Sheffield Station – 14th October 2026
I went to Sheffield station and took these pictures.
Note.
- The tram electrification clearly shows, where the Sheffield Supertram runs above the railway.
- My Class 222 trains arrived in Platform 5 from London.
- A five-car Class 810 train is 120 metres long.
- Platform 8 is a 378 metre through platform.
- What is the purpose of the white iron beams over the track, in the pictures of Platform 8?
- The beams are fairly substantial
- Platform 7 is a 135 metre bay platform.
- There are also similar shorter beams over the bay Platform 7.
- The platforms are well-provided with lifts.
- In the past, I have used Platform 7 to take a train to Manchester Piccadilly station along the Hope Valley Line. This could be an ideal route for battery-electric trains, as it is scenic and only 42.1 miles long.
If these beams are to hold overhead electrification cables to charge battery-electric trains, then the bay Platform 7 could charge a single train and Platform 8 could charge a pair of trains.
I have some thoughts and questions.
Could Sheffield Station With A Charger In Platform 8, Return a Class 810 Battery-Electric Train To London?
In Electrification Project’s Major Milestone Delivered On Time And Under Budget, I had a section, which was entitled Battery-Electric Trains Between St. Pancras And Sheffield Stations, where I said this.
Real Time Trains reveal the following about current St. Pancras and Sheffield services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Sheffield station diesel generators provide train power.
- Kilby Bridge junction and Sheffield station are 71.4 miles apart.
This would mean.
- For a one-way journey a battery range of 71.4 miles would be needed.
- For a return journey a battery range of 142.8 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby and Chesterfield stations would be served on battery power.
I suspect charging could be installed if required at Sheffield station.
This charging would need to put enough electricity in the batteries to get back to Kilby Bridge junction.
It certainly looks like.
- Platform 7 is long enough to charge a five-car train.
- Platform 8 is long enough to charge a ten-car train.
I don’t think the world’s first battery-electric 125 mph battery-express train is far away.
Could Two Trains Be Charged At The Same Time?
I don’t see why not, if the electrification has enough capacity.
Could Rigid Overhead Conductor Rails As At St. Pancras Thameslink Station Be Used?
These pictures show those rails.
I don’t see why not.
How Long Will Trains Take Between London St. Pancras And Sheffield?
I asked Google AI, how long the current trains take and received this reply.
East Midlands Railway (EMR) trains between London St Pancras International and Sheffield Station take an average of 2 hours and 12 minutes to 2 hours and 15 minutes, with the fastest direct services completing the journey in 1 hour and 57 minutes to 2 hours 1 minute.
I suspect that for marketing reasons, all services will be a minute or so, less than two hours.
Will The Trains Be Five- Or Ten-Cars?
As it appears, that trains of both lengths can be charged at both ends of the route, East Midlands Trains can run the trains, so that they maximise the numbers of passengers.
But I suspect, it will be a two trains per hour, guaranteed two hour service between London St. Pancras and Sheffield.
Could Trains Between London St. Pancras And Sheffield Be Extended To Leeds?
Consider.
- According to Google AI, historically, there have been trains that have run between between London St. Pancras and Leeds via Sheffield and the Midland Main Line.
- Trains would use Platform 8 at Sheffield, as it is an electrified through platform.
- The route between Sheffield and Leeds would be something like Meadowhall, Rotherham Central, Swinton, Bolton-on-Dearne, Moorthorpe, Fitzwilliam, Westfield Westgate and Outwood.
- Trains could also charge their batteries at Leeds, if required.
- Sheffield and Leeds is only 39 miles
Note.
All the intermediate stations between Sheffield and Leeds, would get direct services to Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and London St. Pancras.
- Trains would not leave Sheffield until the batteries were full.
- As my pictures show that Sheffield will have two platforms capable of fully-charging trains for London St. Pancras, I suspect that Sheffield will still have two trains per hour to London St. Pancras.
- As Platform 8 at Sheffield can handle ten-car trains, five- and 10-car trains can be run between London St. Pancras and Leeds.
Could Manchester And Sheffield Trains Along The Hope Valley Be Run By Battery-Electric Trains?
Consider.
- The Hope Valley Line between Manchester Piccadilly and Sheffield is only 42.1 miles.
- The service is currently hourly.
- The Hope Valley Line has recently been upgraded.
- Could the upgrade allow two trains per hour?
- Some trains between Manchester Piccadilly and Sheffield already use Platform 7 in Sheffield station.
Note.
- The Hope Valley Line is a scenic route.
- The service would use Platform 7 at Sheffield station.
- All platforms at Manchester Piccadilly station are electrified, so could top up the battery-electric trains.
- A two trains per service would have a cross-platform interchange with London trains in Platform 8.
- I’m sure that Hitachi could create a battery-electric version of their Class 185 train.
- I also suspect that CAF would be able to provide a battery-electric version of their Class 332 train, that Northern uses.
I believe that travellers using the Hope Valley Line would welcome an improved service.
Could A Battery-Electric Train With A Range Of 70 Miles Run A London And Nottingham Service?
In Electrification Project’s Major Milestone Delivered On Time And Under Budget, I had a section, which was entitled Battery-Electric Trains Between St. Pancras And Nottingham Stations, where I said this.
Real Time Trains reveal the following about current St. Pancras and Nottingham services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Nottingham station diesel generators provide train power.
- Kilby Bridge junction and Nottingham station are 33.1 miles apart.
This would mean.
- For a one-way journey a battery range of 33.1 miles would be needed.
- For a return journey a battery range of 66.2 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway and Beeston stations would be served on battery power.
I suspect charging could be installed if required at Nottingham station.
But would it be needed, as the battery range for for Sheffield is more than that needed for a return journey to Nottingham?
Do Those Who Live On The East Coast Main Line Tend To Go To Amsterdam, Brussels And Paris By Eurostar?
In Do Those Who Live On The Midland Main Line Tend To Go To Amsterdam, Brussels And Paris By Eurostar?, so I think it is only fair to investigate the East Coast Main Line.
Google AI gave me this answer, when I asked the question in the title of this post.
Whether people living along the East Coast Main Line (ECML) use the Eurostar to reach Amsterdam, Brussels, and Paris depends entirely on how far north they live. While the ECML provides a seamless, direct connection into London King’s Cross—which sits right across the street from the Eurostar terminal at St Pancras International—the choice between the train and flying shifts dramatically based on geographic location.
The London & South ECML Catchment (London, Hertfordshire, Cambridgeshire)
For residents in the southern sections of the line (e.g., London, Stevenage, Peterborough, and even Cambridge via connections), Eurostar is highly favored and overwhelmingly popular.
Paris & Brussels: At just over 2 hours to Brussels and roughly 2 hours 15 minutes to Paris, taking the train from St Pancras is much faster, more reliable, and more convenient than dealing with airport security and city-to-airport transfers.
Amsterdam: At around 4 hours, it remains highly competitive with flying once airport transit times are factored in.
The Mid-ECML Catchment (Yorkshire & East Midlands)
For those living around mid-line stations like Grantham, Newark, Doncaster, and York, travel habits are split.
The Case for Train: The ECML offers blazing-fast transit into London King’s Cross (e.g., York to London takes just under 2 hours). Because King’s Cross and St Pancras are effectively the same complex, a station-to-station transfer takes less than five minutes. Travelers can buy a specialized “London International (CIV)” ticket, which provides legal protection if a domestic rail delay causes them to miss their Eurostar.
The Case for Flying: Despite the easy connection, total journey times begin to stretch. For a resident of York or Leeds, flying to Amsterdam or Paris out of Leeds Bradford Airport or Manchester Airport often matches or beats the total door-to-door transit time of taking two consecutive trains.
The North ECML Catchment (North East England & Scotland)
For residents in North East England (Darlington, Durham, Newcastle) and Scotland (Edinburgh, Dunbar, Berwick), Eurostar is rarely the primary choice, and flying dominates.
Time Penalties: A train journey from Newcastle or Edinburgh to London takes 3 to 4.5 hours. Adding a 30-to-90-minute Eurostar check-in window plus the European leg means a trip to Paris or Amsterdam takes 7 to 10 hours by rail.
Aviation & Ferry Alternatives: Newcastle Airport and Edinburgh Airport offer short, frequent, direct flights to Paris, Brussels, and Amsterdam. Furthermore, travelers in the North East often prefer the overnight ferry options—such as the DFDS Newcastle-to-Amsterdam route or the P&O Hull-to-Rotterdam route—as a scenic, relaxed alternative to traveling south to London just to head back north-east into mainland Europe.
The East Coast Main Line seems to be much more of a you pay your money and make your choice, than the Midland Main Line.
Do Those Who Live On The Midland Main Line Tend To Go To Amsterdam, Brussels And Paris By Eurostar?
Yesterday, I had brunch in St. Pancras station and I was surprised at the large number of travellers, who appeared to be changing between Midland Main Line and Eurostar services, which is not a long walk.
This prompted me to investigate and Google AI gave me this answer to the question in the title of this post.
Yes, residents living along the Midland Main Line (MML) frequently choose the Eurostar to travel to Paris, Brussels, and Amsterdam. This is because the MML provides a seamless, direct connection into the international rail network.
The St Pancras Advantage
The primary reason for this travel preference is the unique geographical layout of London’s rail terminals:
Zero-Transfer Hub: The Midland Main Line terminates at London St Pancras International. Because East Midlands Railway (EMR) services roll into the exact same station where Eurostar departures are based, passengers from cities like Sheffield, Derby, Nottingham, and Leicester can simply walk across the concourse to clear passport control.
Bypassing the London Underground: Unlike passengers arriving at Euston, King’s Cross, or Paddington who may need to navigate the Tube with heavy luggage, MML travelers experience a completely self-contained, single-station transfer.
- Bedford
- Beeston
- Chesterfield
- Corby
- Derby
- East Midlands Parkway
- Kettering
- Leicester
- Long Eaton
- Loughborough
- Luton
- Luton Airport Parkway
- Market Harborough
- Nottingham
- Sheffield
- Wellingborough
Electrification Project’s Major Milestone Delivered On Time And Under Budget
The title of this post, is the same as this news item from Network Rail.
These four paragraphs give details of the electrification project.
The railway line between Kettering in Northamptonshire and Wigston near Leicester has reached a major milestone by being officially declared ready and safe for electric trains.
The certification for the 23-mile section is a massive achievement in Network Rail’s Midland Main Line Electrification Programme – the biggest programme of improvements to the line since its completion in 1870.
Electrification is a key part of the Government’s net zero carbon target by 2050, while also being quieter for passengers and residents living near the railway.
The Office of Rail and Road (ORR) issued the Authorisation to Place into Service (APiS) for the Kettering to Wigston section, which includes a new substation at Braybrooke, near Market Harborough, to provide extra power and resilience to the network.
This map from Open Railway Map shows the newly electrified section.
Note.
- Red tracks are electrified and black tracks are not.
- The triangular track in the North-West corner of the map is Wigston junction.
- The track going North from this junction is the Midland Main Line to Leicester, Derby, Nottingham, Sheffield and other destinations served by East Midlands Railway.
- The track going West from this junction goes to Birmingham.
- The track going South from this junction is the Midland Main Line to Kettering and ultimately to London St. Pancras.
- The blue arrow indicates Kilby Bridge junction.
The electrification goes all the way between Wigston junction and London St. Pancras station.
I believe that what electrification has now been erected on the Midland Main Line can support battery-electric trains to the East Midlands Railway’s existing destinations.
Battery-Electric Trains Between St. Pancras And Leicester Stations
Real Time Trains reveal the following about current St. Pancras and Leicester services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Leicester station diesel generators provide train power.
- Kilby Bridge junction and Leicester station are 5.6 miles apart.
This would mean.
- For a one-way journey a battery range of 5.6 miles would be needed.
- For a return journey a battery range of 11.2 miles would be needed.
I suspect charging could be erected if required at Nottingham station.
Battery-Electric Trains Between St. Pancras And Nottingham Stations
Real Time Trains reveal the following about current St. Pancras and Nottingham services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Nottingham station diesel generators provide train power.
- Kilby Bridge junction and Nottingham station are 33.1 miles apart.
This would mean.
- For a one-way journey a battery range of 33.1 miles would be needed.
- For a return journey a battery range of 66.2 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway and Beeston stations would be served on battery power.
I suspect charging could be installed if required at Nottingham station.
Battery-Electric Trains Between St. Pancras And Sheffield Stations
Real Time Trains reveal the following about current St. Pancras and Sheffield services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Sheffield station diesel generators provide train power.
- Kilby Bridge junction and Sheffield station are 71.4 miles apart.
This would mean.
- For a one-way journey a battery range of 71.4 miles would be needed.
- For a return journey a battery range of 142.8 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby and Chesterfield stations would be served on battery power.
I suspect charging could be installed if required at Sheffield station.
What Battery Range Would be Needed For Battery-Electric Trains To All Destinations?
Consider.
- I will assume that trains will change between power sources, as they do now at Kilby Bridge junction.
- Leicester is only a few miles from Kilby Bridge junction.
- Sheffield is the largest distance from Kilby Bridge junction at 71.4 miles.
- A return trip to Nottingham from Kilby Bridge junction at 66.2 miles is less than a one-way trip to Sheffield.
- It would appear that so long as the battery-electric trains have a battery range of greater than 71.4 miles, Battery-electric trains could cover all destinations.
I would expect a battery range of between 80 and 90 miles would be ideal, as it would give a sensible reserve.
In addition, charging would be needed at Sheffield.
Charging At Sheffield Station
This OpenRailwayMap shows Platform 8 at Sheffield station.
Note.
- The pink tracks are the Sheffield Supertram, that runs on the East side of the station.
- The black tracks are those in the platforms of Sheffield station.
- The Easternmost platform in the station is Platform 8, which is 368 metres long.
- Platform 8 could hold two five-car Class 810 trains.
I believe that if Platform 8 were to be electrified, it could charge trains before they returned to London.
Could Pairs Of Five-Car Class 810 trains, Work Between St. Pancras And Sheffield Stations?
Consider.
- Pairs of five-car Class 810 trains, were designed to be able to use St. Pancras station.
- It appears Platform 8 at Sheffield could handle a pair of five-car Class 810 trains.
- Hitachi’s IET trains have been designed to be converted into battery-electric express trains.
- Battery-electric trains are likely to be quieter and have less vibration, than diesel trains.
What would a two battery-electric trains per hour service do for the City of Sheffield?
Conclusion
It does appear, that the Midland Main Line was designed for battery-electric operation.
The mathematical fit of trains, routes and stations is faultless.
East West Rail Plan For 900 Bedford Parking Spaces
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
Plans for 900 new parking spaces across three car parks in Bedford have been proposed as part of the East West Rail (EWR) project
These two paragraphs add more detail.
East West Rail Company (EWR Co) said 70% of the spaces would be to the east of Bedford station in a six-storey car park and a surface car park, both on Ashburnham Road.
The remaining spaces would be in a car park off Ford End Road.
My first reaction is borrowed from the incomparable John McEnroe and is “You cannot be serious!”, as why would the East West Rail Company need car parks, when they aren’t running trains, due to union opposition.
This Google Map shows the location of Bedford’s two stations and the proposed new car parks.
Note.
- Bedford station is in North-West corner on the map.
- Bedford station is served by Thameslink and Midland Main Line services.
- Ashburham Road, where two car parks will be located, is to the East of the station.
- Ford End Road, where the other car park will be located, is to the South of the station.
- Bedford train depot is also South of the station.
- Bedford St. John’s station is in South-East corner on the map.
- Bedford Hospital is t the West of Bedford St. John’s station.
Does Bedford have a planning problem because of the River Great Ouse running through the middle?
The BBC article does have an, impressionist-style visualisation of the Ashburham Road car park.
Will the actual car park be as tasteful?
GC Applies For Manchester Paths
The title of this post, is the same as that of a short news item in the August 2026 Edition of Modern Railways.
This is the body of the news item.
Open Access Operator Grand Central has applied to operate five trains per day between St. Pancras International and Manchester Piccadilly from December 2029. These would operate via the Midland Main Line using GC’s five-car Class 180 DMU fleet currently employed on its East Coast Main Line operations. These are due to be replaced by a fleet of tri-mode Class 820s being constructed by Hitachi Rail, which were ordered last year and are being financed by Angel Trains.
Meanwhile, GC is also bidding to operate trains between London Waterloo and Bristol Temple Meads, running via the South West Main Line and Salisbury. The operator says that under these proposals, trains would begin operating from December 2027 with seven trains per day running using stock currently off lease.
These are my thoughts on the St. Pancras International and Manchester Piccadilly service.
The Route Between The Midland Main Line And Manchester Piccadilly
This OpenRailwayMap shows Dore Junction, where the Midland Main Line meets the Hope Valley Line between Chesterfield and Sheffield stations.
Note.
- Dore Junction is a triangular junction in the middle of the map.
- Dore and Totley station is on the North point of the junction, which leads to Sheffield station.
- Dore & Totley Station – 1st April 2025 shows the station before and after its rebuilding.
- The South-East point of the junction leads to Chesterfield station.
- The South-West point of the junction leads to the Hope Valley Line and eventually to Manchester Piccadilly station.
There are three routes that trains can take between the Midland Main Line at Chesterfield station and the Hope Valley Line.
- They can take the Dore South Curve shown in the map.
- They can go directly into Sheffield station and reverse.
- They can go via Barrow Hill and enter Sheffield station from the East.
Note.
- The first route doesn’t call at Sheffield.
- The second route is taken by trains between Liverpool and Norwich.
- I wrote about the third route in Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield.
The reinstatement of the Barrow Hill Line may ease operations in Sheffield and allow a new station or two.
The Current Hope Valley Service Between Manchester Piccadilly And Sheffield
There are two passenger services between Manchester Piccadilly and Sheffield stations.
- A Northern Trains local train that stops everywhere.
- An East Midlands Railway faster train, that only stops at Stockport.
Both trains are hourly.
The Northern End Of Grand Central’s St. Pancras International And Manchester Piccadilly Service
I would feel that the ideal route for Grand Central’s new service would call at Chesterfield, Sheffield, Stockport and Manchester Piccadilly.
Hopefully, it could use the Barrow Hill Line to avoid a reverse at Sheffield.
Where Would Grand Central’s St. Pancras International And Manchester Piccadilly Service Call On The Midland Main Line?
East Midlands Railway services to Sheffield call at Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby and Chesterfield.
I would expect Grand Central’s service would only call at a selection of those stations.
Would St. Pancras International Be Able To Handle The Extra Trains?
East Midlands Railway run the following services from St. Pancras International.
- Nottingham
- Sheffield
- Corby
Note.
- All services are two trains per hour (tph)
- Nottingham and Sheffield services can be five- or ten-car trains.
- Corby services can be four- or eight-car trains.
- There are only four East Midlands Railway platforms at St. Pancras International, but they are 260 metres long.
- 260 metre platforms will take a pair of five-car Class 800/801/802 Hitachi trains, which have the standard Hitachi car length of 26 metres. The architects got that right,
- Each platform can take one ten-car train or two five-car trains.
- East Midlands Railway’s Class 810 trains are 120 metres long.
- East Midlands Railway’s Class 360 trains are 80 metres long.
- Grand Central Trains’s Class 180 trains are 116.52 metres long.
- The train length of Grand Central Trains’s Class 820 trains has not been disclosed, but if they had the standard Hitachi car length of 26 metres, they’d be 130 metres long.
I am fairly certain, that St. Pancras International can handle two Hitachi trains in the same platform.
This leads me to believe that Grand Central Trains Class 180 and Class 820 trains could also share a platform with an East Midlands Railway Class 810 train.
The Route And Electrification Between Manchester Piccadilly And Hazel Grove
This OpenRailwayMap shows the Manchester Piccadilly end of the route.
Note.
- Tracks shown in black are not electrified.
- Tracks shown in red are electrified with 25 KVAC overhead.
- Tracks shown in mauve are the Manchester Metrolink.
- Manchester Piccadilly station is indicated by the blue arrow.
- Hazel Grove station is in the South-East corner of the map.
- Between Manchester Piccadilly and Hazel Grove stations is fully-electrified.
- The red knot of electrified tracks close to Manchester Piccadilly station is Longsight depot.
- The Southern red knot of electrified tracks is Stockport station.
- Manchester Piccadilly and Hazel Grove stations are 8.7 miles apart and local trains take about 15 minutes.
The Route And Electrification Between Hazel Grove And Sheffield
This OpenRailwayMap shows the route between Hazel Grove and Sheffield.
Note.
- Tracks shown in black are not electrified.
- Tracks shown in red are electrified with 25 KVAC overhead.
- Tracks shown in mauve are the Manchester Metrolink and Sheffield Supertram.
- Stockport and Hazel Grove can be picked out on the electrified tracks in the North-East corner of the map
- Dore and Totley station is indicated by the blue arrow.
- Sheffield station is to the North-East of Dore and Totley station.
- The mauve tracks are the Sheffield Supertram.
- Leading West from Dore and Totley station is the Hope Valley Line which connects Sheffield and Hazel Grove stations.
- Dore and Totley and Hazel Grove stations are 29.7 miles apart.
- Leading South-East from Dore and Totley station is the Midland Main Line to Chesterfield, Derby and the South.
- The electrification from St. Pancras International finishes just North of Market Harborough station.
Dore and Totley and Market Harborough stations are 67.1 miles apart.
Will Tri-Mode Trains We Able To Go Between St. Pancras International And Manchester Piccadilly Stations
It would appear that the gap in the electrification between Market Harborough and Hazel Grove is a few miles under a hundred miles.
Both Hitachi Rail and CAF have said that their five-car trains should be able to handle up to 122 miles.
So there should be enough range to go via Barrow Hill, which would remove the reversal at Sheffield station.
These are my thoughts on the London Waterloo and Bristol Temple Meads service.
The Route Between Bristol Temple Meads And Salisbury
Currently, there are two Great Western Railway services between Bristol Temple Meads and Salisbury.
- One calls at Bath Spa, Bradford-on-Avon, Trowbridge, Westbury, Dilton Marsh and Warminster.
- One calls at Keynsham, Oldfield Park, Bath Spa, Freshford, Avoncliff, Bradford-on-Avon, Trowbridge, Westbury and Warminster.
Note.
- Both services call at Bath Spa, Bradford-on-Avon, Trowbridge, Westbury and Warminster.
- Only Bath Spa and Westbury have a frequent service to London.
- There are five other stations, that are called at occasionally by Bristol Temple Meads and Salisbury services.
I do feel that Grand Central Trains have a lot of scope to create a very passenger-friendly timetable.
Do LNER Have Some Cunning Plans For The Serenzas?
Along with some others, I was surprised, when LNER ordered a fleet of new trains in 2023, to run alongside the Azumas, that it wasn’t some more Azumas.
I wrote about the order in First Tri-Mode Long Distance Trains For The East Coast Main Line.
Why Didn’t LNER Just Order More Azumas?
I asked Google AI, the question in the title of this section and received this reply.
When London North Eastern Railway (LNER) needed additional trains for the East Coast Main Line, they chose to order 10 new “tri-mode” (electric, diesel, and battery) trains from Spanish manufacturer CAF in November 2023 rather than buying more Hitachi Azumas.
Why LNER Didn’t Order More Azumas?
Desire for New Technology: LNER wanted cutting-edge “tri-mode” capability—incorporating battery technology alongside electric and diesel power—to reduce carbon emissions and future-proof the fleet. Hitachi’s corresponding tri-mode platform was centered in Italy, making CAF a more ready and accessible option with an established UK manufacturing platform in Newport, Wales.
Procurement and Pricing: Industry discussions and reports noted varying challenges with Hitachi regarding pricing and availability for small add-on batches, prompting a competitive procurement process where CAF ultimately won the contract to replace remaining older InterCity 225 sets.
Operational Resilience: The new CAF battery-hybrid trains provide unique operational flexibility for diversions on un-electrified routes (such as the Joint Line) that standard electric Azumas cannot traverse under their own power without external help.
These are my current thoughts on LNER’s plans for the Serenzas.
Will The Serenzas Run To Harrogate?
As the seven trains per day to Harrogate use diesel between Leeds and Harrogate, I suspect the new trains will take over Harrogate services and run silently on batteries North of Leeds, which is less than 40 miles out and back.
How will the lack of noise affect ridership? London Kings Cross and Harrogate will be an interesting test case, as it looks like from the in service date of the trains of 2028, that they could be one of the first battery-electric train services, run over a distance of over two hundred miles.
So it will be an interesting test route in several ways for the new Serenzas.
Could The Serenzas Go Further Than Harrogate?
This OpenRailwayMap shows the electrification in Yorkshire between Bradford, Harrogate, Leeds and York.
Note.
- Electrified lines are shown in red.
- Unelectrified lines are shown in black.
- Lines in the process of being electrified are shown in dotted red and black.
- The City of Bradford is in the South-West corner of the map.
- The electrification entering the city from the North goes to Bradford Forster Square station, where LNER services from London terminate.
- On the opposite side of the city centre is Bradford Interchange station, where Grand Central services from London terminate.
- North of Bradford is the electrified triangular junction at Shipley station
- Trains go West from Shipley junction to Skipton, where the electrification ends and the iconic Settle and Carlisle line to Carlisle and eventually Glasgow.
- Trains go North from Shipley junction on an electrified line to Ilkley station.
- Trains go East from Shipley junction on an electrified line to Leeds station.
- From the Leeds area an unelectrified line leads to the North and Harrogate station, which is marked by a blue arrow.
- The City of York is in the North-East corner of the map.
- A partially-electrified line leads from Leeds to York.
- The Leeds and York line is being fully-electrified so that electric trains can reach Neville Hill depot in Leeds.
- Harrogate and York are connected by an unelectrified line, that goes via Knaresborough.
Between Bradford, Harrogate, Leeds and York, there are a comprehensive layout of lines many of which are electrified.
Could The Serenzas Go On From Harrogate To York?
Consider.
- Leeds and York is only 38.8 miles via Harrogate, so I suspect that this is possible using battery power.
- Harrogate has seven trains per day (tpd) from London Kings Cross via Leeds, at a frequency of one train per two hours (tp2h).
- York has six tpd from London Kings Cross, at a frequency of one tp2h.
Could LNER be thinking of a train, that does a Grand Tour of Yorkshire from London Kings Cross?
- It could call at Stevenage, Newark Northgate, Doncaster, Wakefield Westgate, Leeds, Horsforth, Harrogate, Knaresborough, York, Doncaster, Retford and Peterborough.
- It is the sort of concept, that is made possible by using a tri-mode train, that can go anywhere, there’s a railway.
- Was an idea like this, thought up by CAF to sell trains?
It is certainly possible.
Could The Serenzas Go On From Bradford Forster Square To Glasgow?
Consider.
- Until 1974, there used to be a Thames-Clyde Express, which has this Wikipedia entry.
- The route was between London St. Pancras and Glasgow Central.
- Intermediate stops were Luton, Kettering, Leicester, Nottingham, Derby, Chesterfield, Sheffield, Wakefield, Leeds, Skipton, Settle, Carlisle, Dumfries and Kilmarnock.
- LNER gave up serving Glasgow in 2024.
- Currently, Leeds and Bradford have no direct train service to Glasgow.
- The Settle and Carlisle route is one of the most scenic railway lines in Europe, if not the world.
- Do any airlines fly Leeds/Bradford and Glasgow? No according to Google AI!
Remember, that the Rail Minister; Lord Hendy, is an Economic Geography graduate of Leeds University, so he must know something about Yorkshire and its people.
I believe a modern-day Thames-Clyde Express could be run, by extending a number of LNER’s London and Bradford Forster Square services.
- The route would be between London Kings Cross and Glasgow Central.
- Intermediate stops would be Stevenage, Newark Northgate, Doncaster, Wakefield Westgate, Leeds, Shipley, Bradford Forster Square, Skipton, Settle, Carlisle, Dumfries and Kilmarnock.
- The route is now substantially electrified.
- It would take on the airlines on the London and Glasgow route.
- Class 805 bi-mode trains have used the Settle and Carlisle.
This could become one of the great railway journeys of Europe.
Calls Grow For Direct Trains To New Universal Park
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading
There are growing calls for more train services to run directly to Universal’s planned UK theme park.
These two paragraphs add more details.
West Northamptonshire Council said it had written to the secretary of state for transport to ask that Northampton be included in passenger service plans for East West Rail.
It comes after Northampton South’s Labour MP Mike Reader raised the issue in the House of Commons, warning the current plans meant the town could “miss out on the opportunities” the park brings.
How Will Universal United Kingdom Resort Connect To The Rail System?
I asked Google AI the question above and received this answer.
The proposed Universal United Kingdom Resort near Bedford will connect to the rail system via two primary railway stations:
Wixams Station (Midland Main Line): A two-platform station currently under construction to the east of the site. Universal plans to expand this to four platforms to accommodate high visitor volume, connecting passengers directly to Thameslink services in about 45 minutes from Central London. A dedicated fleet of resort shuttle buses will run between Wixams and the park entrance.
East West Rail Station (Stewartby): A dedicated, purpose-built station is planned directly adjacent to the resort on the western side of the park. This will replace the older Kempston Hardwick station, providing high-capacity, five-carriage trains running between Oxford and Cambridge.
Together, these stations and surrounding road networks—such as the upcoming dedicated slip roads off the A421—will form the East and West Gateway Zones for the resort.
This OpenRailwayMap shows the railways in the are of the Universal United Kingdom Resort.
Note.
- The red track is the Midland Main Line between St. Pancras and Leicester, Derby, Nottingham and Sheffield.
- The black track is the East-West Rail between Bedford and Oxford when it opens.
- This section of the East-West Rail is shown dashed as it is not finalised yet
- The East-West Rail should eventually connect Oxford and Cambridge.
- The blue arrow indicates Stewartby station.
- The village of Wixams is at the right edge of the map.
If you read the Wikipedia entry for the new Wixams station, you get the impression, that a lot of groups and organisations don’t agree on lots of things about the railway, the theme park and Wixams station.
This second OpenRailwayMap shows the railways between Northampton and Bedford.
Note.
- The red tracks at the left are the West Coast Main Line between Euston and the North.
- The blue arrow indicates Northampton station.
- The red tracks at the right are the Midland Main Line between St. Pancras and the Midlands
- The black tracks connecting the two main lines are East-West Rail.
- The Western end of this section is at Bletchley, where the East-West Rail crosses the West Coast Main Line and also connects to it.
- The Eastern end of this section is at Bedford, where the East-West Rail joins the Midland Main Line through Bedford.
- Milton Keynes station is on the West Coast Main Line, just a few miles North of Bletchley station.
It looks to me, that a train could run between Northampton and Bedford stations, which could stop at Stewartby.
Are Universal United Kingdom Resort Going To Encourage Visitors To Use Rail?
I asked Google AI the question above and received this answer.
Yes, the Universal United Kingdom resort is making extensive plans to encourage and accommodate visitor travel by rail. The upcoming destination near Bedford is heavily integrating public transit into its infrastructure to manage the expected 8.5 million annual visitors.
The resort’s focus on railway accessibility includes several key features:
Dedicated Resort Station: Land has been explicitly reserved for a dedicated railway station directly at the resort on the East West Rail line, which connects Oxford and Cambridge.
Increased Train Frequency: To ensure seamless transportation, the East West Rail service plans to run up to five trains per hour during peak times specifically to cater to theme park visitors once it is fully operational.
Wixams Station Upgrades: A significant portion of a £1.3 billion government investment package is being utilized to construct and expand the nearby Wixams Railway Station, creating robust links along the Midland Mainline.
Initial Bus & Marston Vale Services: For the opening window of the park, Universal is setting up dedicated bus connections (such as from Milton Keynes) alongside existing local Marston Vale line options as full East West Rail expansions are completed.
Note how this question got slightly different answers to my original question, but they don’t conflict with each other.
I do find though with AI, that the more questions you ask and the more you refine those questions, the better answers you obtain.
But surely that is to be expected. Or at least hoped for!
Will Universal United Kingdom Resort Be Attracting Overseas Visitors?
I asked Google AI the question above and received this answer.
Yes, the Universal United Kingdom Resort will be a major draw for international tourists. Projections estimate that the park will attract well over one million overseas visitors annually, serving as a catalyst to boost Britain’s global visitor economy.
The resort’s target demographic is explicitly designed to tap into international travel markets:
International Forecasts: Tourism officials and developers project that up to one-third (30%) of all visitors in its opening year will be from overseas, with projections shifting toward a 40% to 50% international mix as the resort matures.
Global Location: As the only Universal-branded theme park in Europe, it will be highly accessible to travelers arriving through London’s major international airports and rail hubs.
Economic Boost: Because of this anticipated influx, the UK Government is backing the Universal United Kingdom Resort with £1.3 billion for strategic road and rail upgrades. This includes enhancing connectivity on the A421 and at Wixams train station to seamlessly transport international visitors directly to the Bedfordshire site.
Will Universal United Kingdom Resort Be Attracting Visitors From Scotland?
I asked Google AI the question above and received this answer.
Yes, the Universal United Kingdom Resort in Bedfordshire is expected to be a major draw for visitors from Scotland. As the first Universal-branded theme park in Europe, it is designed as a destination resort meant to attract millions of tourists annually from across the UK and the wider continent.
The projected 8.5 million annual visitors will be drawn from all over, driven by several key factors:
High-Speed Connectivity: Situated in Kempston, Bedfordshire, the resort is roughly 50 miles north of London. Scottish travelers can easily access it by taking direct train routes (e.g., LNER or Avanti West Coast) from Edinburgh and Glasgow to London Kings Cross or St Pancras, then catching connecting trains to Bedford in under an hour. Alternatively, direct flights into London Luton Airport place visitors within a very short distance of the park.
National Draw: Because it is the only destination of its kind in the UK, it is being positioned as a “must-visit” national tourist attraction, capturing a large domestic market extending well beyond the southeast of England.
I believe that travelling between Universal United Kingdom Resort and Scotland by rail could be improved significantly, if the following were to be done.
- Fit batteries to the Class 810 trains run by East Midlands Railway, so they could run between St. Pancras and Sheffield stations without using diesel. This in itself, would probably attract more passengers.
- I believe that little or no electrification would need to be added, so that Sheffield could be an all electric and probably faster, trip from London or Universal United Kingdom Resort.
- The battery-electric trains would need to be charged at Sheffield, but why not do this at Doncaster station, which is a station with copious electrification.
- Extending the Sheffield services to Doncaster would also allow LNER passengers between Aberdeen, Edinburgh or Newcastle and Derby or Universal United Kingdom Resort, to do the trip with a single cross-platform change at Doncaster between two almost identical Hitachi trains.
- Sadly, the Midland Main Line has suffered a tragic accident this week. Were passengers going between Scotland and say Luton Airport inconvenienced? I believe that linking the two London services together at Doncaster, would have advantages for passengers, operators and Network Rail. Especially, when engineering works are scheduled!
I talk about using battery-electric trains to fully electrify the Midland Main Line in Could Electric Trains Run Between St. Pancras International and Sheffield Stations With No More Electrification?
Can East Midlands Railway Reach Nottingham Without More Electrification?
I went to Nottingham for the day yesterday.
- My Super Off-Peak Return ticket cost me £55.30 with a Senior Railcard.
- The Class 810 train is without doubt the best Hitachi Intercity Express Train of a good bunch.
- St. Pancras and Nottingham is 126.4 miles.
- There is no electrification between South Wigston Junction and Nottingham, which is 31.1 miles, although the change seems to be said to take place at Kilby Bridge junction.
- It would appear that, when the Class 810 trains are fitted with batteries, they will need a range of at least 62.2 miles, to do a return trip to Nottingham.
- In The Data Sheet For Hitachi Battery Electric Trains, I state that the maximum range of a three-battery five-car train is 117 miles. This figure has been seen by Hitachi and they didn’t say it was too high.
- I look forward to doing the same trip in a few months, using batteries to the North of the section between Kilby Bridge and South Wigston junctions.
It could be the first battery-electric 125 mph express train.
Now that is what I call affordable electrification.
I have some further thoughts.
Kilby Bridge And Wigston Junctions
This Google Map shows the Midland Main Line between Kilby Bridge and Wigston junctions.
Note.
- Kilby Bridge junction is marked by the red arrow in the South-East corner.
- The Midland Main Line runs through Kilby Bridge junction.
- South-East it goes to London.
- North-West is leads to the large triangular Wigston junction, with South Wigston station at its Western point.
- The Northern point of Wigston junction leads to Leicester.
- There are three tracks between Wigston and Kilby Bridge junctions.
- All tracks to the South of South Wigston junction are electrified.
- The distance between Wigston and Kilby Bridge junctions is two miles.
- The maximum speed between Wigston and Kilby Bridge junctions appears to be at least 100 mph.
It looks to me, that this section of track has been designed, so that trains can reliably raise and lower pantographs at the highest speed possible.
The Electrification Problem At Leicester
Some years ago I came back to London from Leicester with a group of drivers. At one point, the conversation turned to electrification and they said that they had met a Network Rail engineer, who had told them, that the bridge over Leicester station was rather low for electrification and the track couldn’t be lowered because Leicester’s main sewer was underneath the railway.
In Leicester Station – 4th Jan 2022, I show a selection of pictures of Leicester station’s Grade II Listed frontage.
I doubt it would be possible to seriously alter Leicester station to electrify it, as the Heritage Taliban would have a field day.
But if I’m right that all services will be run North of Wigston on batteries, there will be no need to electrify through Leicester station.
Not only would using battery-electric trains probably be more affordable than electrification, but also because of the Leicester electrification problem, it would be less inconvenient for passengers.
Changing From Electric Going North
This OpenRailwayMap shows the electrification between Wigston Junction and Leicester station.
Note.
- Leicester station is marked by the blue arrow.
- The triangular Wigston junction is clearly visible.
- Kilby Bridge junction is South-East of Wigston junction.
- Leicester station and South Wigston junction is 3.6 miles and the tracks are shown as dashed black and red, which means future electrification.
I wonder, if in the future, if the battery-electric don’t have enough range, this is a simple section of electrification, that could be installed. Every extra mile of electrification between Leicester station and South Wigston junction would mean two miles could be chopped from the distance the trains had to travel on batteries.
But in the interim, going North, the driver would just make sure there was enough electricity in the batteries and momentum in the train, when passing South Wigston.
As trains arriving at South Wigston junction will typically have been running for over an hour, they should have full batteries to start theur explore of the North.
Changing To Electric Going South
The trains from the North, must have enough juice in the battery to reach South Wigston, so they can connect to the electrification for the run to London.
Could A Four-Battery Class 810 Train Reach Sheffield?
Consider.
- St. Pancras and Sheffield is 164.7 miles.
- There is no electrification between South Wigston Junction and Sheffield, which is 89.4 miles, although the change seems to be said to take place at Kilby Bridge junction.
- It would appear that, when the Class 810 trains are fitted with batteries, they will need a range of at least 178.8 miles to do a return trip to Sheffield.
- If a three-battery five-car Class 810 train has a battery range of 117 miles, on a pro-rata basis a four-battery five-car will only have a range of 156 miles.
That would be a big ask.
Could A Three-Battery Class 810 Train Reach Sheffield?
What would happen if one diesel engine was still installed?
These are my thoughts.
- As a Graduate Control Engineer, I wouldn’t be surprised that Hitachi have a strategy to do this with a tri-mode version of the Class 810 train.
- Hitachi have already announced the Class 820 train for Grand Central Trains and this is a tri-mode version of their InterCity Express, which is described in this Wikipedia entry.
- As Grand Central have said that the Class 820 trains, will be replacing the Class 180 trains, that run to Bradford Interchange and Sunderland, a tri-mode Class 810 would surely be able to run to Sheffield.
Could East Midlands Parkway Station Be Used For Opportunity Charging?
This Google Map shows East Midlands Parkway station with the massive derelict Radcliffe-on-Soar coal-powered power station alongside.
Note.
- The Midland Main Line running North-South across the map.
- East Midlands Parkway station on its Western side.
- The derelict Radcliffe-on-Soar coal-powered power station on its Eastern side.
A vast site like this must have uses.
I asked Google AI,”What Are The Plans For Radcliffe-on-Soar Power Station?” and received this reply.
The former Ratcliffe-on-Soar power station site is undergoing a multi-year decommissioning and demolition process, lasting until at least 2030 or 2031, to be transformed into a zero-carbon technology, energy, and advanced manufacturing hub.
Key details of the redevelopment include:
Site Vision: The 273-acre brownfield site has been earmarked to become a major business hub focused on advanced manufacturing (e.g., electric car batteries), low-carbon energy production, energy storage, and AI-driven data centres.
Economic Status: The site is a core component of the East Midlands Freeport, which offers significant financial incentives to attract business investment and create an estimated 7,000 to 8,000 jobs.
Demolition Timeline: The first demolition works are expected to begin in 2026, with the iconic cooling towers and main chimneys scheduled for controlled demolition between 2029 and 2030.
Planning Framework: A Local Development Order (LDO) granted by Rushcliffe Borough Council is in place to fast-track the planning process for these modern, green-focused industrial uses.
As the site will need to be supplied with a reliable energy supply for some of the proposed uses, I suspect power could be supplied to electrify the lines through East Midlands Parkway station, so that trains going to the North could take the opportunity to have a Formula One-style “Splash-and-Dash!”
Would Opportunity Charging At East Midlands Parkway Station Allow Extra Destinations?
Holders of the East Midlands Franchise have in the past, served other destinations in the past, either with regular services or engineering or seasonal diversions.
Possible destinations could be.
Cleethorpes
Distance to South Wigston – 112.4 miles
Doncaster
Distance to South Wigston – 108.1 miles – But could top up at Doncaster.
Rotherham Central
Distance to South Wigston – 102.2 miles
Scunthorpe
Distance to South Wigston – 112.4 miles
Is This The Problem At Bedford With The East West Railway?
The East West Railway certainly has problems at Bedford.
These two posts seem to be creating an impasse on getting the railway built and/or operational.
So I took a quick look at the rail lines in the rail around and trough Bedford, as shown in this OpenRailwayMap.
Note.
- The Midland Main Line runs down the left hand side of the map.
- Bedford station is marked by the blue arrow,
- The East Coast Main Line runs down the right hand side of the map.
- Stations on the East Coast Main Line from North to South are St. Neots, Sandy, Biggleswade and Arlesey.
- The East West Railway is planned to connect to the East Coast Main Line at a new station at Tempsford , which will be South of St. Neots.
- The original connection was to be at Sandy.
- There used to be a railway between Bedford and Sandy.
- This railway between Bedford and Sandy, was the Varsity Line and I write about its current status in Is The Varsity Line Trackbed Between Bedford And Sandy Still There? – No, is the only answer.
- In Did Beeching Recommend Closure Of The Varsity Line?, I find out that he didn’t and it was totally the fault of Labour Politicians; Barbara Castle and Tom Fraser, with perhaps some help from Harold Wilson. Were they jealous that Oxford and Cambridge had a better link than the non-existent one across the North?