The Anonymous Widower

Could Electric Trains Run Between St. Pancras International and Sheffield Stations With No More Electrification?

A reader suggested, that I look at this, so here goes!

  • A couple of weeks ago, I took a Class 222 diesel train  back from Sheffield to St. Pancras International and it seemed a few minutes quicker.
  • Looking at the timetable today, at least one service on the route is now just under two hours and some others are just over.

So the new Class 810 trains may not be fully in service yet, but the trains have already had an effect on the timetable.

How Far North Is The Midland Main Line Being Electrified?

I asked Google AI this question and received this answer.

As of early 2026, the Midland Main Line (MML) is electrified as far north as Wigston, just south of Leicester.

Key details regarding the current status:
  • Northern Limit: The section from Kettering up to Wigston South Junction was energised in July 2024, representing the current northern limit of 25kV overhead line equipment (OLE).
  • Pause in Further Electrification: Following a UK government spending review, the further, planned northward extension of electrification to Leicester, Derby, Nottingham, and Sheffield was indefinitely paused in July 2025.
  • Current Operations: While electrification has stopped at Wigston, the line is served by new bi-mode (electro-diesel) trains, allowing for electric running from London St Pancras to Wigston before switching to diesel power.
  • Previous Work: The line is also fully electrified from London St Pancras to Bedford, including the route to Corby.

Note.

  1. South Wigston Junction and Sheffield are 69.4 miles apart.
  2. The Hitachi trains can raise and lower pantographs on the move.

Distances without wires from London St. Pancras International to various destinations are as follows.

  • Sheffield – 69.4 miles
  • Leicester – 3.7 miles
  • Derby – 36.4 miles
  • Nottingham – 31.1 miles

As trains will have to go out and back to these destinations distances travelled will be doubled.

  • Sheffield – 138.8 miles
  • Leicester – 7.4 miles
  • Derby – 72.8 miles
  • Nottingham – 62.2 miles

It looks to me, that if the new Class 810 trains, can travel 138.8 miles on batteries and diesel engines as a tri-mode train, then the Midland Main Line is electrified.

Could The Sheffield Services Turn Round At Doncaster And Charge Their Batteries There?

Note.

  1. South Wigston Junction and Doncaster are 79.5 miles apart.
  2. Doncaster is a fully-electrified station.
  3. Sheffield and Doncaster would get two extra connecting trains per hour.
  4. The two services could also call at Meadowhall and/or Rotherham Central.

The Class 810 trains could charge their batteries, whilst passengers to and from Doncaster left and entered the trains.

Could A Simple Cross-Platform Change Be Arranged Between East Coast And Midland Main Line Services?

Doncaster station has two long island platforms, one of which is generally used for Northbound services and one for Southbound services.

 

Note.

  1. All electrified tracks are shown in red.
  2. The two wide island platforms, with Northbound on the West side and Southbound on the East side.
  3. Each island platform has an electrified platform face on both sides.
  4. The four platforms faces on the island platforms can hold pairs of five-car Hitachi trains.
  5. There are two through tracks or avoiding lines between the two island platforms for trains that aren’t stopping.
  6. There are bay platforms at the ends of the station for local trains.
  7. The station is fully step-free with a wide pedestrian underpass.

I know the station well and it looks to me, that East Midland Railway’s five-car services for St. Pancras could charge up in the Southern ends of the four faces of the island platforms and the two South-facing bay platforms.

I also believe that a pair of five-car Class 810 trains could be handled and charged, should it become necessary.

It looks to me, that the engineers updating the East Coast Main Line, know that they were caught out badly by High Speed Two, so the redesign for the next fifty or a hundred years will be completely future-proofed.

Doncaster and London could almost be considered to be twin main lines, with two pairs of high speed lines taking different routes, that serve different towns and cities.

How Many Travellers Go Between East Scotland And The North-East of England And The English Midlands?

It must be quite a few, as in the new East Coast Main Line timetable, more Scottish services stop at places like Doncaster and Newark.

But surely, if you could go between say Perth or Aberdeen and Derby or Nottingham in two battery-electric trains, with a relaxed change at Doncaster, you’d take it?

I certainly would!

East Coast And Midland Main Lines Compared

These are times between London and Doncaster.

  • Current times between Doncaster and London are typically between 1 hour and 31-40 minutes going via the East Coast Main Line.
  • I estimate times between Doncaster and London will be typically 2 hours and 22-27 minutes going via the Midland Main Line.

Note.

  1. Doncaster and London King’s Cross is 156 miles
  2. Doncaster and London St. Pancras International is 183.3 miles
  3. So the Midland Main Line route would appear to to be about 45 minutes slower.
  4. I suspect, that for passengers between between London and North of York, it will always be quicker to use an East Coast Main Line service.

These are times between London and Sheffield.

  • Current times between Sheffield and London are typically between 2 hours and 4-9 minutes going via the Midland Main Line.
  • I estimate times between Sheffield and London will be typically between 2 hours and 2 minutes going via the East Coast Main Line.

Note.

  1. Sheffield and London King’s Cross is via Retford.
  2. Sheffield and London King’s Cross is 162.1 miles
  3. Sheffield and London St. Pancras International is 183.3 miles
  4. Sheffield and Retford is 23.5 miles
  5. So the Midland Main Line route would appear to to be a few minutes slower.

I would feel that there is scope that under Great British Railways to optimise services between London and Doncaster and Sheffield.

The Master Cutler

The Master Cutler is a named train, that is described in this Wikipedia entry, that was introduced in 1947.

  • Over its life it has run into both King’s Cross and St. Pancras.
  • I can remember the train in the 1950s, running into King’s Cross.
  • It has also been run to and from Leeds.
  • It has been run as a Pullman service.
  • There are reports of overcrowding in recent years.

It strikes me that the Master Cutler could do with a revamp.

  • As St. Pancras can accept pairs of five-car Class 810 trains, ten-car trains could be run into King’s Cross or St. Pancras.
  • An alternative would be to use a nine-car Hitachi Class 800/801 train.
  • All trains would be battery electric.
  • All trains would use the East Coast Main Line for a faster service.
  • Services could terminate in the North at Leeds.
  • The service could be run as a Pullman service.
  • This article on Ian Visits, writes about East Coast Main Line trains using St. Pancras.

I would create a train service, that would attract passengers from all over the world.

Who knows?

If it was conceived in the right way, it might warrant a second service or similar service on other lines like these possibilities.

London and Blackpool via Crewe, Wigan and Preston.

  • London and Aberystwyth via Birmingham and Shrewsbury.
  • London and Bristol via Bath
  • London and Fishguard via Cardiff and Swansea
  • London and Holyhead via Birmingham and Chester
  • London and Liverpool
  • London and Manchester
  • London and Newcastle via York and Durham
  • London and Norwich via Colchester and Ipswich
  • London and Plymouth via Exeter

Note.

  1. All routes could be run using electric or battery-electric trains.
  2. The Fishguard and Holyhead services would be zero-carbon routes to Ireland, connecting to appropriate zero-carbon ferries.
  3. Could services be arranged so that all parts of the country have at least one service in both directions every day?
  4. In the days of British Rail, London and Norwich had a very high-class service, that could serve a full English breakfast between Colchester and London, which certainly wasn’t like the regular joke.

Get the offering right and it could level-up the UK.

 

 

February 7, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , , , | Leave a comment

South Yorkshire Now Has Better North-South Connections

The December 14th 2025 timetable change was a big day for South Yorkshire.

Three big changes will transform, public transport in South Yorkshire.

The Opening Of A New Tram-Stop At Magna Science Adventure Centre On The Tram-Train Route Between Sheffield And Rotherham

The Magna Science Adventure Centre is described like this in the first paragraph of its Wikipedia entry.

Magna Science Adventure Centre is an educational visitor attraction in Rotherham, South Yorkshire, England.

This map shows the site and the tram-train track between Sheffield and Rotherham.

Note.

  1. The tram-train track runs East-West across the top of the map.
  2. Sheffield is to the West and Rotherham is to the East.
  3. At the Western end of the site, a label indicates the position of the Magna Platform.
  4. The position of the tram-train stop is already marked.
  5. There will be 29 extra Park-and-Ride spaces.
  6. The Magna Science Adventure Centre is indicated by the purple arrow in the middle of the map.
  7. Magna Way runs East-West through the site.
  8. There are four pavilions: Earth, Air, Fire, and Water.

This article on the BBC is entitled Lifts And Bridge Added As Tram Stop Takes Shape.

This picture from the article shows the bridge with lifts.

Note.

It will be an impressive tram stop.

It doesn’t look like it will be long before it opens.

But as yet no information is available.

Google AI gave this answer.

The new Magna Tram Train stop is scheduled to open in early 2026.

Construction of the new £10 million station and Park & Ride facility in Rotherham, part of a wider investment in the South Yorkshire Supertram network, is currently on track.

The new stop will improve access to the Magna Science Adventure Centre, local businesses, and link up with existing walking and cycling routes, aiming to ease congestion in the Lower Don Valley.

I shall be going next week to take photographs of the tram stop.

The Increase In Frequency Of Express Trains Serving Doncaster On The East Coast Main Line

Since the December 14th 2025 timetable change, the Monday to Friday express trains, that stop at Doncaster on the East Coast Main Line have included.

  • CrossCountry – 8 trains per day (tpd) in both directions.
  • Grand Central – 4 tpd in both directions.
  • Hull Trains – 7 tpd in both directions.
  • LNER- 3.5 trains per hour (tph) in both directions.
  • TransPennineExpress – 1 tph in both directions.

Note.

  1. This totals to 173 express trains per day stopping at Doncaster
  2. Or about 7 tph in both directions or a train every 8.5 minutes.
  3. This is about a thirty percent increase in frequency.
  4. Doncaster has become the Crewe of South Yorkshire.

I can see this large number of express trains to Doncaster bringing large numbers of visitors  to go to the Magna Science Adventure Centre or its tram stop for onward connection to other destinations on the Sheffield Supertram network.

The trouble is, that at present the Magna tram stop is not connected to Doncaster station.

This OpenRailwayMap shows the rail lines between Doncaster and Sheffield stations.

Note.

  1. The short length of red track in the North-East corner of the map is the East Coast Main Line.
  2. Doncaster station can be picked out.
  3. The short length of red track in the South-West corner of the map is the Midland Main Line, which connects Sheffield to London.
  4. Sheffield station is at the Northern end of the electrification, which will be installed soon.
  5. The pink tracks are the 750 VDC electrified tracks of the Sheffield Supertram.
  6. The blue arrow marks Rotherham Parkgate station, which is the limit of the current tram-train route.

The tram-train route needs to be extended so that the tram-trains can go between Rotherham Parkgate tram stop and Doncaster station.

The route seems to have these characteristics.

  1. It is about 11.8 miles long.
  2. Stops are Rotherham Central, Swinton (South Yorkshire), Mexborough and Conisborough.
  3. Diesel trains take about thirty minutes between Rotherham Central and Doncaster.
  4. All platforms at Doncaster are electrified with 25 KVAC.
  5. Platform 5 is a convenient bay platform at Doncaster, that could be used by the tram-trains.
  6. Sheffield’s Class 399 tram-trains can use 25 KVAC for traction.
  7. South Wales have similar Stadler tram-trains, that are to be fitted with batteries.

I am fairly sure, that a solution can be found so that Sheffield’s tram-trains can be extended to Doncaster station.

This OpenRailwayMap shows the route between Rotherham Parkgate tram stop and Doncaster station.

Note.

  1. The short length of red track in the North-East corner of the map is the East Coast Main Line.
  2. Doncaster station can be picked out.
  4. The short length of pink tracks are the 750 VDC electrified tracks of the Sheffield Supertram.
  5. The blue arrow marks Rotherham Parkgate station, which is the limit of the current tram-train route.
  6. Most of the route is not electrified.

As there is electrification at both ends, I suspect the easiest way of powering the trams would be to use batteries, as has been done in South Wales.

The New Class 810 trains between London St. Pancras And Sheffield On The Midland Main Line

These new Class 810 trains have started running this month and I suspect soe travellers will use these trains to go to Magna or its tram stop.

his OpenRailwayMap shows the tram routes in Sheffield city centre.

Note.

  1. The pink tracks are tram-tracks.
  2. The black tracks are unelectrified train tracks.
  3. The short lengths of red-and-black tracks are tracks to be electrified with 25 KVAC overhead, for the Class 810 trains.
  4. The blue error indicated the Cathedral tram-stop, where tram-trains will be caught to Magna.
  5. The mass of black tracks in the middle of the map is Sheffield station.
  6. There is a tram stop on the East side of the train station for the trams.
  7. Trams going South go to Halfway and Herdings Park.
  8. Trams going North-East go to Rotherham Parkgate and Meadowhall Interchange, and will go to Magna, when it opens.
  9. Trams going North-West go to Malin Bridge and Middlewood.

It is a difficult interchange between Cathedral and Sheffield station, if you are catching the tram-train, as it is a hard walk up hill, so it might be better if you are goinging between Sheffield station and the tram-train to change trams at Meadowhall South.

 

 

December 27, 2025 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , | 2 Comments

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.

  1. 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.
  2. In Huddersfield Station – 15th December 2023, there are pictures of Huddersfield before the work started.
  3. 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.
  4. 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.

  1. The blue arrow in the North-East corner of the map indicates Huddersfield atation.
  2. The two red-and-black tracks going diagonally across the map are the Hudderfield Line.
  3. The red-and-black colour, indicates that the two tracks will be electrified.
  4. South of these two tracks, the Penistone Line sneaks into Platform 1 at Huddersfield station.
  5. The Penistone Line goes to Sheffield in a South-Westerly direction.
  6. There appears to be a crossover, so that trains from the Penistone Line can use both Platforms 1 and 2 in Huddersfield station.
  7. The OpenRailwayMap appears to show planned electrification between Stalybridge and Leeds stations.
  8. 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.

  1. Red tracks are electrified.
  2. Black tracks are not electrified.
  3. York is in the North-West corner of the map, with the electrified East Coast Main Line going through the station North-South.
  4. South of York, the East Coast Main Line now splits.
  5. The Western branch includes an electrified line to Micklefield station, Neville Hill depot and Leeds station.
  6. The Eastern Branch is the Selby Diversion, which is an electrified 160 mph line, that avoids the Selby coalfield.
  7. Running West-East across the map is the unlectrified Micklefield and Hull Line, which goes via Selby.
  8. Hull is in the South-East corner of the map.
  9. 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.
  10. 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.

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

Electrification – The Baldrick Way

Electrification In England

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

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

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

There must be loads of other  important routes.

Do We Need Electrification Or A Zero-Carbon Railway?

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

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

The Midland Main Line carries the following services.

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

The Midland Main Line is a typical mixed railway.

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

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

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

The TransPennine Route carries the following services.

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

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

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

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

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

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

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

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

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

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

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

No-one likes being second!

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

Electrifying A Route

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

You start by doing these actions.

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

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

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

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

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

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

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

Do Hitachi Battery Electric InterCity Trains Have Problems?

I asked Google the question in the title of this post and got this answer.

While Hitachi’s battery-powered intercity trains have shown promising results in trials, particularly regarding fuel savings and emissions reduction, there are some potential challenges and considerations. These include safety concerns related to lithium battery fires, especially in the event of a crash or derailment, as well as range limitations for longer journeys. However, the technology is continuously evolving, and Hitachi is actively working to address these issues.

That seems fairly positive.

There is also this article on the BBC, which everybody should read, which is entitled Will New Battery-Powered Trains Replace Diesel, And Are They Safe?.

In The Data Sheet For Hitachi Battery Electric Trains, I look at the data sheet, that Hitachi published in late 2023.

These were my conclusions about the data sheet.

These are my conclusions about Hitachi’s battery packs for Class 80x trains, which were written in November 2023.

  • 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 battery technology gets better, these distances will increase.

Hitachi have seen my figures.

They also told me, that they were in line with their figures, but new and better batteries would increase range.

125 mph trains with a 120 mile range on batteries, would revolutionise UK train travel.

LNER’s Class 897 Trains

In the Wikipedia entry for LNER, this is said about LNER’s new ten CAF tri-mode trains.

In November 2023, LNER placed an order for 10 ten-car tri-mode (electric, diesel and battery power) Civity trains from CAF. In August 2024, it was announced that the units will be designated Class 897 under TOPS.

According to their Wikipedia entry, it appears the Class 897 trains will be delivered from 2027.

Can I Build A Schedule For The Introduction Of New Trains, Services and Batteries?

I think that I can from the information that is out there.

  • East Coast Main Line – December 2025 – Introduction of Lumo between London King’s Cross and Glasgow
  • West Coast Main Line – Spring 2026 – Introduction of Lumo between London Euston and Stirling
  • Midland Main Line – 2026-2027 – Introduction of EMR Class 810 trains between London St. Pancras and Leicester, Derby, Nottingham and Sheffield.
  • East Coast Main Line – From 2027 – Introduction of LNER Class 897 trains between London King’s Cross and Yorkshire.

Note.

  1. The two Lumo services use trains already in service.
  2. The Class 810 trains for EMR are being debugged and introduced at the present time.
  3. The only new trains are the Class 897 trains for LNER.
  4. The introduction of the Class 897 trains will allow LNER to withdraw some trains for refurbishment and fitting of batteries.

This would mean that before the next general election, almost the full timetable between London and the North of England and Scotland would have been implemented using diesel-electric technology.

Is it a low-risk start to the full electrification of services to the North?

The second-phase would see battery-electric trains introduced.

I believe that Grand Central’s new trains would be brought into service first.

  • The new trains are scheduled to be introduced in 2028.
  • Grand Central will still have the diesel trains for backup.
  • Their new trains would be similar to the other Hitachi trains.
  • It looks like they could be doing some splitting and joining.

After the Grand Central trains had been introduced successfully, the trains for the other Hitachi operators would have batteries fitted.

I suspect short routes like Lincoln would be electrified with battery-electric trains first.

There would also need to be short lengths of electrification erected, so that trains could be charged to send them on their way.

Other routes could also be electrified in the same way.

  • Basingstoke and Exeter
  • Birmingham and Aberystwyth
  • Bristol and Penzance
  • Cardiff and Swansea
  • Crewe and Holyhead
  • Edinburgh and Aberdeen
  • Edinburgh and Inverness
  • Reading and Taunton
  • Swindon and Gloucester

If this technique could work for main lines, surely a scaled down version with smaller trains would work for branch lines.

Conclusion

Consider.

  • It looks to me, that someone has planned this thoroughly.
  • It all fits together extremely well.

It could be the first phase of a cunning plan to use battery-electric trains to electrify the UK’s railways.

Passengers will also see benefits, from when Lumo runs its first train into Glasgow Queen Street station.

I don’t think Hitachi’s trains have any problems, but there is enough float in this plan to make sure, it can be implemented on time and on budget.

 

August 6, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | Leave a comment

Could East Midlands Railway Run A St. Pancras And Leeds Service?

East Midlands Railway’s new Class 810 trains have been designed, so that a pair will fit into one platform at St. Pancras.

If we assume one platform at St. Pancras is used for the Corby and Luton Airport Express services, that leaves three platforms for pairs of Class 810 trains to run expresses to the East Midlands.

This could be as many as twelve pairs of five-car trains per hour.

Where wioll they all terminate in the North?

Leeds station must be the obvious new destination.

  • Leeds has the largest population and is the largest commercial and finance centre in Yorkshire and the North-East.
  • Leeds would have gained three trains per hour (tph) from London, two tph from Birmingham and four tph from the East Midlands Hub at Nottinham.
  • Leeds is getting a brand new metro.
  • Leeds is a fully-electrified station, so it could charge the trains before they return to Sheffield, Leicester, Wigston junction and St. Pancras.
  • Leeds and Wigston junction is 107.8 miles, which should be within the range of a battery-electric Class 810 train. If it is too far, an extended stop could be taken at Sheffield to top up the batteries.
  • Note that Stadler hold the Guinness World Record for the greatest distance covered on one charge at 139 miles. Hitachi Rail, who are partnered with JCB’s battery-maker in Sunderland, should be able to smash that.

The Rail Minister; Lord Peter Hendy went to Leeds University.

Which Route Would The Trains Take Between Sheffield And Leeds?

Consider.

  • The fastest trains between Sheffield and Leeds, go via Meadowhall, Barnsley and Wakefield Kirkgate stations.
  • Trains take about an hour.
  • The current frequency is two tph.
  • The distance is 41.1 miles with no electrification.

A frequency of two additional tph between St. Pancras and Leeds would give the following.

  • A nice round four tph between Yorkshire’s two most important cities.
  • Four fast tph between Meadowhall, Barnsley and Wakefield Kirkgate stations, and Leeds and Sheffield.
  • Two direct trains between Meadowhall, Barnsley and Wakefield Kirkgate, and Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and St. Pancras.

It would be complimentary to any Leeds Metro.

Could East Midlands Railways Also Serve Huddersfield?

Consider.

  • Huddersfield is 36.4 miles further than Sheffield on the Penistone Line, which is not electrified.
  • Wigston junctionand Huddersfield station is 105.3 miles.
  • Huddersfield is a Grade I Listed station with two pubs in the middle of the town.
  • Huddersfield station is being fully-electrified in connection with the TransPennine Upgrade.
  • All trains from Sheffield, that use the Penistone Line  terminate in Platform 2 at Huddersfield station.

This OpenRailwayMap shows the position of Platform 2 in the station.

Note.

  1. The red-and-black dotted tracks are being electrified.
  2. The black tracks are not going to be electrified.
  3. Platform 2 is marked 2 in the top-right corner of the map.
  4. Platform 2 looks to be about 90 metres long.
  5. Five-car Class 810 trains are 120 metres long.
  6. From the map, it looks like the platform could be lengthened by the required thirty metres.

I suspect that some form of charger can be squeezed into the available space. After all, you don’t often get the chance to put charging into one of the most grand stations in Europe. Power supply would not be a problem, because of the electrification.

A frequency of twotph between St. Pancras and Huddersfield would give the following.

  • Two fast tph between Meadowhall, and Barnsley, and Huddersfield and Sheffield.
  • Two extra direct trains between Meadowhall and Barnsley, and Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and St. Pancras.

It would connect many stations to the TransPennine Route at Huddersfield station.

What Could The Sheffield and St. Pancras Look Like?

Consider that currently.

  • There are two tph.
  • Trains stop at Leicester, Loughborough (1tph), East Midlands Parkway (1tph), Long Eaton (1tph), Derby and Chesterfield.
  • Trains are five- or seven-cars.

The simplest solution would probably be.

  • A pair of five-car trains run all services.
  • Trains split and join at Sheffield with one train going to Leeds and one going to Huddersfield.

I estimate that the Class 810 trains will offer about thirty more seats in every hour.

July 19, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 1 Comment

The Problem Of Electrifying Leicester Station

This post is my attempt to try and explain the problem of electrifying the Midland Main Line through Leicester station.

This Google map shows the Southern end of the station.

This OpenRailwayMap shows the station.

Note.

  1. There appear to be five tunnels under the station buildings and London Road.
  2. What is the tunnel going underneath the tracks used for?

Leicester station has a Grade II Listed frontage.

Note.

  1. It is an impressive Victorian station.
  2. The station building is on a bridge over the tracks.
  3. The station is also on one of the main roads through Leicester.
  4. The road layout is very complicated.

This 3D Google Map, shows an aerial view of the station.

Note.

  1. There four platforms, which are numbered 1-4 from the left.
  2. The expresses between London and Derby, Nottingham and Sheffield use the two middle tracks.
  3. Other main line and East-West services  use the outside platforms.
  4. There is an avoiding line for freight services.
  5. 5. The step-free footbridge is clearly visible.

This second 3D Google Map, shows an enlargement of the frontage of the station.

These pictures show what is inside the building at the front of the station.

The building would appear to be a Grade II Listed taxi rank and free twenty-minute car park.

There are plans to increase the capacity of the station.

  • A fifth platform will be added.
  • Three miles of quadruple track will be be built South of the station.
  • The Midland Main Line was also to be electrified.

Real Time Trains indicates that the distance between Leicester and Wigston North  junction is 3.1 miles.

This OpenRailMap shows that section of track.

Note.

  1. Leiester station is at the top of the map.
  2. Wigston junction is the triangular junction at the bottom of the map.
  3. Wigston North Junction is indicated by the blue arrow.
  4. OpenRailwayMap only shows a 100 mph Northbound track and a 90 mph Southbound track on the route.

It looks to me, that four tracks between Leicester and Wigston North  junction would mean that trains could expedite arrivals to and departures from Leicester to and from the South.

South From Wigston Junction

Consider.

  • London St. Pancras and Kettering is a four-track railway as far as the Corby Branch.
  • North of Luton the slowest maximum speed is 100 mph, with much of the line rated at 110 mph plus.
  • Wigston North junction and Luton station is 65.8 miles.
  • Current Class 222 diesel trains typically take 40 minutes.
  • This is an average speed of 98.7 mph.
  • An average speed of  110 mph between Wigston North junction and Luton station would take 36 minutes.
  • An average speed of  125 mph between Wigston North junction and Luton station would take 31.6 minutes.
  • An average speed of  130 mph between Wigston North junction and Luton station would take 30.4 minutes.

I believe with track improvements and digital signalling, there are time savings to be gained between St. Pancras and Leicester stations.

Ultimately, if the 140 mph design speed of the Class 810 trains under digital signalling could be maintained, this would do the following.

  • Push the St. Pancras and Leicester times under an hour.
  • Push the St. Pancras and Nottingham times under ninety minutes.
  • Push the St. Pancras and Sheffield times under two hours.

Batteries would only be used on the three miles between Wigston North junction and Leicester station.

Could Bi-Mode Trains Be Used?

They could be used initially and to prove if the partial electrification works.

But each train has four diesel engines and sometimes they will be working in pairs through the stations between Leicester and Sheffield.

Passengers will take a dim view of being covered in lots of diesel smoke, when they have been promised clean, zero-carbon electric trains.

But the battery-electric trains will be much quieter and pollution-free.

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

New Infrastructure Needed

The only infrastructure needed will be that which will support the new trains.

The Class 810 trains will be maintained at Etches Park at Derby.

If they are battery-electric trains, there may be some strategically-placed chargers, which typically would be a short length of overhead wire.

 

July 18, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , | Leave a comment

RWE Opens ‘Grimsby Hub’ For Offshore Wind Operations And Maintenance

The title of this post, is the same as that of this article on offshoreWIND.biz.

This is the sub-heading.

RWE officially opened its ‘Grimsby Hub’ offshore wind operations and maintenance (O&M) facility in the UK on 9 July. From the new O&M base, located at Associated British Ports’ (ABP) Port of Grimsby, RWE’s teams will maintain and operate the Triton Knoll and Sofia offshore wind farms.

These are the first two paragraphs.

The Grimsby Hub also houses RWE’s new UK Centralised Control Room (CCR), which has been set up to provide 24/7 monitoring of the company’s UK offshore wind farms and can provide services such as marine coordination, turbine operations, alarm management, high voltage monitoring and Emergency Response services with a team of twelve operatives, the developer says.

The O&M facility is already employing over 90 Full-Time Equivalents (FTEs), according to RWE, and is expected to employ around 140 RWE staff by 2027, as well as create approximately 60 new locally sourced jobs through the development of the CCR and ongoing offshore operations.

Note.

  1. Does RWE’s new UK Centralised Control Room control all their UK offshore wind farms?
  2. I have added them all up and there are almost 12 GW around our shores.
  3. I’ve read somewhere, that RWE are the UK’s largest power generator. From these figures, that would not surprise me.

This Google Map shows the location of RWE’s facilities in Grimsby.

Note.

  1. The bright red arrow at the top of the map indicates RWE Generation UK in Grimsby Docks.
  2. There is another RWE location to the right of the bright red arrow.
  3. There is a line of stations along the coast, which from left-to-right are Stallingborough, Healing, Great Coates, Grimsby Town, Grimsby Docks, New Clee and Cleethorpes.
  4. Cleethorpes is not shown on the map.
  5. Doncaster and Cleethorpes are 52.1 mile apart, which is within the range of a battery-electric Hitachi and other trains.
  6. Charging would be at Doncaster, which is fully electrified and at Cleethorpes, by a short length of electrification.

This OpenRailwayMap shows the layout of and the railways around Grimsby Dock.

Note.

  1. Cleethorpes station is indicated by the blue arrow, in the South-East corner of the map.
  2. Cleethorpes station has four platforms, but no electrification.
  3. Grimsby Docks are to the North of the railway to Cleethorpes.
  4. This Wikipedia entry for Cleethorpes station, shows other railways and light railways served the area. Some were even electric.

These are a few of my thoughts on the development of railways between Sheffield and Cleethorpes.

RWE Will Be A Large Driver Of Employment In Grimsby

Earlier I wrote.

  • Does RWE’s new UK Centralised Control Room control all their UK offshore wind farms?
  • I have added them all up and there are almost 12 GW around our shores.
  • I’ve read somewhere, that RWE are the UK’s largest power generator. From these figures, that would not surprise me.

It’s a long time, since I’ve added resources to a large project, so I asked Google AI, “How many people are needed to support a 1 GW offshore wind farm in the UK?”, and received this answer.

Based on data from large-scale UK offshore wind projects, a 1 GW (1,000 MW) offshore wind farm generally requires between 300 and 600+ people to operate and maintain, depending on whether the staff count includes direct operations, service vessel crews, and long-term supply chain partners. 
Operational Staffing: Ørsted’s 1.2 GW Hornsea 1 and 1.3 GW Hornsea 2 projects are supported by an East Coast Hub in Grimsby, which maintains a workforce of over 600 people.

Direct & Indirect Support: For a large-scale project, this often breaks down into approximately 100–150 direct, permanent, high-skilled roles (technicians, engineers, management) and hundreds more in indirect, contracted, or supply chain roles (vessel crews, port operations, logistics).

Industry Average: Studies suggest that for operations and maintenance (O&M), around 50–100 full-time equivalent (FTE) jobs are generated per GW of installed capacity in terms of direct, permanent staff.

Key Takeaways for a 1 GW Farm:

  • Direct Technicians/Operators: ~100–200+ (working on-site, turbines, or in control rooms).
  • O&M Support Services: ~300–400+ (vessel operators, port logistics, supply chain).
  • Total Operations Personnel: 300–600+ people. 

Google AI appeared to have borrowed the figure from Ørsted and Hornsea 1 and 2.

So if it’s correct, there will be a total of 7,200 personnel supporting RWE’s wind farms in the UK. Even if only a third were employed in Grimsby, that is still a lot of people to accommodate and who will need to travel to work.

I also think a lot of personnel will come in by train, as the station is close to RWE’s locations.

Will Grimsby Have An Aberdeen-Sized Office-Shortage Problem?

One of the biggest problems, I was always hearing in the 1970s, was the shortage of offices in Aberdeen for the use of the oilmen.

In RWE Goes For An Additional 10 GW Of Offshore Wind In UK Waters In 2030, I talked about RWE’s plans for the future and published this table of new wind farms.

  • Sofia – 1,400 MW
  • Norfolk Boreas – 1380 MW
  • Norfolk Vanguard East – 1380 MW
  • Norfolk Vanguard West – 1380 MW
  • Dogger Bank South – 3000 MW
  • Awel y Môr – 500 MW
  • Five Estuaries – 353 MW
  • North Falls – 504 MW

Note.

  1. Sofia is nearly complete.
  2. Only the three Norfolk and the Dogger Bank South wind farms  are on the East side of England and suitable to be serviced from Grimsby., but they still total 7,140 MW.

Has Grimsby got the office-space for all the people needed?

Could The Cleethorpes And Liverpool Lime Street Service Be Run By Battery-Electric Rolling Stock?

The various sections of this route are as follows.

  • Cleethorpes and Doncaster – No Electrification – 52.1 miles
  • Doncaster and Meadowhall – No Electrification – 15.2 miles
  • Meadowhall and Sheffield – No Electrification – 3.4 miles
  • Sheffield and Dore & Totley  – No Electrification – 4.2 miles
  • Dore & Totley and Hazel Grove – No Electrification – 29.2 miles
  • Hazel Grove and Stockport – Electrification – 3.3 miles
  • Stockport and Manchester Piccadilly – Electrification – 5.9 miles
  • Manchester Piccadilly and Deansgate – Electrification – 0.8 miles
  • Deansgate and Liverpool South Parkway -Not Electrified – 28.2 miles
  • Liverpool South Parkway and Liverpool Lime Street – Electrified – 5.7 miles

Adding the sections together gives.

  • Cleethorpes and Hazel Grove – No Electrification – 104.1 miles
  • Hazel Grove and Deansgate – Electrification – 10 miles
  • Deansgate and Liverpool South Parkway -Not Electrified – 28.2 miles
  • Liverpool South Parkway and Liverpool Lime Street – Electrified – 5.7 miles

Note.

  1. To cover the 104.1 miles to Hazel Grove battery-electric trains would probably need to leave Cleethorpes with full batteries.
  2. Doncaster is a fully-electrified station and passing trains may be able to have a quick top-up.
  3. In South Yorkshire Now Has Better North-South Connections, I calculated that Doncaster is a very busy station with 173 express trains per day calling at the station or one every 8.5 minutes.
  4. Will trains be able to stop for a long period to charge batteries?
  5. It may be prudent to electrify between Meadowhall and Sheffield, under the Midland Mainline Electrification.
  6. Sheffield and Dore & Totley is shown that it will be electrified, under the Midland Mainline Electrification.
  7. Do we really want to have electrification marching along the Hope Valley Line?
  8. I believe that hydrogen-hybrid locomotives will be a better solution for freight trains on scenic lines like the Hope Valley, as they are zero-carbon, powerful and with a range comparable to diesel.

I believe CAF, Hitachi and Siemens have off the shelf rolling stock and factories in this country, who could build trains for the Cleethorpes and Liverpool Lime Street route.

How Would You Charge Battery-Electric Trains At Cleethorpes?

This picture shows Cleethorpes station

Note.

  1. The four long platforms without  electrification.
  2. The platforms have recently been refurbished.
  3. The train in Platform 2 is a TransPennine Express Class 185 Siemens Desiro diesel train.

The simplest way to electrify the station would be to put up enough 25 KVAC overhead wires, so that battery-electric trains needing a charge could put up a pantograph and have a refreshing drink.

In Technology Behind Siemens Mobility’s British Battery Trains Hits The Tracks, I wrote about Siemens Rail Charging Converter.

This is a visualisation of a Siemens Rail Charging Converter in action.

Note.

  1. The track is electrified with standard 25 KVAC overhead electrification.
  2. The train is a standard Siemens electric or battery-electric train.
  3. Siemens Rail Charging Converter, which is the shed in the compound on the left is providing the electricity to energise the catenary.
  4. I suspect, it could power third rail electrification, if the Office of Rail and Road ever allowed it to be still installed.
  5. The Siemens Rail Charging Converter does have one piece of magic in the shed. I suspect it uses a battery or a large capacitor to help power the electrification, as it can be powered from any typical domestic grid supply.
  6. I also wonder, if it has safety devices that cut the power outside the shed if track workers or intruders are detected, where they shouldn’t be?
  7. It could even cut the power, when trains are not running to save power and increase safety.

This looks to me, that a Siemens Rail Charging Converter could be a superb example of out-of-the-box thinking.

Could The Cleethorpes And Barton-on-Humber Service Be Run By Battery-Electric Rolling Stock?

This OpenRailwayMap shows the railways of North-East Lincolnshire.

Note.

  1. Cleethorpes is in the South-East Corner of the map.
  2. Barton-on-Humber is in the North-West corner of the map and marked by a blue-arrow.
  3. Stations from South to North would be New Clee, Grimsby Docks, Grimsby Town, Great Coates, Healing, Stallingborough, Habrough, Ulceby, Thornton Abbey, Goxhill, New Holland and Barrow Haven.
  4. The line is double track.
  5. Cleethorpes and Barton-on-Humber is just 22.8 miles.
  6. A round trip would be under fifty miles, which would be well within range of a full-charge at one end.
  7. Service is one train per two hours (tp2h), which would only need a single train, shuttling between Cleethorpes and Barton-on-Humber.
  8. Two trains could provide an hourly service.

I would expect, that well-designed, solid and reliable German engineering could build a Siemens’ Rail Charging Connector that could charge four trains per hour (tph) at Cleethorpes station.

At present services are.

  • TransPennineExpress – 1 tph to Liverpool Lime Street.
  • East Midlands Railway – 1 tp2h to Barton-on-Humber
  • East Midlands Railway – 1 tp2h to Matlock via Lincoln and Nottingham
  • Northern Trains – 1 train per day (tpd) Sheffield via Brigg.

That is probably only about two tph.

Could The Cleethorpes And Sheffield Service Be Run By Battery-Electric Rolling Stock?

This is a description of the current Cleethorpes and Sheffield service.

  • It is run by Northern Trains.
  • The morning train leaves Sheffield at 09:54 and arrives in Cleethorpes at 11:40.
  • The afternoon train leaves Cleethorpes at 13:20 and arrives in Sheffield at 15:10.
  • The train is a Class 150 diesel train, which is a bit of a Joan Collins of a train – Of a certain age, but still scrubs up extremely well!
  • Intermediate stations are Worksop, Retford, Gainsborough Central, Kirton Lindsey, Brigg, Barnetby and Grimsby Town
  • The route length is 71.6 miles
  • Trains take about 45-50 minutes.

It is also a parliamentary train.

The Wikipedia entry for parliamentary train gives this description of the Cleethorpes and Sheffield service.

Via Kirton Lindsey & Brigg. Became a parliamentary service when weekday services were withdrawn in 1993. Regular trains have operated between Gainsborough and Sheffield for most timetable periods since. Suspended January 2022 by Northern, who cited COVID-19 and staffing issues , but the service was reinstated in December 2022. Changed in May 2023 to be one return journey on weekdays only.

In the 1950s and 1960s I lived in Felixstowe part of the time and in the 1970s and 1980s I lived near Woodbridge and I observed first hand the development of the Port of Felixstowe and the effects it had on the surrounding countryside.

The development of the Port of Felixstowe, has brought the following.

  • Improved roads and railways.
  • Ipswich is now an hour from London by train.
  • Ipswich is now a University town.
  • New housing and other developments, both in Ipswich and Felixstowe and the surrounding countryside.
  • Employment also has increased considerably, both in the Port and in surrounding towns.
  • Ipswich’s football team is very much respected all over Europe and has won the English top division, the FA Cup and the UEFA Cup.

When you consider the jobs that RWE could create in the Port of Grimsby, I believe that this could have similar effects in Grimsby and Cleethorpes, as the Port of Felixstowe had in East Suffolk.

Already, the following are being talked about.

  • A direct rail link between Cleethorpes and Grimsby to London.
  • Battery-electric trains between Cleethorpes and Grimsby and Doncaster, Manchester and Liverpool Lime Street.

I believe that an improved rail link between Cleethorpes and Sheffield could be the catalyst for much needed housing along the route, which would be to the benefit of Cleethorpres, Grimsby, Sheffield and all the intermediate towns and villages on the route.

and the affects this will have on the countryside around the town, I believe that a strong case can be made out for a more frequent service between Cleethorpes and Sheffield.

 

 

 

 

 

 

 

July 16, 2025 Posted by | Artificial Intelligence, Design, Energy, Sport, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

East Midlands Railway’s Dirty Trains

I took these pictures today on my return from East Midlands Parkway.

The trains seemed particularly dirty. Perhaps it’s the colour scheme.

 

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

More Open Access Services Could Be On The Way

In the February 2024 Edition of Modern Railways, there is an article which is entitled First Bid For Sheffield To King’s Cross Paths.

The article is mainly about FirstGroup’s proposal for a new Sheffield and London service, running under the Hull Trains brand.

But, this is the last paragraph.

Modern Railways understands First is working on a number of proposals for additional open access services, and this is an early statement of intent. Other existing open access proposals include Grand Union Trains’ plans for London to Stirling and Cardiff to Edinburgh services, along with an already approved London to Carmarthen service, and the recently submitted Wrexham, Shropshire and Midland Railway application for a London to Wrexham service. It is understood other organisations, including MTR and Virgin, are also working up plans for new open access services.

These are my thoughts.

Grand Union Trains

These posts talk about Grand Union Trains services, where a proposal has been filed with the Office of Rail and Road.

Note.

  1. All three services are substantially electrified.
  2. Cardiff and Edinburgh is not electrified between Severn Tunnel Junction and Doncaster, which is 180.7 miles, but 258.4 miles are electrified.
  3. Once the Midland Main Line is electrified, the longest section of unelectrified track is the 72.5 miles between Severn Tunnel Junction and Bromsgrove.
  4. Carmarthen and London has 145.1 miles of electrification between London and Cardiff and about 75 miles of unelectrified track West of Cardiff.
  5. Stirling and Euston is fully electrified.

A bi-mode or tri-mode train with an independent range at least 190 miles would be able to handle all three services. It would also allow extension of the Stirling service to Perth, if later that was felt to be a better terminus.

Trains able to be used would include.

  • CAF Tri-Mode Train – As being built for LNER
  • Class 221 train – Will be released soon by Avanti West Coast.
  • Class 222 train – Will be released soon by East Midlands Railways
  • Class 802 train
  • Class 755 train – A Greater Anglia driver told me, the train is designed for 125 mph.
  • Class 93 locomotive and a rake of coaches.

Note.

  1. All trains except the Class 221 and Class 222 trains would be able to make use of the electrification.
  2. The Class 93 locomotive option is not a 125 mph train.
  3. CAF Tri-Mode Train and the Class 802 train have digital signalling as standard, which could allow some 140 mph running.

But I do believe after the completion of the Midland Main Line electrification, a battery-electric high speed train with an independent range of around 100 miles could also handle all routes with perhaps charging in a couple of stations, like Carmarthen.

The services could of course be commenced using refurbished Class 221 and Class 222 trains from Avanti West Coast and East Midlands Railways respectively.

I can see a bidding and design war going on between CAF, Hitachi and Stadler to supply Grand Union Trains.

Liverpool Lime Street Station

Liverpool Lime Street station has been updated and has the capacity for extra services.

I also feel, that with the improvements to the West Coast Main Line and especially between Crewe and Liverpool in preparation for High Speed Two, that journey times between London and Liverpool will improve to around two hours.

Given the attractions of Liverpool, this will increase passenger numbers on the route and I believe extra services will be viable.

The Wikipedia entry for the station says this about a proposal from Virgin.

In June 2019, Virgin Trains lodged an application for an open access service from London Euston to Liverpool Lime Street calling at Nuneaton, Tamworth, Lichfield Trent Valley, Liverpool South Parkway and Liverpool Lime Street to rival the future West Coast Partnership franchise Avanti West Coast from December 2022.

It does seem to have gone quiet.

A Fast Zero-Carbon Route Between England And Ireland

This OpenRailwayMap shows Liverpool South Parkway station and Liverpool John Lennon Airport.

Note.

Liverpool South Parkway station is in the North-West corner of the map.

The orange track at the top of the map is the Liverpool branch of the West Coast Main Line.

At the bottom of the map, the long runway of Liverpool John Lennon Airport can be seen.

I believe that a fast link could be developed between the station and the airport.

  • Initially this would be a coach.
  • But later it could be developed as a tram-train from the City Centre, that also would call at Liverpool South Parkway station.

Operation of the airport could be ideal for up to 30-seater electric airliners.

Destinations served could include.

  • Belfast City – 151 miles
  • Bristol – 135 miles
  • Cardiff – 135 miles
  • Derry/Londonderry – 210 miles
  • Dublin – 140 miles
  • Glasgow – 186 miles
  • Haverfordwest – 127 miles
  • Humberside – 104 miles
  • London City – 176 miles
  • Norwich – 180 miles
  • Ronaldsway – 89 miles
  • Southend – 172 miles

Note.

  1. Liverpool appears to sit in circle of airports
  2. An Eviation Alice has a range of 290 miles with 9 passengers.
  3. The Wikipedia entry for Heart Aerospace, says their 30-seater electric airliner says it has a range of 124 miles or more if less passengers are carried.
  4. The East-West runway is also in line with the prevailing wind, which should help take-off.
  5. Liverpool Airport is located such that there is access to plentiful supplies of green electricity and hydrogen.

I will be very surprised if Liverpool Airport doesn’t develop into an airport for zero-carbon flights.

This could attract open access rail services from London and across the country.

Huddersfield

In First Bid For Sheffield To King’s Cross Paths, I postulated that Huddersfield station could be an ideal extension of FirstGroup’s proposed open access service between London King’s Cross and Sheffield.

 

 

February 14, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 2 Comments

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