An Extreme Day Out – Bedlington And Northumberland Park Stations
This OpenRailwayMap shows the Northumberland Line and the Eastern part of the Newcastle Metro.
Note.
- The yellow track is the Northumberland Line.
- It terminates in the North at Ashington in the top-left corner of the map.
- Bebington station is indicated by the blue arrow.
- It terminates in the South at Newcastle station.
- The green track is the Newcastle Metro.
- There is now an interchange between the two lines at Northumberland Park station.
In the following sections, I’ll describe my trip.
King’s Cross And Newcastle Return For £66.35
I bought my two long distance tickets on a walk-up basis at King’s Cross and Newcastle stations from the machines.
- I traveled North on a Lumo service to Glasgow for £27.20.
- I did indulge myself with a tea for £2.60.
- I traveled South on an LNER service for £36.55.
- One of the reasons, I buy tickets on a walk-up basis, is that with my uncomplicated pancolonic diverticular disease, I might decide to cancel at the last minute, so it avoids the hassle of getting refunds.
Both services were within a few minutes of the timetable, although LNER had said they would be late, due to signalling problems.
My Route In Northumberland For £2.60
I bought a return ticket at Newcastle station for Ashington, which is the current terminus of the Northumberland Line.
- I actually didn’t go past Bedlington station, where I turned round and had a drink.
- As there are two trains per hour on the Northumberland Line, waits are not generally not too long.
- I only came back as far as Northumberland Park, where I swapped to the Metro for Newcastle station.
If I had had more time, I would have stopped at Seaton Delaval station to have a gluten-free dinner, which I wrote about in Seaton Delaval Station – 30th March 2025.
From Newcastle to Bedlington Station
I took these pictures going to Bedlington station.
I would have taken more pictures, but the train was rather full.
Bedlington Station And Bedlington
I took these pictures at and around Bedlington station.
Note.
- Although it is a completely rebuilt station, it has a level crossing.
- But is the signal box keeping a watchful eye over trains and the road?
- Bedlington station appears to be step-free using ramps and the level crossing.
- Just to the North of the station, the tracks split to Ashington and Morpeth.
In my forty minutes or so in Bedlington, I didn’t see a terrier.
Are Any Bedlington Terriers Still Bred At Or Near Bedlington?
I had to ask Google AI, this question and I received this reply.
Yes, Bedlington Terriers are still bred in and around their namesake town in Northumberland, UK. While they are a relatively rare breed overall, the historic North East region remains one of the primary strongholds for these distinct “lamb-like” dogs.
Northumberland Park Station
I took these pictures at Northumberland Park station.
Note.
- The Northumberland Line uses a single bi-directional platform on the North side of the station.
- The Newcastle Metro uses an island platform on the South side of the station.
- Both platforms have steps and lifts.
- There are around 400 parking spaces and a Sainsbury’s Superstore at the station.
At 78, after a stroke, I didn’t find the change between the two lines difficult. But I did use the lifts!
What Are The Future Plans For The Northumberland Line?
I couldn’t resist asking Google AI this question and I received this answer.
With the Bedlington and Northumberland Park stations fully operational, the core phase of the Northumberland Line connecting Ashington to Newcastle is complete. Future plans now focus on route extensions, additional stops, and increasing capacity to handle high passenger demand.
Key Future Plans
Extension to the Coast: The North East Combined Authority is actively funding the development of an extension to Newbiggin-by-the-Sea, utilizing existing freight tracks. Planning submissions for this expansion are targeted for 2028.
New Station Proposals: Proposals are being explored to build an additional stop serving the Wansbeck General Hospital and to replace the long-closed Choppington station.
Increased Capacity: Operator Northern Rail is in ongoing discussions with transport partners to lengthen train services (which are currently constrained to two to four coaches) to help accommodate massive patronage on the line.
Integrated Ticketing: The Northumberland County Council is exploring integrated ticketing with the Tyne and Wear Metro to allow for seamless travel between the two networks at stations like Northumberland Park.
From my observations on the line over the last few years, I would go along with Google AI’s recommendations.
These are some specific thoughts.
Extension To Newbiggin-by-the-Sea
This OpenRailwayMap shows the tracks that used to exist between Ashington and Newbiggin-by-the-Sea.
Note.
- Ashington station is in the South-West corner of the map.
- A freight line exists, which is shown in yellow, all the way to Lynemouth power station, which is a 420 MW biomass power station.
- Lynemouth powerstation was originally built to power an aluminium smelter.
- Running South-East from the Northumberland Line, is a disused railway alignment labelled NBN, which leads into Newbiggin-by-the-Sea.
This Wikipedia section describes the history of railway connection of the town.
Situated on the west side of Front Street (now the B1334), the station opened on 1 March 1872 as a terminus of the Blyth and Tyne Railway (now known as the Northumberland Line). The station had a long island platform onto which the station building faced. There were sidings on both sides of the station which handled goods traffic, controlled by a signal box. The station closed to both passengers and goods traffic on 2 November 1964. With the reopening of the Northumberland Line, Provisions have been made, especially at Ashington so that the line could be extended to Newbiggin. As of the end of 2025, there were calls to extend the railway by 1.6km (1 mile) into the centre of Newbiggin-by-the-Sea. This will require new track and is all subject to a feasibility study. A formal bid was launched in December 2025 for this.
In Formal Bid To Extend Railway Line, I wrote about the latest progress in January 2026, based on a BBC article.
The Northumberland Line Needs A Focus Other Than Commuting
Several of the stations have large car-parks, which is good for commuting, but the railway needs to serve more places for leisure and other activities.
- Seaton Delaval Hall is Grade 1 Listed and is just 10 minutes in a bus from the station with the same name.
- If the Northumberland Line is connected to Newbiggin-by-the-Sea, that could bring in those, wanting a day by the sea.
- The extended Northumberland Line would also connect to Woodhorn, which is a museum, described in this Wikipedia entry.
QTS are also developing an AI data centre at Cambois, which surely will generate commuter traffic from all over the North East.
This OpenRailwayMap shows the location of the QTS AI Data Centre.
Note.
- Ashington station is indicated by a blue arrow.
- The yellow track is the Northumberland Line, which now terminates at Ashington station.
- Bedlington station is in the South-West corner of the map.
- The trapezoidal grey box to the East of Bedlington is labelled as Site for QTS AI Data Centre.
- As the site, was that of Blyth coal-fired power station, before QTS acquired it, there is a disused railway line that connects the site to the Northumberland Line.
I suspect there are powerful economic arguments about whether or not, the Northumberland Line is extended to the QTS AI Data Centre site.
How Much Power Will QTS Cambois Data Centre Need?
I couldn’t resist asking Google AI this question and I received this answer.
The proposed QTS Cambois data centre in Northumberland is expected to require between 620MW and 720MW of critical IT power capacity, with an initial proposal capacity of up to 1.1GW.
Details on the planned power infrastructure include:
Power Capacity: The facility will support up to 720MW of critical IT capacity across ten planned buildings, though some council estimates cite an expected total power capacity of 620MW.
Backup Power: To guarantee uptime and handle power outages, the campus will rely on nearly 600 diesel-powered generators, requiring up to 58 generators per data hall.
Site Details: Located on the former Blyth Power Station site in Cambois, the £10 billion development will span 540,000 square metres.
My views on this are.
- There is the 1.4 GW North Sea Link from Blyth to Norway, that I wrote about in UK To Norway Sub-Sea Green Power Cable Operational.
- The 4.1 GW Berwick Bank wind farm is planned to send 1.8 GW to Blyth.
- To help if QTS need more power, there is the 1.4 GW Sofia wind farm.
- So 1.1 GW should be manageable, as Blyth is blessed with more power than Niagra Falls.
I also believe that Centrica and Delta have a much better backup solution, that I described in Delta And Centrica Launch Scalable Off-Grid Fuel Cell Power Solution. Hydrogen could come by pipeline or rail.
How Would The Northumberland Line Connect To Wansbeck Hospital?
This Google Map, shows the location of Wansbeck General Hospital with respect to Ashington station.
Note.
- Ashington station in the South-West corner.
- Woodhorn museum is in the North-East corner.
- Wansbeck General Hospital is indicated by a red arrow.
- The Northumberland Line runs East-West to the South of the museum and then curves round to reach the station.
Perhaps the station could go between the museum and the hospital and an innovative shuttle would connect all three locations.
How Would The Northumberland Line Connect To Choppington?
This Google Map, shows the location of Choppington, with respect to Morpeth and Bedlington stations.
Note.
- The orange track on the West side of the map is the East Coast Main Line.
- Morpeth station is in the North-West corner of the map.
- Bedlington station is in the South-East corner of the map.
The Eastern end of the Bedlington and Morpeth Line can be seen in this picture to the left of Bedlington North signal box at the Northern ends of the the platforms.
Note.
- Bedlington North signal box has a communication mast behind it.
- The track to the left of the box goes to Morpeth.
- The track to the right of the box goes to Ashington.
This OpenRailwayMap shows Choppington Road, which crosses the Bedlington and Morpeth Line at the only level crossing between Bedlington station and Hepscott junction.
Note.
- Choppington Road, which runs North-South on the map.
- The yellow tracks are the Morpeth and Bedlington Line, which runs East-West across the map.
- Where they cross, a red cross indicates a level crossing.
- The Wikipedia entry of Choppington station shows a level crossing.
As the level crossing on the map is the only one shown, this must be the location of Choppington station.
Creating More Capacity At King’s Cross Station
I took these pictures as I walked through King’s Cross station today.
Note.
- Each of the eight platforms in the main train shed, has been formally divided into a and b sections.
- In the first picture, a sign to the right of the clock, showing 0a and 0b, indicates that Platform 0 has been similarly divided.
- I would assume, that any services run by 10-car trains would use both the a and b platforms.
- Services run by 5-car trains, can use any free ‘a’ or ‘b’ platform.
It would appear to me, that 18 x 5-car platforms must be able to handle more trains than 9 x 10-car platforms.
This information screen, which is one of several, explains what has been done.
This is the message on the screen, which is only visible about once every ten minutes.
- There are now more trains to and from King’s Cross station.
- To help you find your train we’ve added new signs dividing platforms into sections ‘a’ and ‘b’ for some services.
- Please allow extra time to get to section ‘a’, as this is furthest away.
It’s not a good way to present information.
It is one of the worst examples of mushroom management, I’ve seen in a long time.
I suspect, that experienced travellers will understand it, but will the less experienced?
Will It Increase The Capacity?
I believe it is a well-known rule, that you get more bricks in a box, if they are all the same size and they are a fraction of the size of the box.
So by having five- and ten-car trains and platforms, Network Rail are minimising wasted space in the station, which is increasing the capacity.
The new digital signaling gives precise control of the trains and theoretically, would obtain the maximum number of trains in the station.
But all trains, that will use the station must follow these rules.
- Five- or ten-cars long.
- Trains must have a digital-signalling capability.
- Be able to cruise at 125 mph, so they can keep up with other trains.
Terminal stations on the East Coast Main Line, like Aberdeen, Bradford Forster Square, Edinburgh, Harrogate, Hull, Inverness, Leeds and others must also be capable of handling five- or ten-car trains.
Does The UK Need More Passenger Train Capacity Between London And Scotland?
I went from London Euston to Wigan North Western and Blackpool North stations on Wednesday.
Just after the Bank Holiday, the train to the North, which was going to Glasgow Central, seemed fairly busy, but I suspect that a few more souls could have been squeezed in.
Coming South in the early evening, there was a lot more space, but those that had gone to Scotland for the Bank Holiday weekend had probably returned.
At the moment, I am getting a lot of adverts like this, when I read The Times on-line.
It looks to me, that Avanti West Coast, are ecouraging travellers to use trains to travel to and from Glasgow.
How Many Anglo-Scottish Trains Are There?
- Avanti West Coast – 6 tpd – London Euston to Edinburgh Waverley via Birmingham New Street
- Avanti West Coast – 6 tpd – London Euston to Glasgow Central via Birmingham New Street
- Avanti West Coast – 1 tph – London Euston to Glasgow Central via Trent Valley
- CrossCountry – 1 tph – Plymouth to Edinburgh Waverley
- LNER – 2 tph – London King’s Cross to Edinburgh Waverley
- Lumo – 6 tpd – London King’s Cross to Edinburgh Waverley and Glasgow Queen Street
- Lumo – 4 tpd – London Euston to Stirling
- TransPennine Express – 1 tp2h – Manchester Airport to Glasgow Central
- TransPennine Express – 1 tp2h – Manchester Airport to Edinburgh Waverley
- TransPennine Express – 4 tpd – Liverpool Lime Street to Glasgow Central
Note.
- tpd is trains per day.
- tph is trains per hour.
- tp2h is trains per two hours.
- The two Avanti West Coast services via Birmingham New Street alternate.
- The Avanti West Coast London Euston to Glasgow Central via Trent Valley service runs 15 tpd.
- The two TransPennine Express services from Manchester Airport to Scotland alternate.
My initial estimate is that there are 5 x 15 tph +16 tpd or 91 tpd.
How Many Anglo-Scottish Trains Are There On HS2?
In the original design for HS2, this was the service pattern.
Note.
- Train 10 runs hourly between London and Scotland via Old Oak Common and Preston and splits at Carlisle with one train serving Edinburgh Waverley and the other Glasgow Central.
- Train 11 runs hourly between London and Scotland via Old Oak Common, Birmingham Interchange and Preston and splits at Carlisle with one train serving Edinburgh Waverley and the other Glasgow Central.
- Train 12 runs hourly between Birmingham Curzon Street and Scotland and serves Edinburgh Waverley and Glasgow Central alternatively.
It looks like HS2 contributes 5 tph between England and Scotland or 75 tpd.
But as HS2 is currently configured, these Anglo-Scottish trains will still run.
- CrossCountry – 1 tph – Plymouth to Edinburgh Waverley
- LNER – 2 tph – London King’s Cross to Edinburgh Waverley
- Lumo – 6 tpd – London King’s Cross to Edinburgh Waverley and Glasgow Queen Street
- Lumo – 4 tpd – London Euston to Stirling
- TransPennine Express – 1 tp2h – Manchester Airport to Glasgow Central
- TransPennine Express – 1 tp2h – Manchester Airport to Edinburgh Waverley
- TransPennine Express – 4 tpd – Liverpool Lime Street to Glasgow Central
If these trains continue to run my estimate is that there will be 4 x 15 tph +14 tpd or 74 tpd by classic routes.
This will mean 149 Anglo-Scottish tpd in total.
How Do You Get Between Leeds, Bradford, Sheffield and Hull, and Scotland?
If you look at the diagram, which shows the service pattern for HS2, note the following.
- HS2 does not provide a service between Leeds, York, Durham, Darlington and Newcastle, and Scotland.
- HS2 doesn’t connect to Bradford.
- HS2 doesn’t go past Leeds, but the current LNER services also serve Bradford Forster Square, Harrogate, Shipley and Skipton stations.
There is also no direct trains from the Leeds/Bradford area to Glasgow.
But Consider.
- The Settle and Carlisle Line runs between Skipton and Carlisle and used to host the Thames-Clyde Expresses that were run by the London Midland & Scottish Railway.
- The Wikipedia entry for the Thames-Clyde Express is an interesting read.
- Bradford Forster Square station was recently extended with two platforms , that can handle 10-car trains.
- Bradford Forster Square station has seven trains per day from London via Leeds.
- With a reverse at Bradford Forster Square station trains can call at Leeds, Bradford Forster Square and Skipton stations before taking the Settle and Carlisle Line to Carlisle.
- The Thames-Clyde Express used to take the Glasgow South Western Line to Glasgow Central calling at Dumfries and Kilmarnock.
- LNER’s Class 897 tri-mode trains will probably be able to handle the Settle and Carlisle and the Glasgow South Western Line, without using the diesel engines.
- East Midlands Railway’s Class 810 trains, when fitted with batteries, should probably be able to do the same.
There are a lot of possibilities of how the Settle and Carlisle Line can be used to increase zero-carbon connectivity between Glasgow and London.
The route wouldn’t be the fastest route, but it could be one of the most scenic.
Lumo Targets Drivers With ‘Pump-Primed’ Campaign Showing How To Travel To London For Less
The title of this post, is the same as that of this article on Rail Business Daily.
These three paragraphs outline the story.
Motorists driving to London are being shown how taking the train could save up to half the cost of their journey – as they fill-up at the fuel pumps.
Lumo has launched digital screens at a filling station to display real-time travel information and ticket prices.
Lumo believes the bold new trial, a first-of-its-kind partnership with the Smart Outdoor digital advertising firm, will give motorists a timely reminder of a greener and often more affordable alternative to driving between Scotland and England.
Note.
- Displaying real-time travel information is done regularly all over the transport network, for buses and trains.
- Adding ticket prices would not be difficult.
- All filling stations must have good enough broadband.
- I suspect, it could work best, where the train operator sells good value walk-up tickets. This is done at LNER stations on the East Coast Main Line and in An Affordable Trip To Doncaster, I told how I went to Doncaster for the day for £46.45 with a Senior Railcard, buying the tickets on a walk-up basis.
But who knows, where this technology will lead?
As a non-driver, if anybody sees the system in action, I’d love a comment and a photo.
A Ticket Buying App
I also think, I could specify a ticket buying app for trips someone needs to make.
The app would keep a list of train journeys you want to make.
Every day, it would look up the best prices available and if you wanted to go somewhere, you could buy a ticket.
Does The UK Need More Passenger Rail Capacity Between London And Glasgow?
I asked Google AI this question and received this answer.
Yes, the UK requires more passenger rail capacity between London and Glasgow to meet growing demand and combat overcrowding, with key improvements and new services planned on the East Coast Main Line (ECML) through 2025. Despite previous capacity constraints on main routes, rail has overtaken air as the preferred mode of travel for these journeys, necessitating increased frequency.
Key details:
Capacity Expansion: The Office of Rail and Road (ORR) approved new services for late 2025, including Lumo extending London-Edinburgh services to Glasgow.
Growing Demand: Passenger numbers on West Coast routes showed significant growth, with a 29% increase in Glasgow-London travellers reported between 2013 and 2019.
Infrastructure Constraints: While demand increases, the ORR has rejected some service proposals due to insufficient capacity on the existing, congested lines.
Future Upgrades: HS2 is expected to improve connectivity, targeting reduced journey times to under 3 hours 40 minutes by 2033.
Sustainability Shift: Increased capacity supports shifting travellers from air to rail, reducing environmental impact.
I posed this question out of curiosity, but Google AI gave me, what I think is a well-reasoned answer.
In The Last Three Months, These Two Improved Anglo-Scottish Services Have Started
In Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow, I talk about Lumo’s extended service to Glasgow, which started on December 14th, 2025.
In Man In Seat 61: My Nail-Biting Journey To Orkney By Train And Ferry, I describe a trip by the Man In Seat 61 (Mark Smith) in the new Birmingham-Scotland Sleeper.
There Is A Third New Anglo-Scottish Service To Come
In Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026, I describe Lumo’s new Euston and Stirling open access rail route.
Rail Operator Crosses Line For First Time In Years
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
An operator’s first passenger train has crossed a historical and scenic route for the first time in more than a decade.
These three paragraphs give more details about the reason for the trip.
Avanti West Coast’s 07:54 GMT from Wigan was the first to run on the Settle to Carlisle route earlier.
The 73-mile line is renowned for its picturesque views across the Yorkshire Dales and the North Pennines via the Ribblehead viaduct.
The route is usually only used by Northern trains operating between Leeds and Carlisle, but Avanti is using it as a diversion while work to replace the Clifton Bridge take place over the M6 near Penrith.
I’ve only ridden the Route once and that was on a day in 2014, when the weather wasn’t at its best.
Afterwards I wrote Long Live The Settle And Carlisle, so the trip couldn’t have been that bad!
These paragraphs give the reason for and details of the diversion.
The Settle to Carlisle line does not have overhead power lines, meaning Avanti is using bi-mode Class 805 Evero trains which operate on diesel.
Several timetable changes have been made during the engineering works, with disruption expected until 15 January.
Until 5 January, the railway will also be blocked south of Preston, meaning on these days the diverted services are running between Wigan North Western and Carlisle.
But if Great British Railways could get their act together and convert a sufficient number of their Hitachi diesel bi-modes to battery-electric bi-modes and do some testing and a few calculations, the problem would be solved.
In 2021, I wrote Through Settle And Carlisle Service Under Consideration, after Modern Railways wrote an article of the same name.
Could Lumo Run A Lincoln And Glasgow Service Via Doncaster, Leeds And Settle?
In South Yorkshire Now Has Better North-South Connections, I calculated that Doncaster station now has 173 express trains per day, that stop at the station.
So why not add five or six express trains per day to Doncaster, Lincoln, Leeds, Settle, Carlisle and Glasgow?
And why not ask Lumo to run it, as they’d know how to run such a service?
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.
- The Class 222 trains will run the Euston and Stirling service until the future Hitachi trains are delivered in 2028.
- The Class 222 trains will run the Cardiff and York service from 2028.
- The Class 222 trains have a maximum speed of 125 mph
- Avanti West Coast’s Class 390 trains have a maximum speed of 125 mph.
- Avanti West Coast’s Class 805 trains have a maximum speed of 125 mph on electrification.
- Avanti West Coast’s Class 807 trains have a maximum speed of 125 mph.
- Grand Central Trains’s future Hitachi trains have a maximum speed of 125 mph.
- Hull Trains’s Class 802 trains have a maximum speed of 125 mph.
- Lumo’s current Class 803 trains have a maximum speed of 125 mph.
- LNER’s current Class 800 and 801 trains have a maximum speed of 125 mph.
- LNER’s current InterCity 225 trains have a maximum speed of 125 mph.
- LNER’s future Class 897 trains have a maximum speed of 125 mph.
- 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.
- 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.
- The battery-electric trains could be useful during engineering works or other disruptions.
- The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
- 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.
- The battery-electric trains could be useful during engineering works or other disruptions.
- The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
- 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.
- Only minimal details are given of the route.
- The TransPennine Upgrade will create a new electrified route across the Pennines between York and Huddersfield via Church Fenton, Leeds and Dewsbury.
- The Penistone Line is being upgraded, so that it will handle two trains per hour.
- In the 1980s, the Penistone Line took InterCity 125s to Barnsley.
- 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.
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.
Just Attempted To Book King’s Cross To Glasgow On Lumo
Lumo starts their King’s Cross and Glasgow service on the 14th December 2025, which is the day the timetable changes.
- All the tickets for the first few days have gone.
- But tickets can be booked into February.
- It also appears that most of the offered direct services have sold out already.
- Are Scots showing their frugal side?
This was a typical ticket, I could have booked using my Senior Railcard for the 7th January 2026.
- Leave King’s Cross at 05:45.
- Arrive Glasgow Central at 11:22.
- Journey Time is 5:37.
- Cost £23.10
Note.
- There was a change of train to ScotRail at Edinburgh Waverley.
- The price included a ticket on the shuttle bus between Glasgow Queen Street and Glasgow Central.
- Serving both main Glasgow stations with one ticket is probably what ScotRail offer.
The service looks convenient and well-priced.
Will Trains Be Faster After The Timetable Change On 14th December 2025?
These are times for two early morning trains, between King’s Cross and Edinburgh, where the first is before the timetable change and the second is after.
- 23rd October 2025 – 05:48 – 10:09 – 04:19
- 17th December 2025 – 05:45 – 09:57 – 04:12
Seven minutes is only the first saving of what I believe will be several.
Railway Station Opening Date Announced
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A date has been announced for the latest station to be completed on a new railway line.
These two introductory paragraphs add more details.
Blyth Bebside, on the Northumberland Line, will be opening on 19 October and only two stations remain before the line is fully operational.
The final stations at Bedlington and Northumberland Park are due to open in early 2026.
I shall be going for the opening of the new station, if I can get a Lumo both ways.
The Anonymous Widower 