The Anonymous Widower

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 | , , , , , , , , , , , , , , , | 1 Comment

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

The Three Baltic Countries Sign The Largest Railway Electrification Agreement In History

The title of this post, is the same as that as this news item on the LTG Group web site.

This is the sub-heading.

Today in Vilnius, the institutions of the three Baltic countries responsible for implementing the Rail Baltica project signed a historic agreement on railway electrification. The contract, valued at €1.77 billion (excluding VAT), has been awarded to COBELEC Rail Baltica – a consortium formed by the Spanish companies Cobra Instalaciones y Servicios S.A. and Elecnor Servicios y Proyectos S.A.U.

These three paragraphs add more detail.

The electrification of the Rail Baltica European railway is considered the largest cross-border railway electrification initiative in Europe, implemented as a single, joint project.

“Rail Baltica is more than just infrastructure – it is an economic and security link to the West. This contract is particularly important for our integration into the European railway network, enabling smooth passenger and freight transport while strengthening the resilience of the Baltic region. It is our strategic pathway to the future,” said Eugenijus Sabutis, Acting Minister of Transport and Communications of Lithuania.

One of the largest contracts in the history of the Baltic States was signed by the institutions responsible for implementing the project: LTG Infra, the infrastructure company of the LTG Group; Eiropas Dzelzceļa Līnijas in Latvia; and Rail Baltic Estonia in Estonia. Representatives from the ministries of transport and communications of all three countries also gathered in Vilnius for the occasion.

Note.

  1. The electrification will be to the European standard of 25 KVAC overhead.
  2. There will be a total of 2,400 km. of electrification.
  3. High-speed passenger and freight trains will operate on the full length of the route.
  4. It is planned that the electricity used will be generated from renewable energy sources.
  5. I feel everybody will be pleased except Putin.

The Russian dictator and war-monger won’t like it, as the railway will not be built to Russian standards.

 

September 27, 2025 Posted by | Energy, 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

Completing Northern Powerhouse Rail

The Northern Powerhouse Rail/High Speed Two Connection To Manchester Airport Station

This OpenRailwayMap shows the rail connections that terminate at Manchester Airport station.

Note.

  1. The two runways are clearly shown.
  2. Manchester Airport station is indicated by the blue arrow near the top of the map.
  3. The orange tracks are rail lines.
  4. The green lines are Manchester Metrolink tracks.
  5. Rail and tram services approach the airport station from the East.
  6. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two
  7. The black dotted line appears to be an extension of the tram line to the airport.

This second OpenRailwayMap shows the lines around the airport station to a larger scale.

Note.

  1. Manchester Airport station is indicated by the blue arrow at the bottom of the map.
  2. The orange tracks are rail lines.
  3. The green lines are Manchester Metrolink tracks.
  4. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  5. The Manchester Metrolink now makes a loop around the Airport.

I think the following will happen.

  • A large proportion of passengers and staff travelling between Manchester Airport and Manchester City Centre will use Northern Powerhouse Rail/High Speed Two.
  • Passengers and staff, who live locally will use the Manchester Metro loop.
  • Northern Powerhouse Rail/High Speed Two will replace some of the current train services.
  • Some services on the Castlefield Corridor will migrate to Northern Powerhouse Rail/High Speed Two.

There could be as many as twelve trains per hour (tph) between Manchester Airport and Manchester City Centre on Northern Powerhouse Rail/High Speed Two. But a new urban line like that, which was mostly in a tunnel could probably handle 20 tph.

Manchester Airport And Crewe

This OpenRailwayMap shows the railways between Manchester Airport and Crewe stations.

Note.

  1. Manchester Airport station is indicated by the blue arrow at the top of the map.
  2. The orange tracks are rail lines.
  3. The red track going down the left hand side of the map is the West Coast Main Line.
  4. The green lines are Manchester Metrolink tracks.
  5. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  6. Crewe station is at the bottom of the map in the middle.

There could be as many as 12 tph between Manchester Airport and Crewe.

Manchester Airport And Manchester Piccadilly

This OpenRailwayMap shows the railways between Manchester Airport and Manchester Piccadilly stations.

Note.

  1. Manchester Airport station is in the South-West corner of the map.
  2. The orange tracks are existing rail lines.
  3. The green lines are Manchester Metrolink tracks.
  4. The red dotted line going up the middle of the map is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  5. Manchester Piccadilly station is at the Northern end of Northern Powerhouse Rail/High Speed Two.

This OpenRailwayMap shows the City Centre between Manchester Piccadilly and Manchester Victoria stations.

Note.

  1. Manchester Piccadilly station is in the South-East corner of the map.
  2. The red dotted lines creeping into the map is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  3. All the platforms in Manchester Piccadilly station can be picked out, with the Castlefield Corridor breaking away to the West.
  4. The current plans will need demolition of buildings to the North of Manchester Piccadilly station.
  5. Manchester Victoria station is in the North-West corner of the map.
  6. The green line of the Manchester Metrolink route picks out the walking route between Manchester’s two main stations.
  7. About halfway between Manchester Piccadilly and Manchester Victoria stations is the open space of Piccadilly Gardens.

This Google Map shows Piccadilly Gardens.

Note.

  1. The Manchester Metrolink running through.
  2. There are two Metrolink stops ; Market Street and Piccadilly Gardens, in the area.
  3. It appears any stop on the Manchester Metrolink can be reached with no more than a single change from one of these two stops.

Looking at the map showing Victoria and Piccadilly stations, I wonder, if a Lizzie Line of the North could be built under Manchester City Centre.

  • There would be underground platforms at Piccadilly station, with two through platforms and two to terminate trains from the South.
  • Local services from Piccadilly station could continue as now, although services to Manchester Airport could be simplified.
  • There would be an underground station at Piccadilly Gardens with two through platforms , to connect with an expanded Manchester Metrolink, buses and walking routes.
  • There would be underground platforms at Victoria station, with two through platforms and two to terminate trains from the East.
  • Local services from Victoria could continue as now.
  • There could be as many as 12 tph between Manchester Victoria, Piccadilly Gardens, Manchester Piccadilly and Manchester Airport.

Just as the Lizzie Line was slotted into London, with the minimum of disruption, I am fairly certain, a similar but smaller construction process could be carried out in Manchester City Centre.

  • Manchester doesn’t have an Underground to avoid.
  • The stations could be very similar to each other and like Custom House station on the Lizzie Line, they could be built with giant concrete Lego.
  • There would only be four stations to create.
  • The tunnel would be about fifteen miles at most.
  • The tunnel would not need to be electrified as the trains could run on batteries.

As a Manchester Rail Tunnel has been talked about for decades, I suspect there is a big knowledge base of ground conditions, which would help with the design and construction.

Between Manchester Victoria And Leeds

Consider.

  • The electrification between Manchester Victoria and Stalybridge stations has recently been switched on.
  • Part of the electrification between Leeds and York stations has been switched on.
  • Full electrification is being installed between Leeds and Manchester Victoria stations.

This OpenRailwayMap shows the Huddersfield Line between Manchester Victoria station and a few miles short of Huddersfield station.

Note.

  1. Manchester Victoria station is indicated by the blue arrow in the South-West corner of the map.
  2. Huddersfield station is just off the map in the North-East corner.
  3. Manchester Victoria and Stalybridge stations is fully electrified and shown in red.
  4. Stalybridge and Huddersfield stations is being electrified and is shown as black and red dotted.
  5. Electrification between Huddersfield and Leeds is underway under the TransPennine Upgrade.

This section will be completed, when the Manchester City Centre Rail Tunnel is connected to the Huddersfield Line.

Connecting The Manchester City Centre Rail Tunnel To The Huddersfield Line

This Google Map shows where the Huddersfield Line crosses the M60 Motorway to the West of Ashton-under-Lyme.

Note.

  1. The newly-electrified Huddersfield Line runs across the map.
  2. The M60 Motorway is on the left.
  3. There are facilities for athletics, cricket and football.

I wouldn’t be surprised if the Eastern portal of the Manchester City Centre Rail Tunnel was in this area.

But looking at Google  Maps between this site and Manchester Victoria, there are other sites.

Conclusion

I now feel that it is possible to create a Northern Powerhouse Rail/High Speed Two route using a tunnel under Manchester.

Obviously, there is more work to be done.

August 15, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 3 Comments

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

Wigston Junction – 10th July 2025

It now appears that Wigston Junction, is as far North, as electrification will get on the Midland Main Line for some time.

This OpenRailwayMap shows the maximum speeds through the junction.

Note.

  1. Leicester station is to the North.
  2. London is to the South.
  3. Nuneaton is to the West.
  4. South Wigston station is indicated by a blue arrow.
  5. The Midland Main Line goes between the North and South points of the junction.
  6. Trains going North have a maximum speed of 100 mph.
  7. Trains going South have a maximum speed of 80 mph.
  8. Trains going along the North-West leg of the junction have a maximum speed of 40 mph.
  9. Trains going along the South-West leg of the junction have a maximum speed of 30 mph.

It would also appear that trains going North on the Midland Main Line can have a maximum speed of 100 mph or even 110 mph for most of the way between Market Harborough and just before Leicester, whilst going South is perhaps a couple of minutes slower.

This OpenRailwayMap shows the original plan for electrification through the junction.

Note.

  1. Red tracks are electrified.
  2. Black tracks are not electrified.
  3. Black/red dashed tracked were being electrified, but most are now paused.
  4. As before South Wigston station is indicated by a blue arrow.

Only the South point of the junction is electrified.

These pictures were taken from the train, as I passed Southwards from the North point of the junction to Market Harborough station.

Note.

  1. The first three pictures show the chord connecting to South Wigston station and on to Nuneaton.
  2. The next six pictures show the extra single track on the East side of the junction.
  3. There is a third track South of Wigston junction, that is about two miles long and electrified.
  4. All tracks South of Wigston junction are electrified.

It looks like a train could wait in the loop and be passed by a Northbound express.

Could the loop be used to charge trains in an emergency?

Conclusion

It would appear that Wigston junction could be a suitable place for the electrification to be paused.

All services to the North of Wigston junction would be on battery power, unless there is electrification.

July 10, 2025 Posted by | Transport/Travel | , , , , | Leave a comment

Cameron Bridge Station – 15th May 2025

I took these pictures yesterday at the new Cameron Bridge station yesterday on the Levenmouth Rail Link.

Note.

  1. The station has a car-park on the coming-home-from Edinburgh platform.
  2. There is a bridge over the River Leven, that appears to lead to new housing.
  3. The step-free bridge appears to be used by local residents to cross the railway.
  4. There appears to be a walking route for the nearby factory, which distills Scotland’s national spirit.

But as the pictures show the station has some unusual features for a small station with one train per hour (tph).

Parking

This extract from the Internet describes the parking.

A car park is available for customers with 125 spaces, including Electric Vehicle (EV) charging and blue badge spaces, as well as a drop off/pick up area and motorcycle parking.

They certainly seem to be expecting lots of commuters to Edinburgh, which is 34.5 miles away over the river.

Long Platforms

As the pictures with the three-car Class 170 train show the platforms are long.

I estimate that the platforms could take a pair of four-car Class 385 trains and almost take a nine-car Class 800 or 802 train.

Is this wishful thinking or prudent future-proofing as extending platforms can be a much more difficult exercise, than building them in the first place.

Perhaps, plans include a lot of housing, a major educational establishment, a sports stadium or some large factories to add to the distillery and long trains will be needed to serve the station.

Electrification Foundations

What surprised me, is that the station has been fitted out with the foundations for electrification gantries. There are five pairs all with four strong bolts to support the gantries over the track. This gallery shows some of the foundations.

 

But what also surprised me was that at no other place on the route between Edinburgh and Leven, were any electrification works visible, except where the electrification is completed between Edinburgh and Edinburgh Gateway.

I estimate that the distance between Cameron Bridge and Edinburgh Gateway is about thirty-seven miles as the train travels, which should be in range of one of ScotRail’s Hitachi Class 385 trains, that had been fitted with batteries.

  • The trains would charge their batteries on the run between Edinburgh Waverley and Edinburgh Gateway stations.
  • The trains would run between Edinburgh Gateway and Cameron Bridge stations on battery power. The eight intermediate stations would not have to suffer diesel trains.
  • The trains would put up the pantograph at Cameron Bridge station and charge the batteries on a short length of overhead wires that will be erected there on both platforms.
  • The train would run to Leven station on battery power, where it would reverse, as it does now and then return to Cameron Bridge station.
  • At Cameron Bridge station, it could even pick up more charge if needed.

Note.

  1. The only new electrification needed would be to electrify both lines in Cameron Bridge station.
  2. Supposedly, Hitachi do a nice line in short lengths of electrification and all the electrical gubbins that support them.
  3. Because of the large distillery, Cameron Bridge is not short of electricity, with a large grid connection visible at the Edinburgh end of the station.
  4. No electrification will be needed over the Forth Rail Bridge, to the delight of the Heritage Taliban.

Whoever gets the contract to supply the battery-electric trains and the partial electrification, will be supplying trains that will cross one of most famous railway bridges in the world.

I also predict, that this short rail link between Edinburgh Waverley and Leven will become a tourist attraction and bring prosperity to the area.

Electrifying The Fife Circle

This OpenRailwayMap shows the whole Fife Circle Line.

Note.

  1. Lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
  2. Cameron Bridge is marked by the blue arrow, with Leven to its East on the coast.
  3. The Forth Rail Bridge over the Forth of Forth is at the bottom of the map.
  4. To the North of the bridge, the line splits and connects to the large circular railway, which is the Fife Circle Line.
  5. Some trains after crossing the Forth Rail Bridge,come up the East coast via Kirkcaldy to terminate at Leven or Glenrothes with Thornton.
  6. Other trains from Edinburgh take the Western side of the Fife Circle  via Rosyth and Cowdenbeath to Glenrothes with Thornton.

This second Open RailwayMap shows the Fife Circle Line between Cameron Bridge and Glenrothes with Thornton.

Note.

  1. As before, lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
  2. Cameron Bridge is marked by the blue arrow, with Leven to its East on the coast.
  3. Glenrothes with Thornton station is in the South-Western corner of the map.
  4. It might even be possible for all trains to terminate on the Levenmouth Rail Link as Leven station has two platforms.
  5. If that is the case, the four tph would make full use of the two long platforms at Leven and Cameron Bridge stations, with the only electrification on the Fife Circle Line at Cameron Bridge station.

This is partial electrification with none of the complexity of full electrication, but with all the power it needs from the electrical connection of a large distillery.

The Wikipedia entry for the Fife Circle Line says this about the electrification.

The £55 million first phase, to electrify 65 miles (104 km) of Fife Circle track, between Haymarket and Dalmeny, for use by battery electric multiple units, was begun by Scottish Powerlines in June 2022 and is due to be completed by December 2024, although this project has been delayed and is expected to completed by December 2025. Further phases will electrify the lines between Kinghorn, Thornton, Ladybank and Lochgelly. This will allow the Fife Circle services to be operated by battery electric multiple units whilst minimising capital expenditure on infrastructure, in particular avoiding the major expense of electrifying the Forth Bridge. Complete electrification would be possible at some future date. The partial electrification was due to be completed by December 2025 but there has been some slippage in these target dates.

This OpenRailwayMap shows Kinghorn, Thornton, Ladybank and Lochgelly.

Note.

  1. Lines shown in red are electrifield, whilst those shown in black are not and lines shown in dotted red-and-black are to be electrified.
  2. Ladybank is at the top of the map indicated by a blue arrow.
  3. Kinghorn is at the bottom of the map on the coast.
  4. Ladybank and Kinghorn are connected by a section of the Aberdeen and Edinburgh Line.
  5. Glenrothes and Thornton are to the West of this line.
  6. The Levenmouth Rail Link runs to the East.
  7. Lochgelly and Cowdenbeath are on the West side of the map.

From what I saw yesterday, I wouldn’t be surprised if the amount of electrification to be performed has been cut back and more reliance is to be placed on on-board batteries.

Class 385 Battery-Electric Trains

The Wikipedia entry for Class 385 trains, says this about battery-electric versions.

During early 2019, Hitachi held a series of discussions with the Scottish Government on the development of a variant of the Class 385, a battery electric multiple unit (BEMU) that would be capable of running on unelectrified sections of line along a route. The installation of batteries was reportedly described as being a relatively straightforward alteration to make; an underfloor battery unit, dependent upon size, would be able to power a trainset over distances of 20 to 60 miles (30 to 100 km). The proposal drew upon Hitachi’s existing experience with battery trains operated in Japan, and had been motivated by a recommendation from the rail decarbonisation task force which advocated that such measures be implemented.

A range on batteries of sixty miles would cover the less than forty miles between Edinburgh Gateway and Ladybank.

I suspect that a range of sixty miles would bridge the gap between Edinburgh Gateway and Perth or Dundee.

Does this mean, that I think it could?

If Hitachi’s testing of their battery-electric Class 802 trains have shown phenomenal distances, then this would fit with the distances shown by Stadler’s Class 777 trains in New Merseyrail Train Runs 135km On Battery.

This leads me to believe that battery-equipped ScotRail Class 385 trains and LNER Class 800 trains are able to electrify the North of Scotland, with a few strategic charging stations like the one at Cameron Bridge station.

 

 

 

May 16, 2025 Posted by | Energy, Transport/Travel | , , , , , , , , , , | 1 Comment

Changing Trains At Newcastle Station

In the last few weeks, I have changed trains at Newcastle station between the East Coast Main and the Northumberland Line four times.

I took these pictures on Sunday, when I changed twice.

Note.

  1. On my two train changes yesterday, I needed to buy a ticket for the next leg of my journey and I had to walk miles to the ticket office.
  2. The walk was rather straining on my dodgy knees.
  3. There are no signs to the ticket office and I only found it due to a helful human.
  4. In the morning, I missed my connection and had to wait an hour for the next train.
  5. A lot of these pictures show diesel multiple units, that were working the Northumberland Line to Ashington in Platform 1, surrounded by happy passengers.
  6. Platform 1 appears to be able to take at least a pair of Class 158 two-car diesel multiple units.
  7. Platform 1 appears to be electrified with 25 KVAC overhead wires, even if the Northumberland Line isn’t electrified.
  8. The staff seem extremely pleased with the success of the Northumberland Line.

The staff were very helpful, but it was all very much organised chaos.

But from what I saw yesterday, it appears that something powerful is stirring along the Northumberland Line.

Perhaps what the BBC predicted in Northumberland Line: Railway ‘Could Create Economic Powerhouse’ is starting to happen?

This was the sub-heading of the BBC article.

An “east coast economic powerhouse” stretching from Edinburgh to Leeds could be created if the Northumberland Line rail scheme goes ahead, a public inquiry has been told.

I’m well aware that one busy weekend doesn’t make a powerhouse.

But Northumberland Council must get ready for the next phases of the project.

Larger Zero-Carbon Trains

In Alstom Hydrogen Aventras And The Reopened Northumberland Line, I suggested that Alstom hydrogen trains might be suitable for the Northumberland Line, but these trains have not been seen in the flesh, so they can probably be discounted.

But this is a picture I took yesterday of Platform 1 at Newcastle station.

Note.

  1. The wires of the electrification above the Class 158 diesel multiple unit.
  2. An out and back trip between Newcastle and Ashington is probably less than fifty miles.

In the Wikipedia entry for Merseyrail’s Stadler Class 777 trains, this is said.

In December 2022, a maximum test range of 135 km (84 miles) was achieved, which was “much longer than we expected”.

It would appear that a small fleet of perhaps three trains, that were fitted with pantographs for charging could work the Northumberland Line, without the need for substantial additions to the infrastructure.

In the Wikipedia entry for the new Tyne and Wear Metro’s Stadler Class 555 trains, this is said.

The new trains will be five cars long in fixed formations, with a Jacobs bogie between the inner cars. One centre car will be fitted with a Brecknell Willis pantograph to draw the power from the 1,500 V DC overhead lines. They will also be fitted with regenerative braking technology for greater energy efficiency, and a battery energy storage system that will allow the trains to remain powered and reach the nearest station if the overhead lines fail. This offers the potential to be used on routes that are not fitted with overhead lines that may be added to the network in the future.

As the Class 777 and Class 555 trains appear to be cousins, perhaps those innovative Swiss engineers at Stadler can come up with a 25 KVAC battery-electric Class 555 train, that could charge its batteries in Platform 1 at Newcastle station and then use battery power to get to Ashington and back.

With perhaps a couple of short lengths of 25 KVAC overhead electrification, I feel Stadler could create a battery-electric Class 555 train, that could handle.

How many other branches from electrified main lines in the UK, could be handled by such a train?

How about these routes for starters.

  • Darlington and Bishop Auckland
  • Darlington and Saltburn
  • Preston and Blackpool South.
  • Skipton and Preston via Colne.
  • Lancaster and Morecambe
  • Leeds Metro
  • Llandudno Junction and Blaenau Ffestiniog
  • Middlesbrough and Whitby.
  • Sheffield and Huddersfield
  • Sheffield and Leeds
  • Sheeffield and Manchester Piccaduilly

Sheffield and York

The Class 555 trains would also have other advantages.

  • In the Newcastle area, I’m sure the Tyne and Wear Metro could probably service them.
  • They have the Stadler steps for easy access.
  • Most Stadler trains, tram-trains and trams are good at climbing hills.

Great British Railways could do a lot worse, than buying a reasonable number of Class 555 battery-electric trains.

 

 

March 31, 2025 Posted by | Design, Transport/Travel | , , , , , , , , , , | Leave a comment

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