tram-train between Sheffield and Chesterfield via Darnall, Woodhouse and Barrow Hill stations.
The station could be on the tram-train route to Stocksbridge, that I wrote about in Reopening The Don Valley Section Of The Former Woodhead Line Between Stocksbridge and Sheffield Victoria To Passenger Services.

Woodhouse station could be an interchange or it could become something bigger like a hub station.

How Many Sheffield Services Per Day Could Be Run?

If the Hull and Sheffield trains run as a flight under control of the digital signalling, this will mean that every Hull train can be paired with a Sheffield train.

There are five trains per day (tpd) to and from Hull and two to and from Beverley.
It seems a maximum of one tpd in both directions can be a ten-car train.
Two five-car trains could fit in a platform at King’s Cross.

I suspect that the maximum number of trains per day to and from Sheffield is the same as for Hull. i.e. seven tpd.

But there is no reason, if they have enough trains and paths are available, that Hull Trains couldn’t add extra services to both destinations.

Onward From Sheffield

Several of those, who have commented on the new service have suggested that the service could go further than Sheffield, with Manchester and Leeds being given specific mentions.

This OpenRailwayMap shows the platforms at the Northern end of Sheffield station.

Note.

The pink tracks at the East are the Sheffield Supertram.
Trains to and from Barnsley, Huddersfield, Hull, Leeds, Lincoln and Retford access the station from the Northern end.
Trains to and from Chesterfield, Derby, London, Manchester and Stockport access the station from the Southern end.
The tracks in Sheffield station are numbered 1 to 8 from the West.
There are five through platforms. 1, 2, 5, 6 and 8 and two bay platforms at either end.
An extension of the service to Manchester via the Hope Valley Line, could go straight through the station.
An extension of the service to Barnsley, Huddersfield or Leeds, would mean the train reversing at Sheffield.

It looks like an extension to Manchester Piccadilly over the recently upgraded Hope Valley Line would be the easiest extension. But would Avanti West Coast, who have FirstGroup as a shareholder want the competition?

Recently, it has been announced that the Penistone Line to Barnsley and Huddersfield will be upgraded to accept two trains per hour (tph) and allow faster running.

Because Sheffield could be around eighty minutes from London, there could be some smart times to and from the capital.

Meadowhall in 90 minutes
Barnsley in 112 minutes.
Huddersfield in 140 minutes.

Huddersfield could be almost twenty minutes faster than the route via Leeds.

Comments From The Times

These are some readers comments from The Times.

Hope the prices are competitive with LNER. I rarely go to London from Chesterfield with EMR as they’re so expensive. LNER from Newark is much cheaper but a service from Worksop for me would be perfect.
Excellent News in so many ways. I hope it really takes off which could help ease the congestion on the M1 and also thin out overcrowding on busy LNER services. It really does deserve to succeed.
This is excellent news. The Lumo service has been a game changer for me and those living in the north east.

The public seem in favour.

Conclusion

I really like this proposal from FirstGroup.

It has the possibility to provide Sheffield with a fast train link to London.
It could run about six trains per day.
It will be faster than High Speed Two was proposed.

It could be the first service of High Speed Yorkshire.

January 7, 2024 Posted by AnonW | Transport/Travel | Automatic Splitting And Joining Of Trains, Beverley Station, Class 802 Train, Digital Signalling, East Coast Digital Programme, East Coast Main Line, FirstGroup, FirstGroup's Proposed Sheffield Service, High Speed Rail, High Speed Two, High Speed Yorkshire, Hitachi Intercity Battery Hybrid Train, Hope Valley Line, Hull Station, Hull Trains, InterCity 225, King's Cross Station, Lincoln, LNER, Penistone Line, Retford Station, Sheffield and Lincoln Line, Sheffield Station, Sheffield Supertram, Sheffield Tram-Train, Stocksbridge, Woodhouse Station | 5 Comments

First Digitally Signalled Passenger Train Comes To Northern City Line

The title of this post, is the same as that of this article on Rail Advent.

These two paragraphs introduce the article.

The Northern City Line experienced its first taste of digital signalling, as a passenger train controlled by the in-cab technology ran between Finsbury Park and Moorgate on Monday the 27th of November.

The introduction of this type of signalling – known as the European Train Control System, or ETCS – is a first step towards wider adoption across the rail network and represents an important milestone in the government-backed £1.4bn East Coast Digital Programme (ECDP). The programme is designed to improve journeys between London and north of Peterborough, with reliability and environmental outcomes at the forefront of the project’s deliverables.

I hope that one of the benefits will be more trains between Moorgate and Hertford North, Stevenage and Welwyn Garden City.

November 28, 2023 Posted by AnonW | Transport/Travel | Digital Signalling, East Coast Digital Programme, Govia Thameslink Railway, Great Northern, Northern City Line | 1 Comment

First Tri-Mode Long Distance Trains For The East Coast Main Line

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

This is the sub-heading.

London North Eastern Railway (LNER) is pleased to confirm that CAF has been named as the successful bidder to deliver a fleet of 10 new tri-mode trains for LNER. Porterbrook has been chosen as the financier of the new fleet. The trains will be able to operate in electric, battery or diesel mode.

These are the first two paragraphs.

Benefits of tri-mode trains range from a reduction in emissions, particulates, noise and vibration pollution, lower maintenance and operating costs and upgradeable technology, with an expected increase in range and performance as technology develops further. Battery power reduces the need to use diesel traction in areas where overhead powerlines are not available.

Complementing the modern Azuma fleet of 65 trains, the new ten-coach trains will help LNER achieve its vision of becoming the most loved, progressive and trusted train operator in the UK, delivering an exceptional service for the customers and communities served along its 956-mile network.

I have a few thoughts.

Will The Trains Have Rolls-Royce mtu Diesel Engines?

Consider.

CAF’s Class 195, 196 and 197 Civity trains for the UK all have Rolls-Royce mtu diesel engines.
Porterbrook are headquartered in Derby.
Rolls-Royce are headquartered in Derby.
In Rolls-Royce And Porterbrook Agreement Will Drive Rail Decarbonisation, I talked about how the two companies were planning to decarbonise trains using techniques like mtu Hybrid PowerPacks and hydrogen fuel cells.

I would think it very likely that the new trains will have Rolls-Royce mtu engines.

Will The Trains Have Rolls-Royce mtu Hybrid PowerPacks?

It was in 2018, that I first wrote about mtu Hybrid PowerPacks in Rolls-Royce And Porterbrook Launch First Hybrid Rail Project In The UK With MTU Hybrid PowerPacks.

Examples of these power packs are now running in Germany, Ireland and the UK.
The mtu Hybrid PowerPack how has its own web site.
There is also this YouTube video.
If CAF use off-the-shelf mtu Hybrid PowerPacks in their Civity trains, there is one big massive plus – They don’t have to develop the complicated control software to get a combination of diesel engines and batteries to perform as immaculately as Busby Berkeley’s dancers or a Brigade of Guards.
The mtu Hybrid PowerPacks also have a big plus for operators – The batteries don’t need separate charging infrastructure.
In Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels, I talk about how mtu engines can run on sustainable fuels, such as biodiesel or HVO.

I think it is extremely likely that CAF’s new trains for LNER will be powered by mtu Hybrid PowerPacks.

Class 800 And Class 397 Trains Compared

The Class 800 train is LNER’s workhorse to Scotland from London.

The Class 397 train used by TransPennine Express, is a 125 mph Civity train.

Differences include.

The Class 800 train can run at 140 mph, where the signalling allows, but is the Class 397 train only capable of 125 mph?
The Class 397 train accelerate at 0.92 m/s², whereas the Class 800 train can only manage 0.7 m/s².
The Hitachi train has 14 % more seats, 36 First and 290 Standard as opposed to 22 First and 264 Standard in five-car trains.

I will add to this list.

Will The New Trains Be Capable Of 140 mph Running?

As the East Coast Main Line is being fully digitally signalled to allow 140 mph running of the numerous Hitachi expresses on the route, I wouldn’t be surprised to see, that the new CAF trains will be capable of 140 mph.

In this article on Modern Railways, which is entitled LNER Orders CAF Tri-mode Sets, this is said.

The new fleet will be equipped with CAF Signalling’s European Rail Traffic Management System digital signalling. This will align with the East Coast Digital Programme, which aims to introduce European Train Control System (ETCS) on the southern stretch of the East Coast main line from King’s Cross to Stoke Tunnel by 2029.

Later in the article this is said.

LNER has retained 12 ‘91s’ hauling eight rakes of Mk 4s, and the rollout of ETCS is another reason the operator has sought to order the replacement fleet. LNER’s passenger numbers have rebounded more quickly than other operators post-Covid, which has helped make the case for confirming the order.

This does seem sensible.

What Will Be The Range Of The CAF Trains Without Electrification?

The longest LNER route without electrification is the Northern section of the Inverness service between Inverness and Dunblane, which is 146.1 miles. There are also eight stops and some hills.

In Edinburgh to Inverness in the Cab of an HST, there’s a video of the route.

I’m sure that even, if they don’t normally run the new trains to Inverness, being able to do so, could be useful at some point.

It should be noted that the Guinness World Record for battery-electric trains is 139 miles, which is held by a Stadler Akku.

I am left with the conclusion that London and Inverness needs a tri-mode train or lots of electrification. Did this rule out Hitachi?

The Number Of Trains Ordered

The Modern Railways article says this about the number of trains.

The contract includes an eight-year maintenance services agreement with an option to extend; CAF says the order value, including maintenance, exceeds €500 million. When the tender was published the intention was to include an option for five additional sets; LNER confirmed to Modern Railways there is an option to purchase additional sets on top of the base order of 10.

Can we assume this means that other trains will be ordered, if the trains are a success?

Can These New CAF Trains Be Made Net Zero?

This is a paragraph, in the LNER press release.

This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.

As the new CAF trains will probably have a service life of at least forty years, there must be some way, that these new trains can be made net zero.

Consider.

I am absolutely certain, that the new CAF trains will have Rolls-Royce mtu diesel engines.
LNER’s existing Class 800 and 801 trains have Rolls-Royce mtu diesel engines.

Rolls-Royce mtu according to some of Rolls-Royce’s press releases appear to be developing net zero solutions based on hydrogen or net zero fuels.

This press release from Rolls-Royce is entitled Rolls-Royce Successfully Tests mtu Engines With Pure Hydrogen, suggests that Rolls-Royce mtu are working on a solution.

Routes They Will Serve

The Modern Railways article says this about the routes to be served.

Modern Railways understands the new fleet will be maintained at Neville Hill depot in Leeds and, like the ‘225’ sets, will be used predominantly on services between London and Yorkshire, although unlike the ‘225s’ the tri-modes, with their self-power capability, will be able to serve destinations away from the electrified network such as Harrogate and Hull.

Note.

This surprised me, as I’d always expected the Yorkshire routes will be served by Hitachi battery-electric trains.
But it does look that both Harrogate and Hull stations, have long enough platforms to hold a ten-car train.
With their tri-mode technology, it also looks like the CAF trains won’t be needed to be charged before returning to London.

The last point would enable them to try out new routes.

These are distances from the electrification of the East Coast Main Line of the destinations that LNER served, where there is not full electrification.

Aberdeen via Ladybank – 91.4 miles
Carlisle via Skipton – 86.8 miles
Cleethorpes via Newark and Lincoln – 63.9 miles
Harrogate via Leeds – 18.3 miles
Huddersfield via Leeds – 17.2 miles
Hull via Temple Hirst junction – 36.1 miles
Inverness via Dunblane – 146.1 miles
Lincoln via Newark – 16.7 miles
Middlesbrough via Northallerton – 22.2 miles
Scarborough via York – 42.1 miles
Sunderland via Northallerton – 47.4 miles

Note.

The first place after the ‘via’ is where the electrification ends.
Carlisle could be a possibility during High Speed Two upgrading of the West Coast Main Line or for an enthusiasts’ special or tourist train.
Cleethorpes is a possible new service for LNER. I wrote about this in LNER To Serve Cleethorpes.
Scarborough must be a possible new service for LNER.
All stations can take ten-car trains, with the possible exception of Middlesbrough, which is currently being upgraded.
Huddersfield and Leeds is being electrified under the TransPennine Upgrade.

This would appear to show that LNER need enough bi-mode or tri-mode trains to run services to Aberdeen, Cleethorpes, Harrogate, Hull, Inverness, Lincoln, Middlesbrough and Sunderland.

But.

It would appear that the initial batch of trains, will not be serving the North of Scotland.
Aberdeen and Inverness could be served, when there is enough electrification at the Southern end.

I am also fairly sure, that no significant infrastructure is required.

Do Hitachi Have A Problem?

I am starting to wonder, if Hitachi are having trouble with the designing and building of their battery packs.

It’s not like Hitachi to allow someone to run off with a €500 million contract from under their nose.
Are they short of capacity to build the trains at Newton Aycliffe?

But then they’re probably up to their elbows in work on the High Speed Two Classic-Compatible trains.

Are There Any Other Routes, Where The New CAF Trains Could Be Employed?

The trains would certainly be suitable for these routes.

Chiltern – InterCity services.
CrossCountry Trains – Fleet replacement
Grand Central Trains – Fleet replacement
Grand Union Trains – For Carmarthen and Stirling open access services.
Great Western Railway – Replacing Castles in the South West.
ScotRail – Replacing Inter7City trains.
South Western Railway – Basingstoke and Exeter St. Davids and other routes.

Note.

CAF could sell a lot of trains.
I estimate that fleet replacement for Grand Central Trans would cost around €350 million
The specification would vary according to the route.

Could CAF have got the LNER order, because they have the capacity in the Newport factory?

Conclusion

It looks like CAF have done a good job in designing the trains.

I’m also fairly sure that CAF are using Rolls-Royce mtu PowerPacks.

November 11, 2023 Posted by AnonW | Transport/Travel | Battery-Electric Trains, Biodiesel, CAF, CAF Tri-Mode Train, Civity Train, Class 397 Train, Class 800 Train, Class 801 Train, Decarbonisation, Digital Signalling, East Coast Digital Programme, East Coast Main Line, Grand Central Trains, Grand Union Trains, GWR Castles, High Speed Two, High Speed Two Classic-Compatible Trains, Hitachi, Hydrotreated Vegetable Oil (HVO), Inter7City, LNER, mtu Hybrid PowerPack, Open Access Operators, Porterbrook, Rolls-Royce mtu, Stadler FLIRT Akku, TransPennine Express, Tri-Mode Train, West Coast Main Line | 6 Comments

What Will Be The Range Of A Hitachi Class 800 Battery Train?

I feel now, I have enough information to make an educated, at what the distance a five-car Class 800 or Class 802 train will travel on batteries.

Previous Battery-Electric Trains

These are examples of previous distances.

A Bombardier engineer told me eight years ago, that the battery-electric Class 379 had a range of sixty miles.
Stadler’s FLIRT Akku has a Guinness world record of 139 miles on one battery charge. See this page on the Stadler web site.
Even Stadler’s Class 777 trains for Merseyrail have a range of 84 miles on battery power. See New Merseyrail Train Runs 135 km On Battery.

It does appear that five-car battery-electric trains will have ranges in excess of a hundred miles.

Engineering Ambition

Several times in my life, I’ve got fired up about engineering or software projects and I like to think, I’ve produced the best and fastest solution.

For this reason, I believe that Hyperdrive Innovation, who are now part of Turntide Technologies, and Hitachi will set themselves three objectives with the design of the the battery packs for the Class 800 or Class 802 train.

The battery-electric Class 802 will outperform the Stadler FLIRT Akku in terms of speed and distance.
The battery packs will be plug-compatible with the diesel engines, so there will only be minor software modification to the trains.
The train will be able to be handle all Great Western Railway’s routes without using diesel.
I wouldn’t be surprised that on many routes the train will cruise at over 110 mph on batteries.

I also suspect they want the Akku’s Guinness world record, which will mean the range will be in excess of 139 miles.

More On LNER’s Ten New Bi-Modes

I wrote about these trains in LNER Seeks 10 More Bi-Modes.

This was my conclusion.

There is a lot of scope to develop LNER’s services.

I think it is likely that the order will go to Hitachi.

But as I indicated, I do believe that there is scope for a manufacturer to design a zero-carbon train, that was able to serve Aberdeen and Inverness.

I suspect a fleet of ten trains would be sufficient.
Trains would use the 25 KVAC overhead electrification, where it exists and hydrogen or battery power North of the wires.

The trains would also be capable of being upgraded to higher speeds, should the East Coast Main Line be turned into a High Speed Line.

I also think, that whatever trains are bought, there will be a large upgrading of the existing Hitachi fleet, which will add batteries to a lot of trains.

In the July 2023 Edition of Modern Railways, there is an article, which is entitled LNER Embraces Pioneering Spirit, which takes the form of an interview with LNER’s Managing Director; David Horne.

In a section, which is entitled ‘225’ Replacement, this is said.

Meanwhile, Mr Horne is looking to what might replace the InterCity 225 fleet, now smartly repainted in a scheme which pays homage to the original ‘Swallow’ livery. While there were fears this fleet may be withdrawn as an economy measure, the ‘225s’ are now on lease until at least next summer.

But Mr Horne says obsolescence issues are a real challenge and LNER will struggle to maintain the fleet beyond 2025, and from the May 2023 timetable change the number of daily diagrams was reduced from five to four to conserve the fleet’s mileage. Much of the heavy maintenance work had previously been carried out at Wabtec’s Doncaster site, but this facility is no longer available, and while a recent reliability improvement programme is bearing fruit, the challenges remain. The crunch point comes with the transition to ETCS at the southern end of the ECML as part of the East Coast Digital Programme – Mr Horne says LNER does not want to fit cab signalling on the ‘225s’.

The solution to this issue is to procure additional trains to run alongside the 65 Azumas, and LNER went out to tender in October 2020 for a fleet of 10 trains with self-power capability.

While a preferred bidder has been identified, the business case to proceed with the procurement is awaiting approval, but Mr Horne is still hopeful this project can be progressed.

The current plan envisages the new trains broadly replacing the ‘225s’ on Leeds and York diagrams, but a major benefit with the new fleet would be during engineering work – at present LNER has to withdraw services to places such as Harrogate and Hull to concentrate its bi-mode Azumas on services using non-electrified diversionary routes, and having more stock with self-power capability would ease the issue.

Currently, LNER has these Azumas and InterCity 225s in its fleet.

Five-car bi-mode Class 800 trains – 10
Nine-car bi-mode Class 800 trains – 13
Five-car electric Class 801 trains – 12
Nine-car electric Class 801 trains – 30
Nine-car electric ImterCity 225 trains – 8

Note.

There are 23 bi-mode trains and 50 electric trains.
There are 167 bi-mode carriages and 302 electric carriages.
Currently 31.5 % of the trains are bi-mode.
With ten new bi-mode trains and no InterCity 225 trains, 44 % of the fleet will be bi-mode.

Is this increase in the percentage of the fleet, that are bi-mode acceptable?

LNER’s Two Needs

Let’s look at LNER’s needs, which are actually two separate sub-needs.

There is a need for ten new trains to replace the InterCity 225 trains.
There is a need to increase the size of the bi-mode fleet to be able to use the Great Northern and Great Eastern Joint Line and other non-electrified routes to by-pass engineering works.

Note.

I suspect that as Mr Horne explained, there are only five or possibly four InterCity 225s diagrammed on a particular day, then perhaps ten five-car bi-mode Class 800 trains, might be able to cover for the retirement of the InterCity 225s.
These trains would work as pairs to Leeds and York to replace the InterCity 225 capacity.
If required they could split and join at Leeds and York to serve other destinations.
The diversion route of the Great Eastern Joint Line has an unelectrified distance of 93.7 miles and the route is electrified at both ends.
Would a battery-electric Class 800 train handle this distance? I suspect if Stadler can do it, then Hitachi and Turntide Technology will be able to do it too!

LNER will have replaced the InterCity 225s and acquired ten new five-car blockade runners.

As an order for ten new five-car battery-electric trains, is not to be sneezed at, I suspect Hitachi will make sure that their new battery-electric variants have enough range.

So this would mean that the range of a five car battery-electric Class 800 train, should be in excess of 93.7 miles.

Advantages Of Converting Class 800 and Class 802 Trains To Battery-Electric Operation

It should be noted that the five-car and nine-car Class 800 and Class 802 trains have specific advantages when it comes to converting them to battery-electric operation.

They are modern trains, that are still in production, so every bit of information about the train is known down to the last nut, bolt and plastic clip.
Like most modern trains, hey have a sophisticated computer system controlling the train.
They have spaces for three, four or maybe even five diesel engines under the floor, which could be used for a battery-pack in every car designed to hold a diesel engine.
The train has an electric bus between nose and tail.
As is shown, when the trains change between diesel and electric, the pantograph can go up and down with all the alacrity of a whore’s drawers.
The trains can be converted between bi-mode and electric, by adding or removing diesel packs. I doubt this feature will be removed, as batteries replace diesels.

With my Electrical and Control Engineer’s hard hat on, I doubt there is anything to stop a Class 800 or Class 802 train being fitted with three or more batteries to create a 125 mph train, with a range approaching two hundred miles on battery power.

The initial name of these Hitachi trains was the Hitachi Super Express. Is this train the Hitachi Super Battery Express?

But it would appear, that for their initial needs, LNER, just need a range to handle the near hundred miles of the Great Northern and Great Eastern Joint Line.

Inverness and Aberdeen will come later.

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!

June 27, 2023 Posted by AnonW | Transport/Travel | Azuma Train, Battery-Electric Trains, Class 379 Train, Class 777 Train, Class 800 Train, Class 802 Train, East Coast Digital Programme, Great Northern and Great Eastern Joint Line (GNGE), Great Western Railway, Hyperdrive Innovation, InterCity 225, LNER, Stadler FLIRT Akku, Turntide Technologies | 3 Comments

Thoughts About Electrification Through Devon And Cornwall

Distances

I’ll start by looking at a few distances.

Penzance and Taunton – 162.3 miles
Penzance and Exeter St. David’s – 131.5 miles
Penzance and Plymouth – 79.5 miles
Taunton and Exeter St. David’s – 30.7 miles
Plymouth and Exeter St. David’s – 52 miles
Taunton and Newbury – 89.6 miles
Plymouth and Taunton – 82.8 miles
Taunton and Paignton – 59 miles
Taunton and Patchway – 51.7 miles

Note.

Patchway and Newbury are already electrified to Cardiff Central and London Paddington respectively.
Bombardier’s engineer told me eight years ago, that the battery-electric Class 379 had a range of sixty miles.
Stadler’s FLIRT Akku has a Guinness world record of 139 miles on one battery charge. See this page on the Stadler web site.
Even Stadler’s Class 777 trains for Merseyrail have a range of 84 miles on battery power. See New Merseyrail Train Runs 135km On Battery.

The rail distances in Devon and Cornwall are getting closer to being within the capability of trains fitted with batteries.

Station Stop Times

These are typical times that trains stop in the more important stations between Taunton and Penzance.

Taunton – < 2 mins
Tiverton Parkway – < 2 mins
Exeter St. Davids – 2 mins
Newton Abbot – < 2 mins
Totnes – < 2 mins
Plymouth – 11 minutes
Devonport – < 2 mins
Saltash – < 2 mins
Menheniot – < 2 mins
Liskeard – < 3 mins
Bodmin Parkway – 2 mins
Lostwithiel – 2 mins
Par – 2 mins
St. Austell – 2 mins.
Truro – 2 mins
Redruth – 2 mins
Camborne – 2 mins

Note.

The timings were for today.
The Cardiff and Penzance services were being run by five-car Class 802 trains.
Most station stops are around two minutes or less, but Plymouth on this train was eleven minutes.

I find it interesting that the Plymouth stop takes so much longer.

Train Stops At Plymouth

I looked at about twenty trains stopping at Plymouth, that included these services.

London Paddington and Penzance
Penzance and London Paddington
Cardiff Central and Penzance
Penzance and Cardiff Central

Note.

I found an average time of eight minutes.
Eleven minutes was a common stop.
Eight minutes could be enough time for the rail equivalent of a Formula One splash and dash.
CrossCountry services were going through the station in three minutes.

I am led to believe that the timetable used by the GWR trains would allow a quick battery charge at Plymouth station.

This OpenRailwayMap shows the platforms at Plymouth station.

Note.

London is to the East and Penzance is to the West.
Platform numbers increase from South to North.
The two East-facing bay platforms are Platforms 1 and 2.
The West-facing bay platform in the South-West corner is Platform 3.
Platform 4 shares the island with the bay platforms 1, 2 and 3.
Most trains going to Penzance use Platform 4.
Platforms 5 and 6 share the centre island platform.
Platforms 7 and 8 share the Northernmost island platform.
Most trains going towards London use Platform 7.
Wikipedia indicates that the track layout is comprehensive and allows a lot of operational flexibility.

Although the station was completed around forty years ago, it could have been designed for handling modern battery-electric trains.

There are three bay platforms numbered 1 to 3, to charge local services and send them on their way.
Trains can arrive and depart in the five through platforms, numbered 4 to 8, from either direction.
Two days ago, a nine-car London Paddington to Plymouth train terminated in Platform 7. After waiting an hour it returned to London. An hour would be enough time to fully-charge a train.
As many platforms as needed could be electrified.

I am fairly sure, that most battery-electric trains could be timetabled to leave Plymouth station with full batteries.

Turnround At Penzance

I have found these turnrounds.

802113 arrived from Paddington at 1142 and left for London at 1215
802022 arrived from Paddington at 1307 and left for London at 1415
802103 arrived from Paddington at 1500 and left for London at 1615

This OpenRailwayMap shows the platforms at Penzance station.

Note.

The three example trains used Platform 1.
Platform 1 is the long platform on the landward side of the station.
Platforms are numbered 1 to 4 from left to right.
An appropriate number of platforms would be electrified to charge trains terminating at Penzance.

Trains would appear to have plenty enough time to recharge, so they would start their return journey with full batteries.

Engineering Ambition

Several times in my life, I’ve got fired up about engineering or software projects and I like to think, I’ve produced the best and fastest solution.

The battery-electric Class 802 will outperform the Stadler FLIRT Akku in terms of speed and distance.
The battery packs will be plug-compatible with the diesel engines, so there will only be minor software modification to the trains.
The train will be able to be handle all Great Western Railway’s routes without using diesel.
I wouldn’t be surprised that on many routes the train will cruise at over 110 mph on batteries.

I also suspect they want the Akku’s Guinness world record, which will mean the range will be in excess of 139 miles.

Battery Range Needed For Routes

These are routes that need to be covered by battery-electric Class 802 trains or similar.

Avanti West Coast – Crewe and Chester – 22.2 miles
Avanti West Coast – Crewe and Holyhead – 105.5 miles
Avanti West Coast – Crewe and Llandudno Junction – 65.5 miles
Avanti West Coast – Crewe and Wrexham – 34.4 miles
Avanti West Coast – Shrewsbury and Wolverhampton – 29.7 miles
Great Western Railway – Penzance and Plymouth – 79.5 miles
Great Western Railway – Plymouth and Taunton – 82.8 miles
Great Western Railway – Taunton and Patchway – 51.7 miles
Great Western Railway – Newbury and Taunton – 89.6 miles
Great Western Railway – Taunton and Paignton – 59.0 miles
Great Western Railway – Weston-super-Mare and Chippenham – 43.5 miles
Great Western Railway – Oxford and Great Malvern – 65.6 miles
Great Western Railway – Oxford and Hereford – 86.3 miles
Great Western Railway – Oxford and Worcester Foregate Street – 57.6 miles
Great Western Railway – Oxford and Worcester Shrub Hill – 57.2 miles
Great Western Railway – Cheltenham Spa and Swindon – 43.2 miles
Great Western Railway – Cardiff Central and Carmarthen – 77.4 miles
Great Western Railway – Cardiff Central and Pembroke Dock – 118.9 miles
Great Western Railway – Cardiff Central and Swansea – 45.7 miles
Hull Trains – Beverley and Temple Hirst Junction – 44.3 miles
Hull Trains – Hull and Temple Hirst Junction – 36.1 miles
LNER – Hull and Temple Hirst Junction – 36.1 miles
LNER – Middlesbrough and Longlands Junction – 22.2 miles
LNER – Sunderland and Longlands Junction – 48.5 miles
LNER – Lincoln Central and Newark Northgate – 16.6 miles
LNER – Leeds and Bradford – 13 miles
LNER – Leeds and Harrogate – 18 miles
LNER – Leeds and Huddersfield – 17 miles
LNER – Stirling and Inverness – 146 miles
LNER – Edinburgh Haymarket and Aberdeen – 130 miles
LNER – Peterborough and Doncaster via Great Northern and Great Eastern Joint Line – 93.7 miles
South Western Railway – Basingstoke and Exeter St. David’s – 124.5 miles
TransPennine – Hull and Micklefield – 42 miles
TransPennine – Longlands Junction and Saltburn – 34.7 miles
TransPennine – York and Scarborough – 42 miles
TransPennine – Doncaster and Cleethorpes – 52.1 miles
TransPennine – Stockport and Doncaster – 55.4 miles
TransPennine – Stockport and Cleethorpes – 107.5 miles

Note.

Stirling and Inverness and Edinburgh Haymarket and Aberdeen could be shortened by up to thirty miles, by planned electrification in Scotland.
I have assumed that the TransPennine Upgrade has been completed.
It looks like a battery-electric Class 802 train could use the Great Northern and Great Eastern Joint Line diversion via Lincoln.
I am slightly surprised, that the longest stretch of line without electrification and with a passenger service is Basingstoke and Exeter St. David’s.

Charging will be needed at some places to charge the battery-electric trains. Stations fitted with chargers could include Aberdeen, Carmarthen, Cleethorpes, Exeter St. David’s, Hereford, Holyhead, Hull, Inverness, Paignton, Penzance, Pembroke Dock, Plymouth, Swansea, Taunton, Weston-super-Mare, Worcester.

Most chargers would be a length of electrification in the platform, where the battery-electric trains terminated or passed through.

More On LNER’s Ten New Bi-Modes

I wrote about these trains in LNER Seeks 10 More Bi-Modes.

This was my conclusion.

There is a lot of scope to develop LNER’s services.

I think it is likely that the order will go to Hitachi.

But as I indicated, I do believe that there is scope for a manufacturer to design a zero-carbon train, that was able to serve Aberdeen and Inverness.

- I suspect a fleet of ten trains would be sufficient.
- Trains would use the 25 KVAC overhead electrification, where it exists and hydrogen or battery power North of the wires.

The trains would also be capable of being upgraded to higher speeds, should the East Coast Main Line be turned into a High Speed Line.

I also think, that whatever trains are bought, there will be a large upgrading of the existing Hitachi fleet, which will add batteries to a lot of trains.

In a section, which is entitled ‘225’ Replacement, this is said.

Meanwhile, Mr Horne is looking to what might replace the InterCity 225 fleet, now smartly repainted in a scheme which pays homage to the original ‘Swallow’ livery. While there were fears this fleet may be withdrawn as an economy measure, the ‘225s’ are now on lease until at least next summer.

But Mr Horne says obsolescence issues are a real challenge and LNER will struggle to maintain the fleet beyond 2025, and from the May 2023 timetable change the number of daily diagrams was reduced from five to four to conserve the fleet’s mileage. Much of the heavy maintenance work had previously been carried out at Wabtec’s Doncaster site, but this facility is no longer available, and while a recent reliability improvement programme is bearing fruit, the challenges remain. The crunch point comes with the transition to ETCS at the southern end of the ECML as part of the East Coast Digital Programme – Mr Horne says LNER does not want to fit cab signalling on the ‘225s’.

The solution to this issue is to procure additional trains to run alongside the 65 Azumas, and LNER went out to tender in October 2020 for a fleet of 10 trains with self-power capability.

While a preferred bidder has been identified, the business case to proceed with the procurement is awaiting approval, but Mr Horne is still hopeful this project can be progressed.

The current plan envisages the new trains broadly replacing the ‘225s’ on Leeds and York diagrams, but a major benefit with the new fleet would be during engineering work – at present LNER has to withdraw services to places such as Harrogate and Hull to concentrate its bi-mode Azumas on services using non-electrified diversionary routes, and having more stock with self-power capability would ease the issue.

Currently, LNER has these Azumas and InterCity 225s in its fleet.

Five-car bi-mode Class 800 trains – 10
Nine-car bi-mode Class 800 trains – 13
Five-car electric Class 801 trains – 12
Nine-car electric Class 801 trains – 30
Nine-car electric ImterCity 225 trains – 8

Note.

There are 23 bi-mode trains and 50 electric trains.
There are 167 bi-mode carriages and 302 electric carriages.
Currently 31.5 % of the trains are bi-mode.
With ten new bi-mode trains and no InterCity 225 trains, 44 % of the fleet will be bi-mode.

Is this increase in the percentage of the fleet, that are bi-mode acceptable?

I wonder, if there is a more affordable and flexible way to increase the fleet size.

In the Wikipedia entry for the Class 800 train, there is a section, which is entitled Traction And Generator Units, where this is said.

The Class 800 and Class 802 bi-mode are equipped with three GU per five-car set and five GU per nine-car set; a five-car set has a GU situated under vehicles 2/3/4 and a nine-car set has a GU situated under vehicles 2/3/5/7/8. In comparison, the electric-orientated Class 801 features a single GU for a five to nine-car set, which provides emergency power for limited traction and auxiliaries if the power supply from the overhead line fails. By adding or removing GUs, a Class 800 can be converted into a Class 801 and vice versa.

Let’s look at LNER’s needs, which are actually two separate sub-needs.

There is a need for ten new trains to replace the InterCity 225 trains.
There is a need to increase the size of the bi-mode fleet to be able to use the Great Northern and Great Eastern Joint Line and other non-electrified routes to by-pass engineering works.

Note.

I suspect that as Mr Horne explained, there are only five or possibly four InterCity 225s diagrammed on a particular day, then perhaps ten five-car bi-mode Class 800 trains, might be able to cover for the retirement of the InterCity 225s.
These trains would work as pairs to Leeds and York to replace the InterCity 225 capacity.
If required they could split and join at Leeds and York to serve other destinations.
The diversion route of the Great Eastern Joint Line has an unelectrified distance of 93.7 miles and the route is electrified at both ends.
Would a battery-electric Class 800 train handle this distance? I suspect if Stadler can do it, then Hitachi and Turntide Technology will be able to do it too!

LNER will have replaced the InterCity 225s and acquired ten new five-car blockade runners.

As an order for ten new five-car battery-electric trains, is not to be sneezed at, I suspect Hitachi will make sure that their new battery-electric variants have enough range.

So this would mean that the range of a five cat battery-electric Class 800 train, should be in excess of 93.7 miles.

It should be noted that the five-car Class 800 and Class 802 trains have specific advantages when it comes to converting them to battery-electric trains.

They are modern trains, that are still in production, every bit of information about the train is known down to the last nut, bolt and plastic clip.
Like most modern trains, hey have a sophisticated computer system controlling the train.
They have spaces for three, four or maybe even five diesel engines under the floor, which could be used for a battery-pack in every car designed to hold a diesel engine.
The train has an electric bus between nose and tail.
As is shown, when the trains change between diesel and electric, the pantograph can go up and down with all the alacrity of a whore’s drawers.
The trains can be converted between bi-mode and electric, by adding or removing diesel packs. I doubt this feature will be removed, as batteries replace diesels.

The initial name of these Hitachi trains was the Hitachi Super Express. Is this train the Hitachi Super Battery Express?

But it would appear, that for their initial needs, LNER, just need a range to handle the near hundred miles of the Great Northern and Great Eastern Joint Line.

Inverness and Aberdeen will come later.

Hull Trains

This page on the Lumo web site is entitled Greener Travel Between Edinburgh And London.

These are the first three paragraphs.

A new, 100% electric rail service is to start running between London and Edinburgh with fares for as little as £14.90 in a bid to encourage greener and more affordable travel between the capitals.

Called Lumo, it will provide low-carbon, affordable long-distance travel for over 1 million passengers per year. Over 74,500 passengers currently fly between Edinburgh and London each month3.

And with single tickets between the capitals starting from just £14.90, Lumo will be a comfortable, convenient alternative to flying that is affordable for all. Some 60% of all single fares will be available at a cost of £30 or less.

I’m sure Hull Trains, who are owned by First Group like Lumo would like to position themselves in the 100 % electric low-carbon box too!

Currently, Hull Trains’s five-car Class 802 trains, run 88.6 and 72.2 miles using diesel on round-trips to Beverley and Hull respectively from London.

If batteries were fitted to their trains to give a battery range of around a hundred miles, Hull Trains could call themselves 100 % electric.

No new infrastructure would be required, but a short length of overhead electrification in a convenient platform at Hull station would ensure the train left for London and Beverley with a full battery.

The pictures show Hull Trains’s Class 802 train in Platform 7 at Hull station.

Penzance And Taunton

This to me is the key section as if you can run a battery-electric train between these two stations it allows so many of the services to be run using zero-carbon traction.

These are distances from Taunton.

Exeter St. David’s – 30.7 miles
Newbury – 89.6 miles
Okehampton – 55.3 miles
Paignton – 59.0 miles
Patchway – 51.7 miles
Plymouth – 82.8 miles

Note.

I’ve added Okehampton, as I feel that if Dawlish had another encounter with Poseidon, Okehampton with its proposed Parkway station on the A30 could be the terminus for coaches to and from Cornwall.
All would be possible with a battery-electric train, with a hundred-mile range, leaving Taunton with a full battery.
Charging could be needed at Okehampton and Paignton.

What is needed is some form of charging in the Taunton area.

This OpenRailwayMap shows Taunton station.

Note.

The station has four through platforms.
All Great Western Railway services to and from Devon and Cornwall stop in the station.
I feel it would be possible to electrify the station, so that all stopping trains could charge the batteries.

But the problem would be, that as typically trains only stop for a couple of minutes at Taunton, there may not be enough time to take enough charge on board.

This OpenRailwayMap shows the track between Wellington and Collumpton, between Taunton and Exeter.

Note.

The black line is the railway between Taunton and Exeter.
The blue arrow in the North-East corner of the map indicates the position of the proposed Wellington station.
Collumpton is in the South-West corner of the map and has also been put forward for a new Collumpton station.
I talked about the reopening of these two stations in Reopening Of Wellington and Cullompton Stations.
The M5 to the North of Collumpton runs closely alongside the railway.
According to Real Time Trains, it takes just under ten minutes to go the thirteen miles between Wellington and Collumpton.

This Google Map shows a section of the M5 North of Collumpton.

And this Google Map shows Tiverton Parkway station.

Note how the railway runs alongside the M5 to the West.

I feel that if the two new stations of Wellington and Collumpton are built between Taunton and Exeter St. David’s, then why not partially electrify the route, so that all trains would leave or pass through Taunton and Collumpton stations with full batteries.

Going West the trains would reach Exeter St. David’s, Okehampton or Plymouth.
Going East trains would reach Newbury for Reading and Paddington, and Patchway for Cardiff.

I believe that a battery-electric solution is possible, that would enable the decarbonisation of the Great Western Main Line all the way to Penzance.

June 25, 2023 Posted by AnonW | Transport/Travel | Battery-Electric Trains, Class 777 Train, Class 802 Train, Collumpton Station, Cornwall, CrossCountry Trains, Devon, East Coast Digital Programme, Great Northern and Great Eastern Joint Line (GNGE), Great Western Main Line, Great Western Railway, Hitachi, Hull Trains, InterCity 225, Okehampton Interchange Station, Okehampton Station, Penzance Station, Plymouth Station, Stadler FLIRT Akku, Taunton Station, Turntide Technologies, Wellington Station | 8 Comments

Great Northern’s Class 717 Fleet Receives Go-Ahead From ORR To Operate With In-Cab Digital Signalling

The title of this post is the same as that of this press release from Great Northern.

These five paragraphs outline how the new signalling will be introduced.

Govia Thameslink Railway (GTR) has received authorisation from the Office of Rail and Road (ORR) to place its Class 717 fleet into passenger service using Level 2 European Train Control System (ETCS) digital signalling.

This is a key step towards the introduction of digital signalling on both the Northern City Line, between Finsbury Park and Moorgate in London, and the East Coast Main Line between London and Grantham, as part of the government-funded East Coast Digital Programme (ECDP).

The programme will see traditional lineside signals replaced by state-of-the-art in-cab signalling technology (ETCS). On the Northern City Line this will give Great Northern passengers a more reliable service.

The trains, leased to GTR by Rock Rail, will begin running in passenger service once Network Rail has completed its approval works to switch on the trackside ETCS system. Once this second milestone is achieved later this year, GTR will start training, in passenger service, two hundred and fifty of its Great Northern drivers to drive using ETCS.

The new system overlays the traditional signals, so drivers will be able to continue using ETCS alongside their untrained colleagues once they are qualified, ensuring they maintain full competency until everyone is trained and the old system can be switched off.

I used the route from Essex Road to Moorgate stations, this morning about 09:30 and Great Northern seems to be running eight trains per hour (tph) on that section.

March 22, 2023 Posted by AnonW | Transport/Travel | Class 717 Train, Digital Signalling, East Coast Digital Programme, Essex Road Station, Moorgate Station, Northern City Line | 3 Comments

Heritage Steam And Diesel Locomotives To Run Under Digital Signalling

This page on the Network Rail web site is entitled East Coast Digital Programme Selects Atkins And Thales As Key Partners For Heritage Rail Vehicles Pathfinder Project.

To illustrate the sort of rail vehicles they mean, the page is headed with this picture of a Stanier Black 5 locomotive, which is by courtesy of West Coast Railways.

These are the first four paragraphs of the page.

Atkins, a member of the SNC-Lavalin Group, and Thales have been appointed by Network Rail to deliver an industry-first pathfinder project for Heritage Rail Projects as part of the East Coast Digital Programme.

The pathfinder will carry out design and trial fitment of the technology to determine if it is a viable technical and commercial option for heritage vehicles.

The option of retro-fitting the technology would enable heritage steam and diesel vehicles to continue operating on mainline infrastructure in radio-based train control. In a world first, the pathfinder project will see European Train Control System (ETCS) in-cab signalling equipment, supplied and installed by Thales, trial fitted on Tornado and designed for a Black 5 steam locomotive, as well as a Class 55 Deltic diesel locomotive which was built over 40 years ago.

These vehicles have been selected because they are best placed to support the project. Tornado is a large modern build with established designs and power, and the Black 5 and Deltic are representative of other vehicle types.

If this project is successful, we will continue to see heritage steam and diesel locomotives on the UK rail network.

October 15, 2021 Posted by AnonW | Transport/Travel | Diesel, Digital Signalling, East Coast Digital Programme, East Coast Main Line, Heritage Railways, Steam Locomotive | 1 Comment

About This Blog

What this blog will eventually be about I do not know.

But it will be about how I’m coping with the loss of my wife and son to cancer in recent years and how I manage with being a coeliac and recovering from a stroke. It will be about travel, sport, engineering, food, art, computers, large projects and London, that are some of the passions that fill my life.

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The Anonymous Widower

Huddersfield Station – 30th September 2025

Farage Wants HS2 Scrapped

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FirstGroup Applies To Run New London To Sheffield Rail Service

First Digitally Signalled Passenger Train Comes To Northern City Line

First Tri-Mode Long Distance Trains For The East Coast Main Line

What Will Be The Range Of A Hitachi Class 800 Battery Train?

Thoughts About Electrification Through Devon And Cornwall

Great Northern’s Class 717 Fleet Receives Go-Ahead From ORR To Operate With In-Cab Digital Signalling

Heritage Steam And Diesel Locomotives To Run Under Digital Signalling

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