The Anonymous Widower

FIRST TO THE FUTURE: Lumo Owner Bids To Turbo-Charge UK Rail With New Routes

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

These first three paragraphs introduce FirstGroup’s application for the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services.

FirstGroup plc plans to expand its open access rail operations through its successful Lumo business, boosting connectivity, improving UK productivity and passenger choice across the UK.

The expansion aims to replicate the success of Lumo’s Edinburgh to London service in driving material growth on the East Coast Main Line. Lumo operates without government subsidy and contributes more per train mile to infrastructure investment than any other long-distance operator – delivering growth on the railway and connectivity to local communities, at a substantial benefit to the taxpayer.

FirstGroup has submitted the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services, which are described in these bullet points.

  • A revised application to run new services between Rochdale and London Euston via Manchester Victoria from December 2028; 
  • An extension to Lumo’s current Stirling to London Euston track access agreement to operate services beyond 2030;
  • A new route between Cardiff and York via Birmingham, Derby, and Sheffield from December 2028; and
  • Purchase of new trains meaning continued investment in UK manufacturing of c.£300 million, and long-term jobs.

This paragraph from the press release describes the philosophy of the rolling stock.

Should these applications be successful, FirstGroup will make use of its option to commit further investment in new Hitachi trains built in County Durham. This investment will include five battery electric trains for the Stirling route and three battery electric trains for Rochdale, supporting jobs at Hitachi’s Newton Aycliffe plant. For the services between Cardiff and York, it will deploy refurbished Class 222s.

Note.

  1. The Class 222 trains will run the Euston and Stirling service until the future Hitachi trains are delivered in 2028.
  2. The Class 222 trains will run the Cardiff and York service from 2028.
  3. The Class 222 trains have a maximum speed of 125 mph
  4. Avanti West Coast’s Class 390 trains have a maximum speed of 125 mph.
  5. Avanti West Coast’s Class 805 trains have a maximum speed of 125 mph on electrification.
  6. Avanti West Coast’s Class 807 trains have a maximum speed of 125 mph.
  7. Grand Central Trains’s future Hitachi trains have a maximum speed of 125 mph.
  8. Hull Trains’s Class 802 trains have a maximum speed of 125 mph.
  9. Lumo’s current Class 803 trains have a maximum speed of 125 mph.
  10. LNER’s current Class 800 and 801 trains have a maximum speed of 125 mph.
  11. LNER’s current InterCity 225 trains have a maximum speed of 125 mph.
  12. LNER’s future Class 897 trains have a maximum speed of 125 mph.
  13. All of the trains, with the exception of the Class 222 trains are electric and have been designed for 140 mph running and can do this if there is appropriate 140 mph signalling.

If the Class 222 trains don’t run on the East and West Coast Main Lines, then these lines could introduce 140 mph running in stages to speed up rail travel between London and the North of England and Scotland.

Rochdale And London

These three paragraphs from the press release describe the proposed Rochdale and London service.

The new Lumo service will operate the first direct service since 2000 between Rochdale and London. Services will call at Manchester Victoria, Eccles, Newton-le-Willows and Warrington Bank Quay. Eccles station connects other parts of the city of Salford, including the fast-growing MediaCity area, via the nearby interchange with Metrolink. Services to Newton-le-Willows will deliver greater rail connectivity for St Helens.

There will be three new return services on weekdays and Sundays, and four return services on Saturdays, which will provide 1.6 million people in the north-west with a convenient and competitively priced direct rail service to London, encouraging people to switch from cars to train as well as providing additional rail capacity. It will also deliver material economic benefits for the communities along the route, including regeneration areas such as Atom Valley and the Liverpool City Region Freeport scheme.

The application has been revised to address the ORR’s concerns about network capacity set out in its letter of July 2025 rejecting FirstGroup’s original application. Supported by extensive modelling, the company has identified sufficient space on the network to accommodate the proposed services. Services will also make use of the Government’s recent investment in power supply for the West Coast Mainline (WCML).

In FirstGroup’s Lumo Seeks To Launch Rochdale – London Open Access Service, I gave my thoughts for Lumo’s application last year.

Differences between the two applications include.

  • The service will be run by Lumo’s standard battery-electric Hitachi trains.
  • The original application was for six return journeys per day, whereas the new application is for three return services on weekdays and Sundays, and four return services on Saturdays.

Note.

  1. The battery-electric trains will be able bridge the 10.4 mile gap between Manchester Victoria and Rochdale, and return after charging on the West Coast Main Line.
  2. The battery-electric trains could be useful during engineering works or other disruptions.
  3. The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
  4. Is the extra return service on a Saturday to cater for football and rugby fans?

I still feel, that with Lumo’s battery-electric trains one or more services could extend across the Pennines to Hebden Bridge, Bradford Interchange or Leeds. Trains would be recharged for return at Leeds.

Stirling And London

This  paragraph from the press release describes the proposed Stirling and London service.

Stirling has a wide catchment area, with an estimated three million people living within an hour’s drive. Extending the current track access agreement for the Stirling route from May 2030 will support the shift from car to rail, and investment in the city, as well as in the service’s intermediate stations which include Larbert, Greenfaulds and Whifflet, thanks to greater connectivity to London. The four return services weekdays and Saturdays, and three on Sundays, on the new route are expected to start early in the company’s 2027 financial year.

In Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026, I gave my thoughts for Lumo’s application in June 2025.

Differences between the two applications include.

  • The service will only be run initially by Class 222 trains.
  • The service will be run by Lumo’s standard battery-electric Hitachi trains after 2028.
  • The original application was for five return journeys per day, whereas the new application is for four return services on weekdays and Saturdays, and three return services on Sundays.
  • In the original application, Lumo’s new route was to link London Euston directly to Stirling, also calling at Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet (serving Coatbridge), Greenfaulds (serving Cumbernauld) and Larbert.

Note.

  1. The battery-electric trains could be useful during engineering works or other disruptions.
  2. The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
  3. Is the extra return service on a Saturday to cater for football and rugby fans?

It should be noted that there are always more return services per day going to Stirling, than Rochdale.

Could The Rochdale and Stirling Services Share A Path?

Consider.

  • The two services use the West Coast Main Line South of Warrington Bank Quay station.
  • Pairs of Class 803 trains can split and join.
  • A pair of Class 803 trains are shorter than an 11-car Class 390 train.
  • An 11-car Class 390 train can call in Warrington Bank Quay or Crewe stations.

I believe that the Rochdale and Stiring services could share a path.

  • One Weekday service per day would be a single train.
  • Going South, the trains would join at Warrington Bank Quay or Crewe stations.
  • Going North, the trains would split at Warrington Bank Quay or Crewe stations.
  • The pair of trains would share a platform at Euston station.

Operating like this would increase the connectivity and attractiveness of the services, and probably increase the ridership and profitability.

Cardiff And York  via Birmingham, Derby And Sheffield

These four paragraphs from the press release describe the proposed Cardiff and York service.

Lumo’s new route between Cardiff and York will join up the entire Great British Railway network, connecting all four main lines from the Great Western Main Line to the East Coast Main Line. The plans will also deliver more capacity and drive passenger demand on a previously underserved corridor.

The application proposes six return services each weekday – a significant increase from the current single weekly service.

Bringing Lumo’s popular low-cost model to the corridor will support local communities between Cardiff, Birmingham, Derby, Sheffield, and York. These cities alone have a combined population of more than 2.5 million people. The new services will give local communities access to jobs and services along the route, in support of significant investment that has already been committed by the Government and private sector. This investment includes the Cardiff Capital Regional Investment Zone, the £140million proposed refurbishment at Cardiff Central station, the West Midlands Investment Zone which is expected to create £5.5 billion of growth and 30,000 new jobs, as well as investment plans in Derby, Sheffield and York.

The ORR will now carry out a consultation exercise as well as discuss the applications with Network Rail to secure the required approvals.

Note.

  1. Only minimal details are given of the route.
  2. The TransPennine Upgrade will create a new electrified route across the Pennines between York and Huddersfield via Church Fenton, Leeds and Dewsbury.
  3. The Penistone Line is being upgraded, so that it will handle two trains per hour.
  4. In the 1980s, the Penistone Line took InterCity 125s to Barnsley.
  5. The connection with the Penistone Line at Huddersfield has been upgraded.

I am reasonably certain, that FirstGroup intend to route the York and Cardiff service over this partially electrified route.

Sections of the route will be as follows.

  • Cardiff and Westerleigh junction – 38 miles – Electrified
  • Westerleigh junction and Bromsgrove – 65.2 miles – Not Electrified
  • Bromsgrove and Proof House junction – 15 miles – Electrified
  • Proof House junction and Derby – 40.6 miles – Not Electrified
  • Derby and Sheffield – 36.4 miles – Not Electrified
  • Sheffield and Huddersfield – 36.4 miles – Not Electrified
  • Huddersfield and York – 41.9 miles – Electrified

There are only two sections of track, that is not electrified.

  • Westerleigh junction and Bromsgrove – 65.2 miles
  • Proof House junction and Huddersfield – 113.4 miles

Out of a total of 273.5 miles, I believe in a few years, with a small amount of extra electrification or more powerful batteries, Hitachi’s battery-electric high-speed trains will have this route cracked and the Class 222 trains can be sent elsewhere to develop another route.

October 30, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

45 schools Benefit From Rail Safety Resources Supported By Lumo And Hull Trains

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

This is the sub-heading.

The UK’s leading open access rail operators, Lumo and Hull Trains, are celebrating supporting the delivery of vital rail safety resources to 45 schools across the UK over the past year.

These three paragraphs add more detail.

In association with the Rail Safe Friendly Programme, the operators’ involvement has led to a social value impact of over £724,000, directly educating thousands of young people.

The programme is dedicated to spreading the vital message of rail safety among young people, educators and parents in schools across the UK. Lumo and Hull Trains have supported the important initiative for the past two years, with their support renewed for a third.

As part of the partnership, Lumo took over the Metrocentre’s ‘mini express train’ to highlight the issue of rail safety to families and children visiting the shopping centre during the school holidays in 2024. The project secured industry recognition at the recent Corporate Engagement Awards.

It’s not just in the UK, that this type of excellent engagement is being setup.

This train is the world’s first hydrogen-powered train to enter passenger service, between Hamburg and Cuxhaven in Germany.

When I rode the train, a German schoolboy told me, that their school had given them safety lessons about hydrogen.

 

 

 

October 13, 2025 Posted by | Health, Hydrogen, Transport/Travel | , , , | Leave a 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

How Will The East Coast Main Line Timetable Change Affect Sheffield?

This article in the October 2025 Edition of Modern Railways is entitled Industry Gears Up For December ECML Timetable Change.

This is the first paragraph.

Major changes are planned to trains along the East Coast main line from 14 December as the long-heralded timetable takes effect.

In this post, I will see how the changes detailed in the article in Modern Railways will affect Sheffield and Doncaster.

Aberdeen-Edinburgh

This is said about Aberdeen and Edinburgh services.

Monday-Saturday services will not change between Aberdeen and Edinburgh, with all intermediate stations served at similar times.

The LNER service to and from King’s Cross will call additionally at Doncaster, Newark Northgate and Peterborough; the last LNER Monday-Friday departure from Aberdeen will terminate at Doncaster instead of Leeds, and the first LNER Monday-Saturday train to Aberdeen will start from King’s Cross at 05:48 instead of Leeds.

Note.

  1. An hourly fast train between Edinburgh and King’s Cross will have a journey time of 4 hours and 10 minutes, which is a saving of at least 12 minutes.
  2. There is an Aberdeen-Manchester air service, but no Edinburgh-Manchester or Leeds-Scotland air services.
  3. In Could London And Central Scotland Air Passengers Be Persuaded To Use The Trains?, I speculated about how air passengers could be tempted to use the trains between London and Central Scotland.
  4. It looks to me, that LNER are strengthening their services between Doncaster and Scotland.
  5. Will that 05:48 King’s Cross departure for Aberdeen, enable a working day in Aberdeen and return?

Is LNER’s aim to get travellers to use the trains between Doncaster and Scotland, as an alternative to driving or trains from Leeds?

Alnmouth and Berwick

This is said about Alnmouth services.

Quicker LNER journey times are promised to stations South of York, with King’s Cross-Alnmouth journey times up to 15 minutes quicker.

More TPE trains will run between Newcastle, Morpeth, Alnmouth, Berwick, Reston, Dunbar, East Linton and Edinburgh Waverley.

The number of trains calling at Durham on weekdays will fall from 18 to 13 Southbound and from 15 to 10 Northbound.

This is said about Berwick services.

LNER trains will call every two hours during the middle of the day, and the number of weekday trains to King’s Cross falls from 15 to 11 Southbound with a 13 to nine fall Northbound. More TPE trains will call.

Note.

  1. Lumo serves Newcastle, Morpeth and Edinburgh.
  2. Reston and East Linton are new stations.
  3. The stations between Newcastle and Edinburgh need adequate parking to attract commuters.

It looks to me, that LNER are timing the trains to attract day trips along the East Coast Main Line.

Bradford Forster Square/Interchange

This is said about Bradford Forster Square services.

The number of weekday trains will remain as per May 2025, but on Sundays, the number of trains serving Forster Square increases from two to six each way on a two-hourly interval. LNER stopping patterns change, with fewer trains calling at Peterborough and none at Grantham or Retford.

Trains currently stop at Peterborough, Doncaster, Wakefield Westgate, Leeds and Shipley, but surely a more regular six trains per day (tpd) is preferable.

 

This is said about Bradford Interchange services.

At Interchange, Grand Central Trains will run at different times to the May 2025 timetable, with King’s Cross journeys up to 20 minutes quicker. One GC each way will call at Peterborough, while some will stop at Pontefract Monkhill on Sundays for the first time.

Note.

  1. Trains currently stop at Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor
  2. Is the twenty minutes time saving due to the new digital signalling to the South of Doncaster?
  3. Is this another open access operator being allowed to do what they do best?

This looks to be a very useful service, which serves several stations, with no other service to London.

Doncaster

This is said about Doncaster services.

Additional trains calling at destinations including Birmingham New Street, Sheffield, York, Newark and Berwick-upon-Tweed. LNER Aberdeen/Inverness trains will call at Doncaster. EMR trains will be retimed at Doncaster to provide better connections with LNER’s revised timetables, but journeys from Doncaster to Sleaford and Spalding will require a change at Lincoln. This change has been made to “enable improved connections” at Peterborough, Sleaford, Lincoln and Doncaster. The number of trains calling at Stevenage falls from 24 to 19 Southbound and 24 to 21 Northbound, with Grantham stops dropping by seven trains to 28 Southbound and 4 to 29 Northbound.

If CrossCountry Trains were to switch their trains to Hitachi InterCity Battery trains, I believe that a version of these trains could handle routes like Plymouth and Aberdeen.

  • This would speed up services.
  • Trains would run close together and thus increase capacity.
  • Services could even be faster.

So expect a replacement order for CrossCountry Trains diesel multiple units soon.

Glasgow

LNER gave up serving Glasgow Central from King’s Cross in the December 2024 timetable change.

In Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow, I talked about Lumo extending their King’s Cross and Edinburgh service to Glasgow Central station.

Hull

This is said about Hull services.

On Mondays-Fridays, Hull Trains will provide an extra train from London.

The LNER Monday-Friday Hull-Doncaster train will be withdrawn;

Northern will operate a 20:25 departure to Doncaster; calling at Brough and Selby.

Note.

  1. It looks like Great British Railways have surrendered Hull and Beverley to Hull Trains.
  2. Hull Trains are converting their Class 802 trains to battery-electric power.
  3. It is likely that Hull Trains upgraded trains will be able to use the Great Northern and Great Eastern Joint Line via Lincoln on battery power.

The new timetable appears to be ready for the future of Hull Trains.

Leeds

This is said about Leeds services.

LNER services will depart to King’s Cross at xx.10 and xx.40.

Northern will introduce an extra mostly hourly service between  Leeds and Sheffield calling at Wakefield Westgate. They will depart about 30 minutes earlier or later than the CrossCountry service.

Note.

  1. I would expect the two King’s Cross and Leeds services which would both stop at Doncaster and Wakefield Westgate would set the timings between Doncaster and Leeds.
  2. Currently, of the four trains that run to and from Leeds every two hours, two are planned to terminate at Leeds, one at Harrogate and one at Bradford Forster Square.
  3. There is also a daily service between King’s Cross and Skipton via Leeds.
  4. I can envisage another service between  King’s Cross and Ilkley via Leeds, Kirkstall Forge, Guiseley, Burley-in-Wharfedale and Ben Rhydding.
  5. I can envisage another service between King’s Cross and Huddersfield, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield and Deighton.
  6. I can envisage another service between King’s Cross and Hebden Bridge, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield, Sowerby Bridge, Mytholmroyd and Brighouse.
  7. An alternative to Hebden Bridge would be Rochdale, which already has four platforms and is on the Manchester Metrolink
  8. It appears that Bradford Forster Square, Harrogate, Huddersfield, Leeds and Skipton stations can turn nine or ten-car trains and Ilkley can turn five-car trains.
  9. I also believe that one of Hitachi’s InterCity Battery trains could use battery power to take the spectacular Settle and Carlisle Line to Carlisle or even Glasgow Central.
  10. If needed pairs of five-car trains could split and join at Leeds, with one train waiting at Leeds and the other train going on to another destination.
  11. The CrossCountry and Northern Trains services on the Sheffield and Leeds route via Doncaster and Wakefield Westgate would probably need to be modern battery-electric trains to maximise the capacity on the route.

There certainly seem to be opportunities to give a number of stations in Yorkshire an all-electric service to King’s Cross with a two-hourly frequency, in a time of a few minutes over two hours.

Lincoln

This is said about Lincoln services.

One more LNER train from King’s Cross will run, with the first train arriving earlier and the last train later. There will no longer be an LNER train serving Stevenage with passengers having to change at Newark Northgate or Peterborough. An improved service will run to and from Nottingham, with an increase from one to two trains per hour on Mondays-Saturdays. An hourly service will run to Crewe, and a new Matlock-Nottingham-Lincoln-Cleethorpes service will run. EMR will cease all bar morning peak direct trains to/from Leicester. Newark Northgate-Lincoln trains will be reduced from five to four on Mondays-Fridays, eight to four on Saturdays and ten to eight on Sundays.

Note.

  1. Travellers between Lincoln/Nottingham and the North/Scotland will have two trains per hour to Newark Northgate, where there will be two tph to the North/Scotland.
  2. The hourly Crewe service will give access to Liverpool Manchester and the West Coast Main Line.
  3. Will there still be a Liverpool and Norwich service or will this be replaced by East-West Rail?

There seems to be a big sort out to EMR services.

Newcastle

This is said about Newcastle services.

The number of trains serving King’s Cross increases from 35 to 53 Southbound on weekdays and from 36 to 52 Northbound. One train every hour will run non-stop to York. More TPE trains will run Northbound (see Alnmouth and Berwick), while Northern is retiming services on the Northumberland Line in anticipation of Northumberland Park and Bedlington stations opening in early 2026. A semi-fast hourly service between Newcastle and Middlesbrough will run on Mondays-Saturdays and there will be an hourly stopping service between them.

Note.

  1. There will be a big increase in services between King’s Cross and Newcastle.
  2. Is the aim to persuade travellers to use trains rather than airlines?
  3. LNER also runs one train per day (tpd) between King’s Cross and Middlesbrough.
  4. Grand Central Trains will be running at a frequency of six tpd between King’s Cross and Sunderland via Thirsk, Northallerton, Eaglescliffe, Hartlepool and Seaham.

Hull appears to have been left to Hull Trains and Glasgow to Lumo, and Sunderland appears to be left for Grand Central Trains.

Conclusions

I am coming to some conclusions about services on the East Coast Main Line, with respect to Sheffield.

Doncaster Is A Well-Equipped Station

Doncaster is the nearest station to Sheffield on the East Coast Main Line.

  • Over the last few years, Doncaster station has been improved.
  • It has a subway with a more than adequate number of lifts.
  • The station has nearly 600 parking spaces.
  • There is a taxi rank.
  • There is no Marks & Spencer’s food store, which is important for a coeliac like me.
  • There are thirty bus stands close to Doncaster station.
  • Doncaster station is well-equipped with cafes, a pub and coffee stalls.
  • All trains to Aberdeen, Bradford Forster Square, Bradford Interchange, Edinburgh, Hull, King’s Cross, Leeds, Sheffield and Wakefield seem to stop at the station.
  • There are several local trains per hour.
  • Changing trains is not a strenuous exercise.

Doncaster is one of the UK’s better regional stations.

Doncaster Needs A Connection To The Sheffield Supertram

One of the first things, I do when I arrive in a strange town or city is look for the local public transport network.

In 2019, Sheffield published an ambitious plan for their tram network, which I wrote about in Sheffield Region Transport Plan 2019 – Doncaster Sheffield Airport.

The post contained this map, of Sheffield’s plans for the trams.

Doncaster and Doncaster Sheffield Airport are connected to the current end of the tram-train route at Rotherham Parkgate.

This OpenRailwayMap shows the rail lines between Rotherham Parkgate and Doncaster.

Note.

  1. Doncaster station is in the North-East corner of the map.
  2. Rotherham Central station is in the South-West corner of the map.
  3. The blue arrow in the South-West corner indicates Rotherham Parkgate tram stop.
  4. Swinton, Mexborough and Conisbrough stations can be picked out.
  5. The dotted red line running North-South across the map is the route of the ill-fated Eastern Leg of High Speed Two.

It is a simple application of tram-train technology to connect Doncaster station and Doncaster Sheffield Airport to the Sheffield Supertram.

With all the comings and goings on the East Coast Main Line at Doncaster station, I believe that the tram-train connection to Sheffield and Rotherham is essential.

The Cities Of Bradford, Doncaster, Leeds, Sheffield and Wakefield Can Have a High-Frequency Rail Connection

Consider.

  • Four stations are all step-free with a bridge or subway served by lifts.
  • Bradford Forster Square station has level access to the platforms from the street.
  • The rail lines between the five stations are electrified, with the exception of Sheffield and Doncaster.
  • Services between the cities are run by CrossCountry Trains, Grand Central Trains, Hull Trains, LNER and Northern Trains.
  • Most maximum speeds are not unduly slow.

Consequently the five cities can have a high-frequency rail connection in excess of four tph.

Could this be the basis of a Five-Cities Metro?

Open Access Services

There are six open access services running on the East Coast Main Line.

  • Grand Central Trains – King’s Cross-Bradford Interchange via Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor – 4 tpd
  • Grand Central Trains – King’s Cross-Sunderland via Peterborough, York, Thirsk, Northallerton, Eaglescliffe and Hartlepool – 6 tpd
  • Hull Trains – King’s Cross-Hull via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough – 4 tpd
  • Hull Trains – King’s Cross-Beverley via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough, Hull and Cottingham  – 2 tpd
  • Lumo – King’s Cross-Edinbugh via Stevenage, Newcastle and Morpeth – 5 tpd
  • Lumo – King’s Cross-Glasgow Queen Street via Stevenage, Newcastle, Morpeth, Edinburgh and Falkirk High – 2 tpd

Note.

  1. tpd is trains per day.
  2. All seem to serve an exclusive area, except Lumo.
  3. In a couple of years, all could be using Hitachi trains.
  4. I suspect some services will swap their diesel generators for batteries.

Battery-power would allow some services to be zero-carbon, even when using the GNGE diversion.

 

 

 

 

September 22, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Hull Trains Allows Delay Compensation To Be Donated To Charity

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

These four paragraphs fill in the details.

Customers of Hull Trains who claim compensation for train delays can now choose to donate their Delay Repay funds to charity.

Hull Trains’ new official charity partner for 2025 is P.A.U.L For Brain Recovery, which supports people across the Humber region affected by acquired brain injury. P.A.U.L For Brain Recovery is based in Hull, and has recently expanded its support to cover communities in north and northeast Lincolnshire, and has ambitions to support people further afield.

The new scheme will allow customers to opt for the delay compensation to be sent directly to the charity. Hull Trains operates trains between Hull and London King’s Cross, stopping at Grantham in Lincolnshire, and serving other stations on the East Coast route, including Doncaster and Beverley.

The founder and CEO of P.A.U.L For Brain Recovery is Paul Spence. In 2012, Paul suffered a brain haemorrhage when he was the victim of an unprovoked attack. After he was discharged from a high dependency unit, he and his family faced a long and challenging road to recovery, and quickly realised that support available in the community was sadly lacking.

I think it’s rather a good idea.

August 12, 2025 Posted by | Transport/Travel | , , , , | Leave a comment

Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow

This article on the BBC is entitled New Train Services Approved On East Coast Main Line.

This is the sub-heading.

Additional train services will run on the East Coast Main Line from December, the rail regulator has said.

This will be the additional services for Lumo according to this document from the Office of Road and Rail.

  • Lumo (Newcastle): one additional return service between London King’s Cross and Newcastle on weekdays and one additional service in opposing directions on a Saturday and Sunday.
  • Lumo (Glasgow extensions): the extension of existing London King’s Cross-Edinburgh services so that Lumo can provide two northbound services and one southbound service between London King’s Cross and Glasgow on weekdays and one in each direction on Sundays.

I have some thoughts.

Train Lengths

The Office of Road and Rail document doesn’t mention train lengths.

  • Hull Trains have been running most services as five-car trains, with some running as ten-car trains.
  • In Ten-Car Hull Trains, I talked about Hull Trains and their mixing of 5- and 10-car trains and how it increased the number of seats on the route by 16.7 %.

I suspect that Lumo will use pairs of trains on some services to increase and also balance the number of seats.

A Possible Timetable

Consider.

  • Currently, there are five Northbound trains every day with five Southbound trains on Monday to Saturday and four on Sunday.
  • Lumo seem to run a reliable service.
  • Would it be a safe and sensible idea to base the new timetable on the current timetable?
  • Perhaps, the Glasgow services could be add-ons to the current timetable.

So it looks to me, that the extra trains will be scheduled using an innovative timetable.

  • I wouldn’t be surprised if the Glasgow to London King’s Cross train was a pair of trains in the evening to balance the service and get two trains to London King’s Cross for the start of the next day’s services.
  • This would also give travellers as long a day as possible in Glasgow.
  • Would the two London King’s Cross to Glasgow trains, start as a pair of trains at London King’s Cross that split at Edinburgh, with one train returning to London King’s Cross and the other going on to Glasgow?
  • Glasgow gets ten cars per day from London King’s Cross and sends ten cars back to London King’s Cross.
  • Could the Sunday services both be a pair of trains?

The only new paths needed for the service, would be.

  • Two between Edinburgh and Glasgow.
  • One Southbound between Glasgow and London King’s Cross at the end of the day.

Otherwise the main timetable is as it is now.

How Long Will London King’s Cross and Glasgow Take?

Consider.

  • The fastest Lumo trains take around 4 hours and 23 minutes between London and Edinburgh.
  • The fastest ScotRail trains take around 50 minutes between Edinburgh and Glasgow Queen Street stations.

I would expect a time of around 5 hours and 13 minutes is possible.

This is slower than the typical 4 hours and 31 minutes of Avanti West Coast between Euston and Glasgow Central stations, but improvements to the signalling may reduce the time that Lumo takes between London and Edinburgh.

What Time Are The Last Train From Glasgow and Edinburgh To London?

These would appear to be the last trains from Glasgow and Edinburgh to London.

  • The last Avanti West Coast train would appear to be the 18:40 from Glasgow Central, which gets in to London Euston at 23:40.
  • The Caledonian Sleeper leaves at 23:40 from Glasgow Central, which gets in to London Euston at 07:00.
  • The last LNER train for London King’s Cross, would appear to be the 19:37 from Edinburgh, which gets in to London King’s Cross at 01:14.
  • The last LNER train for Leeds, would appear to be the 21:00 from Edinburgh, which gets in to Leeds at 00:42.
  • The last LNER train for Newcastle, would appear to be the 22:00 from Edinburgh, which gets in to Newcastle at 01:14.
  • The Caledonian Sleeper leaves at 23:40 from Edinburgh, which gets in to London Euston at 07:00.

Note.

  1. The timetable seems to assume, that if you are spending a day in Edinburgh or Glasgow and need to return to London, you will use the Caledonian Sleeper.
  2. Unless you use the Sleeper, you can’t see an evening football match and easily go home to anywhere South of Edinburgh.
  3. One of the last trains to arrive in London King’s Cross station is the 19:58 Lumo service from Edinburgh, which arrives at 01:00 in London King’s Cross station.
  4. Surprisingly, London King’s Cross station seems to have several trains moving in and out all night.

There’s certainly a large gap in the evening, where an extra service could run between Glasgow and London King’s Cross.

I wonder how late Lumo could bring a train into King’s Cross station?

  • I came in once to King’s Cross  at about 01:30 and still got a taxi home.
  • There are also lots of 24-hour buses.
  • There is little or no car parking.

I still think Lumo will operate a train as late as Network Rail will allow them.

Could Passengers Sleep In Lumo’s Seats?

I’ve certainly managed it. But then I’ve never had a problem falling asleep.

Does The Extended Service To Glasgow Pass The Granny’s Birthday Test?

Suppose it’s your granny’s birthday and you want to go to her family party, which is in the afternoon.

You should be able to take a morning train up to Glasgow and then take the late train back afterwards.

Conclusion

Lumo have spotted a gap in the timetable and they intend to fill it.

 

 

 

July 30, 2025 Posted by | Transport/Travel | , , , , , , , , , , , | 5 Comments

Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026

The title of this post is the same as this news item from Lumo.

These three bullet points act as sub-headings.

  • Lumo has secured a new route connecting Stirling with London Euston, launching as early as Spring 2026, offering passengers five daily affordable services.
  • The announcement comes as Lumo hosted a special event at Holyrood attended by MSPs and Scotland’s MPs, spotlighting Lumo’s contribution to enhancing rail connectivity for previously underserved communities in Scotland.
  • The route will provide first-ever direct services to London for Whifflet, Greenfaulds, and Larbert, further boosting economic opportunities and travel options in Scotland.

This first paragraph adds some more details.

Lumo, the UK’s leading Open Access rail operator, today announced it has secured five Class 222 six-car trains for its forthcoming route between London Euston and Stirling, beginning as early as Spring 2026. This expansion aims to enhance travel choice and connectivity for passengers along the central belt of Scotland both to England and to Stirling, offering five daily services with the operator renowned for affordability and efficiency.

I have some thoughts.

What Is The Complete Route?

This is the complete route.

Lumo’s new route will link London Euston directly to Stirling, also calling at Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet (serving Coatbridge), Greenfaulds (serving Cumbernauld) and Larbert.

It is fully-electrified and can support 125 mph running most, if not all, of the way.

There Are No Six-Car Class 222 Trains

Consider.

  • Currently, five-car Class 222 trains seat 192 in Standard Class and 50 in First Class.
  • Currently, seven-car Class 222 trains seat 236 in Standard Class and 106 in First Class.
  • Lumo’s five-car Class 803 trains set 402 in Standard Class.
  • Lumo’s trains have no First Class.

I estimate that a six-car Class 222 train, with all Standard Class seating would accommodate not far off the 402 seats of one of Lumo’s bog-standard Class 803 trains.

Having identical numbers of passengers on the two fleets, must surely bring operational advantages.

  • A six-car Class 222 train could replace a five-car Class 803 train or vice-versa, if Lumo were short of trains.
  • Class 222 trains are able to take the Great Northern and Great Eastern Joint Line and other diversions during times of engineering works.
  • The Class 222 trains would be able to run between Euston and Rochdale.
  • The Class 222 trains might be useful for developing services on routes without electrification.

In the future, a six-car Class 222 train could be directly replaced in Lumo’s fleet by a five-car battery-electric Class 803 train.

The Class 222 Trains Are Diesel-Powered

All the noise and vibration could be a problem, but if I am right about the interchangeability of the two fleets, then this gives some advantages too.

  • Earlier delivery of Class 222 trains, than new Class 803 trains, may enable Lumo to start services between Euston and Stirling at an earlier date.
  • Earlier delivery of Class 222 trains, may allow selective withdrawal of Class 803 trains for updating.
  • A mixed fleet of diesel and electric trains may be able to run more services during engineering works, by using diversion routes without electrification.
  • Short route extensions to Dundee or Perth could be tried to assess demand.

There could be some good reasons to get the Class 222 trains into service sooner rather than later.

Will The Diesel Class 222 Trains Be Replaced By Battery-Electric Class 803 Trains?

Although London And Edinburgh By Lumo Using the Joint Line Diversion, was also about Lumo’s proposed Euston and Rochdale service, it was mainly about using battery power to use the Great Northern and Great Eastern Joint Line to avoid engineering works or wiring problems.

Both train types have the following abilities.

  • Ability to go between Stirling and Euston via the West Coast Main Line.
  • Ability to go between Rochdale and Euston via the West Coast Main Line.
  • Ability to go between Stirling and King’s Cross via the East Coast Main Line.
  • Ability to go between Edinburgh and King’s Cross via the East Coast Main Line.
  • Ability to handle the Great Northern and Great Eastern Joint Line on their own power.
  • Ability to handle diversions of up to around a hundred miles on their own power.

As Lumo’s new battery-electric Class 803 trains are delivered, Lumo’s two Anglo-Scottish routes and the one to Rochdale can go all-electric.

Can Lumo Trains Run As Pairs?

I’ve not seen or heard if Lumo have done this, but as I wrote in Ten-Car Hull Trains, I’ve seen Lumo’s sister company Hull Trains run ten-car trains.

As Wikipedia says that both Class 222 and Class 803 trains can run in multiple formations with other trains from the same class, I have to assume it is possible, providing the Fat Controller agrees to the practice.

Has Heidi Alexander Really Said Yes?

After the launch at Holyrood, in front of MSPs and Scottish MPs, it would now be difficult to say No!

But then there’s a by-election to the Scottish Parliament in Hamilton, Larkhall and Stonehouse on Thursday.

Is Lumo’s new route an easy drive from the constituency? A Scot, who has worked in the area said Yes!

Conclusion

I like FirstGroup’s plan to create a diesel fleet to introduce new services and back up their current ones, until the new battery-electric Class 803 trains are delivered.

 

 

 

June 2, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 8 Comments

An Extreme Day Out – Bradford Forster Square Station

It seems to be the fashion to go and visit somewhere far away in a day. So why not?

For my first trip in this vein, I decided on the spur of the moment to go to Bradford Forster Square station.

Why Did I Choose Bradford Forster Square Station?

There are three main reasons.

  1. A new platform has just opened at the station to handle the longest LNER trains.
  2. LNER are now running a seven trains per day (tpd) service via Leeds.
  3. I wanted to see how LNER’s walk-up ticketing performed on the route.

In addition, I wanted to see how the service performed, now that Bradford is this year’s UK City of Culture.

King’s Cross To Bradford Forster Square Station For £43.00 With A Railcard

I just missed the 11:03, so I booked the 13:03 for £43.00 with my Senior Railcard, from one of the numerous ticket machines in King’s Cross.

The train arrived on time in two hours 47 minutes for the 199.4 miles, which was an average speed of 72 mph.

In What Will Be The Fastest Times Possible Between London King’s Cross And Leeds?, I predicted this.

I wouldn’t be surprised to see with full digital signalling and a 125 mph average between London King’s Cross and Leeds.

  • 125 mph Base Time – 89 minutes.
  • Four Acceleration/Deceleration sections at 6 minutes each – 24 minutes.
  • Three Dwell Times at 2 minutes each – 6 minutes

This would mean a total time of one hour and 59 minutes.

As my Bradford service took two hours and 28 minutes between London King’s Cross And Leeds, that would mean, that a time close to two hours and fifteen minutes could be possible between London King’s Cross and Bradford Forster Square stations.

There Weren’t Many Passengers Between Leeds And Bradford Forster Square Stations

These pictures show the nearly empty train and the small numbers, who alighted at Bradford Forster Square station.

But I don’t think three in the afternoon is a time, when many passengers will need to go between Leeds and Bradford Forster Square stations.

Bradford Forster Square Station

I described that station, with its new Platform 0 in Bradford Forster Square Station – 20th May 2025, where I said the station needed these additions.

The station needs a few additions, like a proper coffee shop, a better shop, ticket machines and toilets.

But it’s not been open very long.

Bradford Forster Square Station To King’s Cross For £25.70 With A Railcard

I bought this ticket from a Yorkshire Lass in the Ticket Office.

There Weren’t Many Passengers Between Bradford Forster Square And King’s Cross Stations

Only about a dozen passengers boarded the train at Bradford Forster Square and some got out at Leeds.

In fact the train wasn’t very busy all the way to London with perhaps twenty passengers in my carriage, when we arrived in King’s Cross.

Will This Service Develop Into A Two-Hourly London King’s Cross And Leeds Or Bradford Forster Square Service With A Trans-Yorkshire Service Tacked On?

Currently, it is the following.

  • An express service between King’s Cross and Leeds with stops at Peterborough, Doncaster and Wakefield Westgate.
  • An express service between King’s Cross and Bradford Forster Square with stops at Peterborough, Doncaster, Wakefield Westgate and Leeds.
  • A local service between Doncaster and Bradford Forster Square with stops at Wakefield Westgate and Leeds.
  • Additional calls on some services are at Stevenage, Grantham, Retford and Shipley.

In addition the following would be possible.

  • Pairs of trains could split at Leeds, with one train going to Bradford Forster Square and the other train to somewhere like Harrogate, Huddersfield or Skipton.
  • Additional stops could be added between Leeds and Bradford Forster Square without slowing services between Leeds and King’s Cross.

But then where does this fit with LNER buying ten CAF tri-mode trains?

Surely they would get better flexibility, if they’d bought more Azumas, which could run on the electrification all the way to Bradford Forster Square, Huddersfield and Skipton. If some had batteries, they could run all the way to Harrogate.

LNER’s Disabled-Unfriendly Refreshments System

I am not disabled, but I only have one fully-working hand, as the school bully broke my left humerus and I have difficulty doing certain things with my left hand, due to the quality of the care I received in Highlands Hospital in Winchmore Hill.

Having a left-sided stroke didn’t help either.

One of the things, I can’t do is take pictures on my mobile phone, so I always carry a proper camera. Because of the injury, I have also never read a QR code with my phone.

On LNER’s trains to get a drink, you either have to order it by reading a QR code or walking to the buffet.

As on the train going North, the buffet was closed, I went thirsty.

In future, if I have a choice of trains, I’ll choose one with a trolly service.

Are The CAF Tri-Mode Trains Part Of A Plan To Drive Open Access Operators Out Of Yorkshire?

This is possibly the only scenario that makes sense.

The ten-car tri-mode trains would be used to take over Grand Central’s services to Bradford Interchange and Sunderland, and Hull Trains services to Hull.

After Monday, LNER are now running more daily services to Bradford Forster Square, than Grand Central are to Bradford Interchange.

If like my return to London on Tuesday, you can buy a walk-up ticket on LNER, then why would you travel on Grand Central.

Conclusion

£68.70 is not a bad price for what is in effect a walk-up day return to Bradford Forster Square.

I’ve just looked how much, I would be charged for an advance ticket on Friday, using the trains I used on Tuesday.

I could get a ticket for £25.70 going North and £28.95 going South  or a total of £54.65. All are with my Senior Railcard.

But it does look to me, that LNER and the Government are trying to drive Grand Central off the Bradford route.

If I am right and Hull Trains and Lumo will be next in LNER’s sights, then what was Starmer and other Government ministers doing at the launch of orders for new trains for Grand Central, Hull Trains and Lumo?

 

 

May 22, 2025 Posted by | Food, Transport/Travel | , , , , , , , , , , , , , , , | 3 Comments

Does Innovation Get Mr. Ed Miliband Better Prices To Doncaster?

The East Coast Main Line has ticketing unlike any other in the UK.

Turn up at any LNER station to go to any station that is served by trains from that station and you will be given a choice of the best prices at the ticket machines or at the booking office.

Effectively, you are sold your choice of the cheapest Advance tickets for your journey, at the time of booking.

In the last few months, I have taken three trips from London to Doncaster. All were priced between £20 and £25, with one trip on each of Grand Central, Hull Trains and LNER.

Some might argue it is because of the three Open Access operators on the route, that good value is available. But I would argue that it is down to the fact that because of the Open Access operators there is more seats on the route.

This ticketing model should be adopted on the West Coast Main Line and the Midland Main Line.

The ticketing has certainly modified my behaviour.

If I want to go to Sheffield, I go to Doncaster, as it’s a lot cheaper, then get a local train between Doncaster and Sheffield.

Ed Miliband Is A Doncaster MP

When he is going between his Doncaster North constituency and London, does he use last minute ticketing?

April 15, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , | 1 Comment

FirstGroup Makes Last-Minute Open Access Plea

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

The article is definitely worth a full read.

A little bit of competition never hurt anybody, unless they weren’t very good.

I have already decided to give Great Socialist Railways a miss, unless I have a desperate need.

April 15, 2025 Posted by | Transport/Travel | , , , , | Leave a comment

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