Grand Central To Submit Application For Direct Services Between Lincolnshire And London
The title of this post, is the same as that of this news item from Grand Central.
These three bullet points act as sub-headings.
- Grand Central has today launched an application process for direct services between Cleethorpes, Grimsby, Habrough, Scunthorpe and London – plans to bring significant benefits to underserved areas.
- The application will be welcomed by communities, businesses, and organisations, who have been actively campaigning for the introduction of direct rail links to London.
- If approved, the new services could unlock £30.1 million annually for the region.
These three paragraphs add more details.
Grand Central has today notified Network Rail of its plans to operate new direct services between Lincolnshire and London that, if approved by the rail regulator (the ORR), will bring significant benefits to underserved areas across Lincolnshire and the wider region.
Under the proposals, direct services to London will be provided from Cleethorpes, Grimsby, Habrough, and Scunthorpe, with Grand Central planning to operate the services from as early as December 2026.
The plan makes best use of capacity on the rail network by running trains from the proposed new stops before connecting into existing Grand Central services at Doncaster.
The service seems very similar to the proposed King’s Cross and Cleethorpes service described in the this section of the Grand Central Wikipedia entry, where this is said.
In December 2017, Grand Central announced plans to bid for a service from London King’s Cross to Cleethorpes in early 2018 for a date in 2020. It would involve the existing Bradford Interchange service extended to ten coaches from London to Doncaster then dividing with five coaches going to Cleethorpes via Scunthorpe, Barnetby, Habrough and Grimsby. The other five coaches would be the existing service to Bradford Interchange. This proposal would require permission for a split of trains as it has not been used on the East Coast Main Line before. In February 2018, Grand Central announced plans for an additional call at Crow The company planned to operate four trains per day from 2020. However, in July 2018, the Office of Rail and Road announced new access charges which would affect the business case for the new service, leading to Grand Central announcing that it would delay bidding until 2019.
Note.
- It appears that the service is not calling at Crow.
- By splitting and joining at Doncaster, Grand Central will be getting more coaches and passengers, up and down a single path between King’s Cross and Doncaster stations.
- Grand Central run four trains per day (tpd) between King’s Cross and Bradford Interchange, so as four tpd will be running between King’s Cross and Doncaster stations, it appears Grand Central will be running a full service.
It appears that open access applications come to those who wait eight years.
I have some further thoughts.
What Class Of Trains Do Grand Central Currently Use?
According to Real Time Trains on Friday the 21st of March 2025, two Class 180 trains and two Class 221 trains each ran a service between King’s Cross and Bradford Interchange stations.
Both type of train appear to be able to run as a pair of trains.
As Bradford is the UK City of Culture in 2025, that could prove useful.
What Trains Will Grand Central Use For The New Service?
It would appear that either type of train type could run the service,
So it would probably come down to factors like reliability, comfort and what is available.
I Was Mildly Surprised When I Saw This Application Had Gone In
But, circumstances change.
- Grand Central now run two Class 221 trains, in addition to the Class 180 trains.
- There are more Class 221 trains in store, if needed.
- The UK has had several changes of government since the original application in 2017 and track-access charges may have been reduced.
- Cleethorpes station has been refurbished.
Cleethorpes Station – 28th June 2023 shows the station in 2023.
But a new problem has arisen. The new Transport Secretary doesn’t seem keen on open access services, from some of the things she’s said.
Perhaps, she has had a change of heart or as she looks to be a good doer, someone has bought her a decent meal of fish and chips in Cleethorpes? My meal in the town is described in Lunch On The Pier In Cleethorpes.
But would Grand Central put in an application, if they knew they were wasting their money?
Or could this be an application funded by all the open access operators to get a definitive view on the government’s policy?
Could The Cleethorpes Service Be Run By Battery-Electric Trains?
Consider.
- Doncaster and Cleethorpes are 52.1 miles apart.
- Surprisingly Doncaster and Bradford Interchange are 52.1 miles apart.
- King’s Cross and Doncaster are 155.9 miles apart and fully-electrified.
- A battery that had enough capacity to do the return trips from Doncaster to either Cleethorpes or Bradford Interchange, would be easily recharged on the way to and from London.
With careful calculation of the battery size and good capacity management, I also suspect a battery-electric train could be able to take the GNGE Diversion via Lincoln.
Could The Cleethorpes Service Be Run By Hydrogen-Electric Trains?
Consider the daily services will be made up of these runs.
- Eight runs between London and Bradford Interchange each consisting of 155.9 miles on wires and 52.1 miles on hydrogen.
- Eight runs between London and Cleethorpes each consisting of 155.9 miles on wires and 52.1 miles on hydrogen.
Which means there are 833.6 miles per day run on hydrogen.
If there are four trains running the service as now, that is 208.4 miles per train per day on hydrogen.
A hydrogen-powered train with this daily range is very much a possibility.
The German Dimension To Grand Central Trains
Consider.
- Grand Central are owned by Arriva.
- Arriva are owned by Deutche Bahn.
- Siemens have a train factory at Goole close to Doncaster.
- Siemens have built quite a few electric multiple units for various UK railways.
- Siemens have designs for battery-electric and hydrogen-electric multiple units, that would be suitable for Grand Central Trains.
- Jürgen Maier was senior in Siemens UK, when the train factory at Goole was built and is now chair of Great British Energy.
I believe that Siemens at Goole could build trains, that would do nicely for Grand Central Trains.
- It would surely be handy for Grand Central Trains to have their fleet stabled in easy reach of the factory.
- In addition, hydrogen will soon be readily-available in the Doncaster area.
Grand Central trains could do a lot worse than buy trains built or assembled at Siemen’s factory at Goole.
The Incredible £7m Hydrogen Train To Be introduced In ‘Fastest Growing’ Country
The title of this post, is the same as that of this article in the Express.
This is the sub-heading.
Each hydrogen train is priced at £7 million and can run up to 621 miles (1,000km) on a single tank, reaching speeds of 87mph (140 km/h).
These two paragraphs add more details.
India is the fastest-growing economy among G20 nations and is set to launch its first hydrogen-powered train this December.
The groundbreaking train will debut on the Jind-Sonipat route in Haryana and will mark a massive step toward eco-friendly rail travel.
If you look at the article, there is an impressive looking picture, but it may be a visualisation.
This page on etnow.in has an interesting paragraph.
- In this context, the launch of Hydrogen trains deserves special mention. The national transporter has envisaged running 35 Hydrogen trains under “Hydrogen for Heritage” on various heritage and hill routes.
Does that mean that Indian Railways are using hydrogen-powered trains to avoid spoiling the scenery with overhead wires?
Hydrogen-powered trains in India could be a story to watch.
Stadler Presents A World First In Berlin
The title of this post, is the same as that of this press release from Stadler.
These are the first two paragraphs.
With the RS ZERO, the rail vehicle manufacturer is presenting the successor to the successful Regio-Shuttle RS1 model. There is a choice of two modern and environmentally friendly drive technologies: Hydrogen and battery. Both will enable CO2 emission-free operation of secondary lines in the future.
Stadler today unveiled the prototype of the new RS ZERO, the innovative successor to the successful RS1 Regio-Shuttle. The Regio-Shuttle has been one of the most popular vehicles in German regional rail transport for 28 years, with around 500 RS1 vehicles currently in operation in Germany and the Czech Republic. Stadler is building on this proven technology and integrating state-of-the-art, environmentally friendly drive systems. The RS ZERO is optionally available with a hydrogen and/or battery drive and thus not only sets new standards for environmentally friendly rail transport, but also presents a world first.
These pictures from Chemnitz Trams And The Chemnitz Model, show the Regio-Shuttle RS1.
Note.
- The Regio-Shuttles can run as up to seven car trains.
- These Regio-Shuttles are electro-diesel.
- The distinctive diagonal windows.
- They can carry 170 passengers at 75 mph.
- They can run as train-trams using the Chemnitz model on compatible tram networks.
The Regio-Shuttle Wikipedia entry gives more details.
This image from the press release shows the prototype RS ZERO.
It looks very similar to my pictures from Chemnitz.
I have a few thoughts.
Comparison To A Class 150 Train
A Class 150 train can carry up to 149 seated passengers at 75 mph, which is similar to the RS ZERO.
As Stadler have built trains for Greater Anglia, Merseyrail and the Glasgow Subway, I believe that Stadler could build an RS ZERO, that would fit the UK loading gauge.
In What Train Is This?, I show the standard of interior, that can be achieved by refurbishing a Class 150 train, but unlike the RS ZERO, the train won’t be zero-carbon.
Does The RS ZERO Have A Toilet?
This is a paragraph from the press release.
The prototype of the RS ZERO presented today in Berlin is a one-car vehicle with hydrogen drive. Stadler is demonstrating the numerous design options with a multi-purpose area equipped for carrying bicycles, pushchairs and bulky luggage, lounge and comfort zones, standard and privacy seats, a wheelchair space, WC and a train office.
The train appears to be able to have what an operator might need.
What Will Be The Range Of An RS ZERO On Hydrogen?
I suspect, Stadler will provide a train, that will handle the route.
Conclusion
This could be a very handy train to decarbonise branch and secondary lines in the UK.
Audacious’ Contract To Revive Nancy – Contrexéville Route
The title of this post, is the same as that of this article on Railway Gazette.
These first two paragraphs give more details of the project.
The 89 km route from Nancy to Contrexéville, much of which has been closed to passenger and freight traffic since 2016, is to reopen in December 2027. This follows the award by the Grand Est regional council on May 24 of a contract to a private-sector consortium formed of Transdev SA, NGE Concessions and Caisse des Dépôts et Consignations.
The ‘audacious’ 22-year concession deal is worth €721m and covers both rehabilitation of the line at a cost of €150m plus management of the infrastructure and operations. Following detailed studies, work on the ground is expected to start in April 2025.
This OpenRailwayMap shows the route.
Note.
- Nancy is at the top of the map in the middle.
- Contrexéville is in the South-West corner of the map.
- Vuttel is shown by the blue arrow.
- The distance between Nancy and Contrexéville is 89 kilometres.
- It appears to be a double-track railway.
As the picture in the Railway Gazette article shows, the route needs to be refurbished.
These are my thoughts.
The Route Will Be Operated By An Augmented Form Of Open Access
- An augmented form of open access will seem to be used to run services.
- The infrastructure will be donated to the regional government.
- Upwards of a dozen round trips per day will be run.
Nothing is said about the traction to be used!
Modernised, it could be an interesting route for tourism.
Will It Provide A New Route Between Metz and Dijon?
Consider.
Metz with TGV connections, is not far to the North of Nancy.
Dijon with TGV connections, is not far to the South of Contrexéville.
These connections could be invaluable for tourism and development of the area.
This map shows the South-Western section of the route between Contrexéville and Vittel.
Note.
- Vittel is marked by the blue arrow in the North-East corner of the map.
- Contrexéville is in the South-West corner of the map.
- In the middle of the map are sidings, which are marked Nestlé Waters.
- There appear to be sidings at Contrexéville and Vittel
In From 2025, Nestlé Waters France Will Use The First Hydrogen-Powered Freight Train Through An Innovative Solution Developed by Alstom and ENGIE, I talk about how Nestlé will move water from the Vosges, using hydrogen-hybrid locomotives pulling freight trains.
This is a visualisation of the train.
This is said in the original Alstom press release.
From 2025, this freight train powered by electricity from the rail network and from hydrogen in non-electrified sectors will aim to progressively ensure the transport of VITTEL® natural mineral water between the factory located in the Vosges and its various distribution centers in France (i.e Vittel/Arles 600 kms and Vittel/Montreuil-Bellay 760 kms). The dual-mode solution will be composed by a generator wagon incorporating a high-power fuel cell system powered by renewable hydrogen and a line-electric locomotive, all connected by an electrical power cable. The generating wagon will be able to supply the locomotive with electricity in the without the need for any catenary.
It does appear, that within a year or to, freight trains from between Contrexéville and Vittel will be hauled by hydrogen-hybrid locomotives.
- Trains to and from Montreuil-Bellay could go via Nancy or Contrexéville.
- Trains to and from Arles could go via Contrexéville.
I suspect at present all trains have to go via Contrexéville.
If the Nancy and Contrexéville route were to be rebuilt and could take the water trains, this would open up routes to the Channel Ports and Belgium, Luxembourg, Northern France, Northern Germany and The Netherlands.
- Hydrogen trains would certainly advertise the zero-carbon nature of the transport.
- It has to be remembered that a couple of years ago, Highland Spring opened a rail distribution facility in Scotland, with the aim of moving 40 % of their water by rail.
I wonder if Nestlé are building a zero-carbon rail network for the delivery of their bottled waters.
What Traction Would Be Used For Passenger Trains?
Consider.
- The distance between Nancy and Contrexéville is 89 km or 55 miles.
- This distance, is within the range for battery-electric and hydrogen-powered trains.
- There is reason to believe that Nestlé’s water trains will be hydrogen-powered.
I suspect either battery-electric and hydrogen-powered trains could be used.
Are Scotrail Going To Replace The Inter7City Trains With Hydrogen-Powered Trains?
This article in The Times is entitled The Caley Is Ready To Roll With New Venture Building Trains.
I feel that this is one of the most significant paragraphs in the article.
ScotRail has indicated that it wants to replace nearly two thirds of its fleet with new, low-carbon rolling stock between 2027 and 2035, comprising about 675 carriages in total, with an initial core order of 64 four and five-car units. A spokesman confirmed: “We are working on a business case that will go to the Scottish government for the procurement of a new suburban train fleet.”
The current Scotrail fleet includes.
- 25 Inter7City trains which comprise 52 Class 43 power cars and 120 Mark 3 carriages – Diesel – 120 cars – 1975
- 5 Class 153 trains – Diesel – 5 cars – 1987
- 42 Class 156 trains – Diesel – 84 cars – 1987
- 40 Class 158 trains – Diesel – 80 cars – 1987
- 30 Class 170 trains – Diesel – 90 cars – 1998
- 21 Class 318 trains – Electric – 63 cars – 1985
- 34 Class 320 trains – Electric – 66 cars – 1990
- 40 Class 334 trains – Electric – 120 cars – 1999
- 38 Class 380 trains – Electric – 140 cars – 2009
- 70 Class 385 trains – Electric – 234 cars – 2015
Note the last three fields are the traction type, total number of cars and the build year of the first train.
I will split these trains into four groups.
- Inter7City – Diesel – 25 trains – 120 cars
- BR Diesel – Diesel – 117 trains – 259 cars
- BR Electric – Electric – 55 trains – 129 cars
- Modern Electric – Electric – 148 trains – 494 cars
Note.
- This is a grand total of 345 trains and 1002 cars.
- Ignoring the modern electric trains and the total is 197 trains and 508 cars.
- The total for diesel trains is 142 trains and 359 cars.
- As Great Western Railway have withdrawn their similar GWR Castles, there must be reasons for Scotrail to do the same.
I will now look at replacement strategies, based on this statement from Scotrail.
ScotRail has indicated that it wants to replace nearly two thirds of its fleet with new, low-carbon rolling stock between 2027 and 2035, comprising about 675 carriages in total, with an initial core order of 64 four and five-car units.
I would expect 675 carriages would be about 232 trains, if the current average train length of just under three cars is carried over.
The Effect Of 675 New Carriages
Assuming that no modern electric trains were replaced, this would create a fleet size of at least 1169 carriages.
This would be a sixteen percent increase in carriages, which would be welcome news for some rail users.
The Initial Core Order Of 64 Four And Five-Car Units
All we know of this order, is the number of trains and that they will be new and low-carbon, according to indications from Scotrail.
Low-carbon would mean one of these traction options.
- Electric trains with full electrification.
- Battery-electric trains with partial-electrification.
- Hydrogen-powered trains.
Note.
- The heritage Taliban would object violently to full electrification of some historic routes.
- UNESCO would probably remove the World Heritable Site status to the Forth Bridge if it were to be electrified.
- Scotland is developing a hydrogen infrastructure.
- Hydrogen-powered trains have long ranges in the order of a thousand kilometres.
- Hydrogen-powered trains are essentially electric trains with a hydrogen fuel-cell to provide electricity as needed.
- Hydrogen-powered trains would need very little new infrastructure, except for a network of refuelling points across Scotland.
- Well-designed battery-electric and hydrogen-electric trains, should be very quiet and comfortable for passengers.
As an engineer, I would choose hydrogen-power for the initial core order.
Where would the initial core order be deployed?
Twenty-five would be used to replace the carbon-emitting elderly Inter7City trains.
These routes could probably handle the other forty.
- Aberdeen and Inverness
- Edinburgh/Glasgow and Aberdeen.
- Edinburgh/Glasgow and Inverness.
- Glasgow and South Western Line
- West Highland Line.
Note.
- A lot of diesel trains would be retired.
- Trains could be designed, for tourists with proper cycle spaces.
- The West Highland Line would get the five-car trains it needs.
This would be a good start.
Conclusion
It looks to me, that the Inter7City trains will be going and will be replaced by new trains.
But will Scotland take the great leap forward and power the new trains by Scottish hydrogen?
Hydrogen And Electric Propulsion Compared
Stadler have given us an interesting way of comparing the range and other properties of hydrogen-powered and battery-electric trains, as their Flirt H2 and Akku trains have both set Guinness World Records for distance travelled.
The Hydrogen-Powered Flirt-H2
In Stadler’s FLIRT H2 Sets World Record For Hydrogen Powered Train, I write about how a Stadler Flirt-H2 had set a record of 2803 kilometres, without refilling.
This page on the Stadler web site gives details of the Flirt-H2.
- Hydrogen Range – 460 km.
- Operating Speed – 127 kph
- Refuelling Time – < 30 minutes
- Seats – 116
This graphic clipped from the Stadler web site shows the Flirt-H2.
Like Greater Anglia’s Class 755 train, it has a PowerPack in the middle, which contains a fuel cell and the hydrogen tank, instead of the Class 755 train’s diesel engines.
The Battery-Electric Akku
In Flirt Akku And Class 755 Train Compared, I compare a Flirt Akku and Greater Anglia’s Class 755 train, after the battery-electric Akku had set a record of 224 kilometres, with recharging.
This page on the Stadler web site gives details of the Flirt Akku.
- Battery Range – 150 km
- Operating Speed – 160 kph
- Chrging Time – 15 minutes
- Seats – 120-180
This graphic clipped from the Stadler web site shows the Flirt Akku.
At a quick glance, the trains seem to be fairly similar, with the exception of the PowerPack.
- Both have regenerative braking.
- Both have the battery and the power converter on the roof.
- I would expect that the Flirt-H2 could be fitted with a pantograph and a transformer.
- Both trains have two passenger carriages.
I also suspect, both trains can be lengthened by adding extra coaches.
These are my thoughts.
Thoughts On The PowerPack In A Flirt-H2
This picture shows the PowerPark car of a Class 755 train.
Note.
- These PowerPacks have slots for up to four 480 Kw diesel engines.
- PowerPacks on a Class 788/4 train with four diesel engines weighs 27.9 tonnes.
- PowerPacks on a Class 788/3 train has two diesel engines.
- In the UK, trains with PowerPacks have up to four passenger cars.
- The PowerPack has a walkway from one end of the car to the other.
As customers, might like to replace their diesel PowerPacks, with something that was zero-carbon, I would expect, that the hydrogen PowerPack would have the following properties.
- Hydrogen and diesel PowerPacks would be interchangeable.
- The hydrogen PowerPack would come in two handy sizes of hydrogen fuel cell; 0ne and two MW.
- The weight of both hydrogen and diesel PowerPacks would be similar, as if power and weight were similar, then this could help certification.
- The Flirt-H2 for California, which would only have two passenger cars, would have the smaller hydrogen fuel cell.
I would expect that a conservative designer would use any spare space for hydrogen storage.
- Perhaps, there would be one tank either side of the walkway.
- The quoted range of 450 kilometres for the Flirt-H2 is just under 300 miles, so it would probably cover most regional round trips in Europe without refuelling.
- On many routes refuelling would only need to be done once-per-day.
- Refuelling can be some distance from operation.
- Large tanks would explain the thirty minutes refuelling time.
Obviously, large tanks have the collateral benefit of setting distance records.
The Kinetic Energy Of A Flirt-H2 Train
In My First Rides In A Class 755 Train, I calculated the kinetic energy of a Class 755/4 train.
I said this.
I will use my standard calculation.
The basic train weight is 114.3 tonnes.
If each of the 229 passengers weighs 90 kg with Baggage, bikes and buggies, this gives a passenger weight of 20.34 tonnes.
This gives a total weight of 134.64 tonnes.
Using Omni’s Kinetic Energy Calculator gives these figures for the Kinetic energy.
- 60 mph – 13.5 kWh
- 100 mph – 37.4 kWh
- 125 mph – 58.4 kWh
If we are talking about the Greater Anglia Class 755 train, which will be limited to 100 mph, this leads me to believe, that by replacing one diesel engine with a plug compatible battery of sufficient size, the following is possible.
- On all routes, regenerative braking will be available under both diesel and electric power.
- Some shorter routes could be run on battery power, with charging using existing electrification.
- Depot and other short movements could be performed under battery power.
The South Wales Metro has already ordered tri-mode Flirts, that look like Class 755 trains.
The calculation for a Flirt-H2 train is as follows.
Train Weight – 82.3 tonnes
Passenger Weight – 10.4 tonnes
Total Weight – 92.7 tonnes
This gives these kinetic energies
- 60 mph – 9.3 kWh
- 79 mph – 16.0 kWh
- 100 mph – 25.7 kWh
It looks like the 79 mph; Flirt-H2 would only need a 16 KWh battery.
It seems when a battery is not for traction and only handles the regenerative braking, it can be surprisingly small.
Mathematical Advantages Of Hydrogen
I do wonder that on balance, there may be mathematical advantages to hydrogen; long range, less frequent refuelling and small batteries.
But as I indicated in Zillertalbahn Hydrogen Plan Dropped In Favour Of Battery Traction, the decision doesn’t always go hydrogen’s way!
Conclusion
I feel Stadler have the right approach of a modular concept that incorporates both hydrogen-powered and battery-electric trains.
I also think, if you have a route, you want to decarbonise, Stadler have the train for you.
State-of-the-Art Bradford Hydrogen Production Facility Approved
The title of this post, is the same as that of this press release from Renewable Connections.
These two paragraphs outline the project.
Bradford Hydrogen Production Facility, a partnership project between Hygen and N-GEN, developed by Renewable Connections, has received consent from Bradford Council. It is anticipated once built, the groundbreaking hydrogen production facility will produce enough hydrogen to remove up to 800 diesel-fuelled buses a day from West Yorkshire roads.
The facility on the old Birkshall gas storage site on Bowling Back Lane in Bradford will produce low carbon hydrogen which can be used to decarbonise vehicles and industry. Businesses and other users in West Yorkshire will be able to use the refuelling facilities on site, with distribution experts Ryze delivering hydrogen to industrial users across the region.
This Google Map shows the area of Bowling Back Lane.
Note.
- The railway running East-West across the middle of the map.
- The red arrow indicates St. James Wholesale Market, which will be the site of the new station.
- Bowling Bank Lane runs East across the nap from the roundabout to the South of the market.
- There appear to be three gas storage tanks to the North of Bowling Back Lane, towards the East of the map.
I suspect that the electrolyser will be built to the West of the current gas storage tanks.
I have a few thoughts.
It Could Be A Large Site
This Google Map shows an enlargement of the area, between Birkshall Lane and the gas storage tanks.
Note.
- Birkshall Lane runs across the South-West corner of the map.
- Several of the businesses in the area seem to concern recycling.
- The site would appear to stretch from the railway in the North to the gas storage tanks in the East and Birkshall Lane in the West.
I can envisage the space around the electrolyser being developed into a business park for businesses that need hydrogen.
Could There Be A Refuelling Facility For Hydrogen Trains?
I believe that in the next ten years, that many freight trains will be hauled by hydrogen-hybrid locomotives.
As the railway through Bradford used to incorporate a third track, I believe that there could be space for a simple facility to fill up hydrogen-powered locomotives.
Are The Gas Tanks Still Used?
The reason I ask this question, is that if they are and still supply Bradford with natural gas, excess hydrogen could be blended up to a low percentage with natural gas to supply Bradford gas users.
It would certainly be a useful capability.
Conclusion
The electrolyser appears to be well-positioned.
Stadler’s FLIRT H2 Sets World Record For Hydrogen Powered Train
The title of this post, is the same as that of this article on Rail Technology Magazine.
These three paragraphs introduce the article.
Stadler’s FLIRT H2 has set the Guinness World Record for the longest distance achieved by a hydrogen-powered passenger train without refuelling or recharging.
The record attempt began on the evening of 20th March 2024 at the ENSCO test centre in Pueblo, Colorado, and concluded 46 hours later, with the train completing 2803 kilometres on a single tank filling.
A team of engineers from Stadler and ENSCO drove the vehicle in shifts during the attempt.
The journey is about the same distance as the crow flies between Edinburgh and Athens.
Stadler have also published this video.
The train appears to be a a Flirt, like Greater Anglia’s Class 755 trains or Transport for Wales’s Class 231 trains, with a power unit in the middle.
Note.
- The picture shows a Class 231 train at Cardiff Queen Street station.
- A Greater Anglia driver told me, these trains are 125 mph trains.
- The Flirt H2 has only two passenger cars, but UK Flirts are have three or four cars.
Perhaps we should buy a few of these trains for long routes like Liverpool and Norwich or Cardiff and Holyhead!
They would surely be ideal for CrossCountry
Is Alstom’s Proposal For A Service Between London Euston And Wrexham Part Of A Cunning Plan?
Alstom have built and introduced into service between Buxtehude and Cuxhaven in Germany, the Coradia iLint hydrogen-powered train. The prototype has performed demonstrations in Austria, Canada, The Netherlands and Saudi Arabia.
This picture shows a Coradia iLint in Germany.
In the UK, Alstom had a plan to convert redundant Class 321 trains into a fleet of hydrogen-powered trains called Breeze, which I wrote about in Hydrogen Trains Ready To Steam Ahead, in January 2019.
This visualisation is from Alstom.
I suspect it didn’t appeal to train companies, as no orders appear to have been received.
But you can’t criticise Alstom for not trying, as in November 2021, they signed an agreement with Eversholt Rail Group to develop a hydrogen-powered Aventra, which I wrote about in Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet.
This visualisation is from Alstom.
Visually, it looks just like any other Aventra and much better than the previous Breeze design.
In March 2018, I wrote Bombardier Bi-Mode Aventra To Feature Battery Power, which was based on this article in Rail Magazine.
These are a few points from the article.
- Development has already started.
- Battery power could be used for Last-Mile applications.
- The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
- The trains will be built at Derby.
- Bombardier’s spokesman said that the ambience will be better, than other bi-modes.
- Export of trains is a possibility.
- Bombardier’s spokesman also said, that they have offered the train to three new franchises. East Midlands, West Coast Partnership and CrossCountry.
Have Alstom looked at what they bought from Bombardier and decided the following train is possible, if they add some of their technology?
- A train the size needed by the customer, up to a length of at least ten cars.
- 125 mph under 25 KVAC overhead electrification.
- 100 mph with 750 VDC third rail electrification.
- Running on hydrogen away from electrification.
- 100 mph maximum speed running on hydrogen.
- A range of perhaps 500 miles, if it can emulate the hydrogen-powered Coradia iLint.
A train with this specification would have several applications in the UK.
- Fully-electric routes.
- Electric routes with perhaps a hundred miles of unelectrified track.
- Scenic routes, where the Nimbies wouldn’t like electrification.
These points should also be born in mind.
- There are now 110 mph Aventras in service with West Midland Trains on the West Coast Main Line.
- I recently came back from Cardiff to London in a twelve-car Class 387 train and there wasn’t too many unhappy passengers. It was certainly better than a rail replacement bus. I wrote about the trip in Cardiff To Reading In A Class 387 Train.
- Alstom believe you can certainly fit their hydrogen gubbins in an Aventra.
- The hydrogen gubbins appear to be from Cummins, who have a worldwide support network.
- Cummins can also supply complete hydrogen support systems. A truck can refuel the train, at one end of the route?
- Alstom have been doing the market research with the hydrogen-powered Coradia iLint, so I suppose they know what the market needs.
Could Alstom, with help from Cummins, have a zero-carbon 200 kph train and support systems, which has a hydrogen range of up to a thousand kms for export markets like the United States, Africa, Australia, India and South America?
Two big world-leading companies are surely better than one!
But Alstom has one big problem!
How do you fully test a 125 mph hydrogen-powered train?
- I know with aircraft, if you change the engine type on an existing aircraft, you only have to certify the engine and this is done on a Supplementary Type Certificate.
- Is it the same with trains, so a 110 mph Class 730 train, which is in service with West Midlands Trains, could be the basis of certifying a hydrogen-powered Aventra?
- The Coradia iLint was only a change from diesel to a hybrid hydrogen-electric engine, so was it certified this way?
- With the Coradia iLint, it seemed to go into service quite quickly, so did it do much of the testing in service?
I looks to me, that London Euston and Wrexham is an ideal route for a hydrogen bi-mode 125 mph train.
- The route has electrified sections, some of which have high operating speeds.
- The route has a convenient hydrogen supply from INEOS at Runcorn at the Northern end.
- Change between hydrogen and electric power would always take place in a station.
- A round trip needs less than 200 miles of running on hydrogen.
- South of Nuneaton, no hydrogen is used, so the train will be like a Class 730 train, that already uses the route.
- There are depots that can service Aventras on the route.
It is certainly a possibility, that the London Euston and Wrexham service will be used to test and showcase Alstom’s new Hydrogen Aventra.
Alstom Plans To Operate Its Own Passenger Train Service In The UK For The First Time
The title of this post, is the same as that of this press release from Alstom.
These two bullet points, act as sub-headings.
- Alstom is partnering with SLC Rail to form a new open access rail operation between North Wales, Shropshire, the Midlands and London
- Formal application now being submitted to the Office of Rail and Road (ORR) with passenger service sought from 2025
These are the first three paragraphs.
Alstom, global leader in smart and sustainable mobility, plans to operate a new passenger rail service across England and Wales. Working in partnership with consultancy SLC Rail, the open access operation will be known as Wrexham, Shropshire and Midlands Railway (WSMR).
As the country’s foremost supplier of new trains and train services, and a leading signalling and infrastructure provider, Alstom will operate its own rail service in the UK for the first time.
WSMR is seeking to introduce direct connectivity to and from North Wales, Shropshire, the Midlands and London that doesn’t exist today, linking growing communities and businesses, and making rail travel more convenient, enjoyable and affordable.
I can’t remember a service proposal being put forward by a train manufacturer since the privatisation of UK’s railways in the 1990s.
This is some more information and my thoughts.
The Route
This paragraph from the press release, describes the route.
The proposal envisages a service of five trains per day in each direction Monday to Saturday, with four travelling both ways on Sundays. Trains will stop at Gobowen, Shrewsbury, Telford Central, Wolverhampton, Darlaston, Walsall, Coleshill Parkway, Nuneaton and Milton Keynes on their journey between Wrexham General and London Euston.
Note.
- The proposed call at the new Darlaston station.
- The route is electrified between Euston and Nuneaton and Walsall and Wolverhampton.
- Much of the route North of Nuneaton is on tracks with a maximum speed of 70-80 mph.
The route is in these sections.
- Euston and Nuneaton – 96.7 miles – electrified
- Nuneaton and Walsall – 26.7 miles
- Walsall and Wolverhampton – 6.7 miles – electrified
- Wolverhampton and Shrewsbury – 29.7 miles
- Shrewsbury and Wrexham General – 30.3 miles
That is a total of 190.1 miles or 380.2 miles round trip.
I suspect that the service will need bi-mode trains.
Should The Service Call At Wellington?
This article on the BBC is entitled Rail Company Urged Not To Forget Wellington.
This is the sub-heading.
A rail company which is bidding to bring back a direct service between Shropshire and London has been urged not to forget a town.
These are the first three paragraphs.
Wrexham, Shropshire and Midlands Railway said it was preparing to apply to the government to run the service.
Trains would stop at Gobowen, Shrewsbury, Telford, Wolverhampton, Walsall, Coleshill and Nuneaton.
But Telford and Wrekin Council said the omission of Wellington as a stop was “short-sighted”.
Although Wellington is smaller than than Shrewsbury and Telford, it looks like a bit of analysis would provide a solution, that would be acceptable for all parties.
The Trains
In the press release, this phrase is used.
positive impact to both communities and the environment.
I can’t see any more electrification being erected on the route, so the trains will need to be bi-mode.
- Bi-mode diesel trains won’t have a positive impact on the environment.
- As the route between Wolverhampton and Wrexham General is not electrified, a battery-electric train would need a range of at least 60 miles or 120 miles for the round trip, if there were no charging at Wrexham General.
- But Alston are developing a Hydrogen Aventra, which I wrote about in Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet.
So could Alstom be using this route to trial and showcase their new Hydrogen Aventra?
I believe that the route will be very suitable for a hydrogen train.
- Changeover between electric and hydrogen power can always take place in a station.
- All hydrogen refuelling could be performed at one end of the route.
- A large proportion of the UK’s green hydrogen is produced by INEOS at Runcorn, which is less than fifty miles from Wrexham. A refuelling tanker could supply the train, as they do on some hydrogen routes in Germany.
- London has only small amounts of hydrogen infrastructure.
I suspect that refuelling will be done at the Wrexham end of the route.
This Alstom visualisation shows the train.
But it is only a three-car train.
- That is not a problem, as Aventras can be lengthened as required to the length required for the number of passengers.
- Some Aventras, like the Class 701 trains for South Western Railway, have even been ordered as ten-car trains.
- Two three-car trains may also be the ideal capacity, running as a six-car train.
So capacity will not be a problem.
If it is assumed that Alstom’s trains for the WSMR route, can use the overhead wires, where they exist, each trip between Wrexham General and London will require a total of 86.7 miles or 140 kilometres of running on hydrogen.
- A round trip will therefor require 280 kilometres of running on hydrogen.
- But between London Euston and Nuneaton, it will just be another electric train.
- I suspect that like the similar Class 730 train, it will be capable of 110 mph on the West Coast Main Line.
- Alstom’s Coradia iLint hydrogen train has a range of around a 500-800 kilometres on hydrogen.
- The WSMR trains will probably be 100 mph trains using hydrogen on a route, where that speed is possible.
So if a Hydrogen Aventra has a similar range to the Coradia iLint, it will be able to do two round trips before refuelling.
How Long Will The Service Take?
West Midlands Trains, who use the similar Class 730 trains take one hour and eleven minutes between London Euston and Nuneaton with a single stop at Milton Keynes Central.
As the WSMR trains will use the same route, I suspect the same time can be used.
As Nuneaton and Wrexham General are 93.4 miles apart a table can be created showing the time for the rest of the journey for different average speeds
- 50 mph – 1 hour 52 minutes – 3 hours 3 minutes.
- 60 mph – 1 hour 33 minutes – 2 hours 44 minutes.
- 70 mph – 1 hour 20 minutes – 2 hours 31 minutes.
- 80 mph – 1 hour 10 minutes – 2 hours 21 minutes.
Note.
- The first time is the Nuneaton and Wrexham General time and the second time is the overall journey time.
- Typical Avanti West Coast services via Crewe and a change at Chester, take between two-and-a-half and three hours.
I suspect, if the WSMR trains can keep the speed up through the Midlands, that two hours and 30 minutes could be possible.
Could The Hydrogen Aventra Run At 125 mph Under The Wires?
In March 2018, I wrote Bombardier Bi-Mode Aventra To Feature Battery Power, which was based on this article in Rail Magazine.
These are a few points from the article.
- Development has already started.
- Battery power could be used for Last-Mile applications.
- The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
- The trains will be built at Derby.
- Bombardier’s spokesman said that the ambience will be better, than other bi-modes.
- Export of trains is a possibility.
- Bombardier’s spokesman also said, that they have offered the train to three new franchises. East Midlands, West Coast Partnership and CrossCountry.
Have Alstom looked at what they bought from Bombardier and decided the following train is possible?
- Five-cars or what the customer needs.
- 125 mph under the wires.
- Running on hydrogen away from the wires.
- 100 mph on tracks without electrification.
Obviously, maximum speeds would depend on track limits.
Looking at 125 mph Avanti West Coast trains that have a Milton Keynes stop between London Euston and Nuneaton, they can reach Nuneaton ten minutes quicker than West Midlands Trains 110 mph Class 730 trains.
Two hours and 30 minutes between London Euston and Wrexham is looking increasingly possible.
Are we seeing an audacious proposal from Alston to sell new trains to CrossCountry and a host of other franchises?
Conclusion
London Euston and Wrexham would appear to be an excellent route for an Aventra-based hydrogen train.
- It can probably cruise at 110 mph on the West Coast Main Line between London Euston and Nuneaton.
- All switchovers between electrification and hydrogen can be performed in electrified stations.
- Hydrogen would only be used North of Nuneaton.
- The train can be refuelled at Wrexham General, with fuel supplied from INEOS at Runcorn.
- Given the typical 1000 km. range of hydrogen trains, a train can probably do three round trips without refuelling.
I can see this being a service with an excellent operational record.
The Anonymous Widower 