North-East-Based Turntide Receives Initial Battery Production Order From Hitachi Rail For Arriva’s Grand Central Intercity UK Battery Trains
The title of this post, is the same as that of this news item from Turntide Technologies.
This is the sub-heading.
New batteries to enable greener train operations to remove over 600 engines on existing trains, offering lower cost of operations, more range, and path to zero-emissions travel.
These are the initial three paragraphs, that add more detail.
Turntide Technologies (Turntide), a global leader in electrification and hybridisation solutions and a long-standing North East manufacturer, received its first order from Hitachi Rail to begin production of its next-generation modular battery system for the first U.K.-manufactured battery trains for Arriva’s Grand Central.
First announced on July 2, 2025, this partnership involved an R&D component and has officially moved into production with the potential to support either new battery trains or retrofitting over 600 engines on existing Hitachi Rail U.K. fleets.
This new battery system will allow for lower cost of operations, extended range, and a path to zero-emission travel, while reducing reliance on fossil fuels and improving air quality and noise pollution. Turntide’s bespoke batteries are designed to deliver even greater power density in the same footprint of a diesel engine. This battery production is an advanced manufacturing milestone for Arriva’s Grand Central new fleet, which is being built in Newton Aycliffe, County Durham by Hitachi Rail.
In Are Hitachi’s Tri-Mode Trains Exceeding Expectations?, I said this.
I asked Google AI, the question in the title of this post and received this answer.
Yes, Hitachi’s tri-mode (battery-hybrid) trains are exceeding expectations, particularly following successful trials in the UK in late 2024. Trials of the battery-equipped Class 802/2 demonstrated superior performance to initial forecasts, leading to a £300 million order for a new fleet to be delivered in 2028.
Key findings from trials and operational expectations:
Performance Exceeded: The trial, conducted with TransPennine Express and Angel Trains, showed fuel cost savings of 35%–50%, surpassing initial predictions of up to 30%.
Operational Capability: The battery technology enabled trains to reach speeds greater than 75 mph and provided enough range for zero-emission, silent running in and out of stations, significantly reducing noise and improving air quality.
Energy Efficiency: The battery matched the weight of a diesel engine, meaning no extra track degradation.
Future Impact: The success of the trial led to an order from Arriva Group for a new fleet for Grand Central services, which will increase seating capacity by 20% and are expected to significantly reduce carbon emissions.
These trains, designed to run on electric, battery, or diesel power, are part of a push to modernize rail services, with the technology allowing for the gradual elimination of diesel-only operation on certain routes.
In The Data Sheet For Hitachi Battery Electric Trains, I came to these conclusions.
- The battery pack has a capacity of 750 kWh.
- A five-car train needs three battery-packs to travel 100 miles.
- A nine-car train needs five battery-packs to travel 100 miles.
- The maximum range of a five-car train with three batteries is 117 miles.
- The maximum range of a nine-car train with five batteries is 121 miles.
Hitachi have seen my figures and told me they’re not far out.
As battery technology gets better, these distances will increase
What Battery Range Do Arriva Grand Central Trains Need?
Arriva Grand Central Trains currently run services to Bradford Interchange and Sunderland and hope of adding services to Cleethorpes.
All services would go between Doncaster and Kings Cross, with some stopping additionally at Peterborough.
The lengths of unelectrified track on each route is as follows.
- Bradford Interchange – Shaftholme junction and Bradford Interchange is not electrified – 47.8 miles
- Cleethorpes – Doncaster and Cleethorpes is not electrified – 52.1 miles
- Sunderland – Northallerton and Sunderland is not electrified – 47.4 miles
Note.
- Bradford Interchange station is on a tightly hemmed-in site and putting charging infrastructure in the station might be difficult.
- All Bradford Interchange services will soon be passing electrification at Mirfield station, so there may be scope for a quick charge and continue.
- Cleethorpes station is an open-air station with four platforms.
- I believe it is likely, that Cleethorpes station will also be a destination station for other battery-electric trains from LNER, Northern Trains and TransPennine, so I would suspect that charging facilities will be installed.
- Cleethorpes station could be an ideal location for one of Siemens’ Rail Charging Converters.
- Sunderland station is underground and has a unique layout where both platforms are electrified for the Metro. It is all explained in the Wikipedia entry for the station.
- The Wikipedia entry shows an open-air siding without electrification. One possibility would be for the Class 820 trains to park there and use their on-board diesel to top-up the batteries, so they could reach Northallerton.
- It appears that Grand Central visit Ryhope Grange Sidings between arriving and leaving for King’s Cross. The trains could have their batteries topped up there if needed.
It does look like a five-car train with a battery range of at least 105 miles would be able to handle these three routes.
The Arriva Grand Central Trains Fleet Are Now Class 820 trains
They have a Wikipedia entry.
The order was for nine trains of five cars.
- Wikipedia describes them as tri-mode trains.
- I believe they will have three battery packs and one diesel generator.
- Three battery packs should give a range of 117 miles.
- Google AI says that on one diesel generator, these trains can limp home at 60 miles per hour.
- Google AI says that the diesel generator will be able to charge the batteries at the destination station?
- From comments on the Internet, it appears that Hitachi have a very clever train control system, that ekes out the available power.
It looks to me that Hitachi have designed a train that can handle an unelectrified branch line of up to 60 miles or 120 miles if there are charging facilities at the destination station.
Did LNER And TransPennine Express Not Want To Be First With Battery-Electric Intercity Trains?
Consider.
- TransPennine and LNER are under government control.
- TransPennine provided the train for the testing, so they must know all the results and their drivers, who were probably involved certainly do.
- LNER must have the best initial route in King’s Cross and Lincoln, where only the last 16.6 miles, between Newark and Lincoln is not electrified.
- Surely, both companies should have been given at least one of the first batteries, so they could start training staff in how to use and service the batteries.
I have also totalled how many existing diesel power-packs are in existing Hitachi trains and it is 759.
This figure surprised me, as the sub-heading in the Turntide news item said the number of engines in existing trains was over 600. But then East Midlands Railway are still introducing their fleet of 33 x Class 810 trains, which have a total of 132 engines, and 627 could be described as over 600 engines.
How Much Would A Turntide Battery-Pack Cost?
Consider.
- This is a bespoke product for Hitachi.
- Hitachi have stated that the weight is the same as a diesel-pack, so that track-access rules and charges won’t change.
- As a Control Engineer, I wouldn’t be surprised, that the battery-pack is designed to tell the train control system, that it is a diesel power pack. So it acts just like one!
- In the 1960s, I was designing, building and installing transisterised control systems to replace electronic valve and relay equipment in a rolling mills. The two generations of control systems were interchangeable. Are diesel-packs and battery-packs the same?
- Why did Hitachi choose a small supplier in Gateshead, rather than one of a number of capable companies in Japan? You don’t go halfway around the world, if the quality is available locally.
- Deployment of these trains, will avoid the cost of scores of miles of overhead electrification.
- A lot of routes won’t even need chargers at the remote destination, as the range will be sufficient for an out and back journey from the current electrification.
- Fuel cost savings of 35%–50% were achieved in development testing.
- I have ridden in three battery-electric trains. All were mouse quiet. Will that increase ridership?
I believe these batteries are no ordinary batteries. So they won’t come cheap!
I wouldn’t be surprised that the cost of each battery-pack between a half-a-million pounds and a million pounds, with support.
Will These Trains Create Growth In The Economy?
I have ridden in all current variants of the Hitachi Intercity Express Trains, with the possible exception of the Class 805 train and as each version has been introduced, they are no worse, but often better than previous versions.
I have had two or maybe three return trips to Nottingham and Sheffield in the latest variant, which is East Midlands Railway’s Class 810 train.
This is without doubt the pick of the bunch.
I therefor believe that if this continuous improvement carries on, that the new Class 820 train, that has been ordered by Grand Central will be even better.
- My experience of battery-electric trains, says it will be quieter.
- The environment of stations will be improved.
- Train fuel costs will be reduced.
- I believe that ridership will be increased, as people will be intrigued by a 125 mph train running on batteries.
- The trains will have the ability to divert via Lincoln using the GNGE Diversion on the East Coast Main Line during engineering works.
- Because of their regenerative braking, the trains should be able to do very quick extra stops at intermediate stations.
- New routes will be developed.
- Less ugly electrification will be erected on scenic routes like Settle and Carlisle, and across the Highlands of Scotland.
I believe strongly, that at the end of the day, that battery-electric trains will increase the profits of operators and Network Rail, and reduce the cost to the taxpayers of the railways.
Grand Central’s New Trains Will Improve Services
All these stations will be served by the new Class 820 trains.
- Barnetby
- Bradford Interchange
- Brighouse
- Cleethorpes
- Doncaster
- Eaglescliffe
- Grimsby
- Habrough
- Halifax
- Hartlepool
- Low Moor
- Mirfield
- Northallerton
- Peterborough
- Pontefract Monkhill
- Scunthorpe
- Seaham
- Sunderland
- Thirsk
- Wakefield Kirkgate
- York
Passengers should notice the following from the new Grand Central trains.
- A quieter ride.
- Less vibration.
- Slightly faster services due to faster stops at stations.
- No diesel smoke and much less noise from trains in stations.
Note.
- Cross Country, Hull Trains, LNER, Lumo, TransPennine Express and other operators will come under pressure to follow suit.
- Batteries, will not have the power for freight trains, so will we see a new generation of hydrogen freight locomotives?
But will the improved services bring that exclusive growth to the economy?
Only time will tell!
Private And Public Operators
In the UK, we have.
- Private open access operators like Grand Central, Hull Trains and Lumo, who can buy trains on a loan from a leasing company.
- Public operators like LNER and TransPennine Express, who probably have to get sign off from the Treasury.
- Several companies like Great Western Railways and East Midlands Railway, who are soon to be taken over by Great British Railways, who are stuck in a sort of limbo.
My late friend ; David, who rose to the highest level in banking in the UK, would have come up with a solution.
He would probably have said, that there’s is very little difference between the groups of operators.
- The train services they offer vary only on destinations and prices.
- The ticketing system is now unified, so if you turn up at the last minute and want to go to Newcastle and Lumo and LNER both have tickets, you are offered a choice and you can pick the one that’s best for you.
- All services will soon be running similar battery-electric trains, fprobably from the same Hitachi factory in Newton Aycliffe.
- Food and beverage service is not competitive and could be improved.
- Staff are probably on similar employment agreements.
So why shouldn’t Great British Railways be able to lease trains and even battery packs from companies like Angel Trains, who are funding the trains for Grand Central?
It might get more battery trains running on tracks all over Great Britain sooner than it appears they will now!
Lumo Doubles Capacity On Trip From Edinburgh To London
The title of this post is the same as that of this article on the Northern Echo.
This is the sub-heading.
A rail operator Lumo has set a new benchmark for greener intercity rail travel after operating the highest capacity domestic intercity train in the UK and filling every seat
This first paragraph adds more details.
This one-off 10-coach electric service, which ran on July 4 and carried 772 passengers in each direction between Edinburgh, Newcastle and London, saw more than 1,540 people onboard the record-breaking return service.
If you look at the original article, there is a lot more text and two spectacular pictures of the 10-coach train crossing rivers.
Ten-Car Hull Trains
Hull Trains, who are a sister company of Lumo, have been running ten-car trains for some time.
I wrote about them in April 2023 in Ten-Car Hull Trains.
WSMR Plans Alstom-Built Bi-Mode Sets If Open Access Bid Approved
The title of this post, is the same as that of this article on Rail magazine.
This is the sub-heading.
Wrexham, Shropshire & Midlands Railway (WSMR) has said it will invest in new Alstom battery-electric bi-mode trains if its open access application is successful.
These three paragraphs add some more details.
In December the Alstom-backed operation resubmitted its application to run between the North Wales city and London Euston via Shrewsbury and Walsall after its initial bid was rejected by the Office of Rail and Road (ORR) last year.
In a letter to the regulator and Network Rail, Mobilisation Director Darren Horley said: “Should our application be successful, WSMR will work alongside its parent company, Alstom, and will commit to invest in a new bi-mode battery-electric fleet based on the Adessia platform – Alstom’s new generation passenger train designed specifically for the UK market.
“Initial discussions regarding the procurement of a small new fleet have already commenced with Alstom and a financier.”
The Adessia will be a high speed version, with a maximum speed of 125 mph or 200 kph.
I have some thoughts.
How Much Of The Route Is Without Electrification?
In Alstom Plans To Operate Its Own Passenger Train Service In The UK For The First Time, I gave these distances of the sections of the route.
- Euston and Nuneaton – 96.7 miles – electrified
- Nuneaton and Walsall – 26.7 miles – electrified
- Walsall and Wolverhampton – 6.7 miles – electrified
- Wolverhampton and Shrewsbury – 29.7 miles
- Shrewsbury and Wrexham General – 30.3 miles
That looks like there are sixty miles in each direction without electrification.
Either the trains would have a battery range of 120 miles or a battery range of over 60 miles with charging at Wrexham General station, which is shown in these pictures.
Note.
- Wrexham General station has four platforms. Two are a pair of long through platforms and there are also a separate long and a short through platform.
- The station is step-free.
- The last four pictures are Platform 4.
This OpenRailwayMap shows the platform layout at Wrexham General station.
Note.
- The blue arrow is between the two through Platforms 1 and 2.
- Platform 3 is the platform in the middle.
- Platform 4 is the platform on the left.
An overhead charging rail could be used on Platforms 3 and/or 4, as has been used at Caerphilly station.
The overhead charging rail could also charge other Wrexham General services.
Prospective Routes
I would expect that there would be a need for such a train on the following UK routes.
- CrossCountry – Class 221 train replacement.
- East-West Rail – New fleet.
- Southeastern – London and Hastings.
- ScotRail – Inter7City replacement.
- South Western Railway – Class 158 and Class 159 train replacement.
- Transport for Wales – Some diesel services.
There would be probably be other services too!
Will The Service Call At Willenhall, Darlaston And Walsall?
This OpenRailwayMap shows the three stations.
Note.
- Willenhall station is in the North-West corner of the map.
- Darlaston station is marked by the blue arrow.
- Walsall station is in the North-East corner of the map.
- Tame Valley Parkway station is in the South-East corner of the map.
- It might also be a good idea to call at the Parkway station.
- Red tracks are electrified.
- To call at all four stations will need a reverse at Walsall.
There may be some thinking to do, on the best calling pattern in Walsall.
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.
Direct London Trains ‘Could Start In 2026’
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A new train company is hoping its proposals for new daily services from Shropshire to London Euston could begin towards the end of 2026.
Wrexham, Shropshire and Midlands Railway (WSMR), which is led by international rail firm Alstom, submitted a new bid at the end of last year to provide four daily trains.
These two paragraphs add detail to the story.
The county has not had a direct train link to the capital since Avanti West Coast stopped its single daily service in 2024 because of low passenger numbers.
The move has been welcomed by regular commuter Charlotte Foster, who lives on the Welsh border. She said a direct service would save her the stress of missing a connection or catching a train elsewhere.
These are my thoughts on this proposal.
I wonder If Alstom Will Be Using This route To Trial Hydrogen-Powered Trains?
Consider.
- The route was a failure for Virgin Trains.
- Perhaps the curiosity value of hydrogen-trains will generate sufficient traffic.
- Hydrogen-electric trains will be very quiet. Those in Germany are hydrogen-electro-mechanical and very noisy.
- The trains will be based on the proven Aventra platform.
- I reported on Alstom’s hydrogen trains for the UK in Alstom Plans To Operate Its Own Passenger Train Service In The UK For The First Time.
- Perhaps Alstom feel that an extended test will convince passengers that the trains are a good idea.
- An extended test would give proper costings for Great British Railways and prospective open access operators.
The map downloaded from the BBC article shows the route.
Note.
- There are eight intermediate stops.
- Euston and Wolverhampton is 124.9 miles and fully electrified.
- Wolverhampton and Wrexham General is 59.9 miles and is not electrified.
- The section of the route without electrification at 120 miles return might need some new electrification for battery-electric trains, but from their experience in Germany, I suspect that Alstom, will know how to cover the route using hydrogen-hybrid trains, which would use the existing electrification between Euston and Wolverhampton.
This picture shows a visualisation of a possible Alston hydrogen train, which would probably be built in Derby on an Aventra platform.
Note.
- It could be up to five-cars long.
- I suspect Alstom could give the train a 125 mph cruising speed, so it could mix it with all the express trains between Euston and Wolverhampton.
- The trains would have a very long range on hydrogen.
- Hydrogen trains could certainly handle a round trip between Wolverhampton and Holyhead on a single fuelling.
- Hydrogen fuelling is likely to be setup at Cemex at Wrexham and the Port of Holyhead.
I think it could be an ideal trial route for hydrogen trains.
But also it could bring growth to the towns and cities between Wolverhampton and Holyhead.
Would Alstom’s Hydrogen-Hybrid Trains Be Suitable For Other Routes?
Most Certainly!
In the first place, the route could be extended to Holyhead, which would surely bring growth to the towns and cities between Wolverhampton and Holyhead.
This would create a zero-carbon route between London and the Island of Ireland.
But around the UK, there would be other routes.
I can envisage these routes being run by hydrogen-hybrid trains.
- London Waterloo and Exeter – Third-rail operation
- London Bridge and Uckfield – Third-rail operation
- London Bridge and Hoo – Third-rail operation
- East Coastway and Marshlink Lines – Third-rail operation
- Scotland – Replacement of Inter7City trains and filling in the gaps in electrification.
Note.
- Some areas already have or have plans for hydrogen supply networks.
- With the exception of supplying hydrogen, very little infrastructure would be needed.
- Hydrogen trains should be fairly quiet.
- Hydrogen trains don’t create much disruption, when they are installed.
Aventras have been fairly well received and can be between three and nine cars.
WSMR Resubmits Formal Application To The ORR
The title of this post, is the same as that of this press release from Wrexham, Shropshire and Midlands Railway.
These three paragraphs give full details of the application.
Wrexham, Shropshire and Midlands Railway is committed to delivering the connectivity that communities across Wales and England need and deserve. Our resubmitted application reflects stakeholder feedback and demonstrates how we’ve listened to MPs and regional partners who urged us to reapply.
This application differs from our previous submission, which includes us requesting fewer train paths and offering an additional stop at Wellington, enhancing connectivity for people in Shropshire. Furthermore, by making better use of available capacity – including paths that have been released and remain unused – we aim to strengthen regional links and support economic growth.
WSMR’s new open access service will provide faster, more convenient travel options for passengers in Wrexham, Shrewsbury, Wellington, Telford, Walsall and beyond, improving access to jobs, education and leisure opportunities. We remain committed to introducing this service for the regions we serve and delivering benefits for communities along the route.
Note.
How Will The East Coast Main Line Timetable Change Affect Sheffield?
This article in the October 2025 Edition of Modern Railways is entitled Industry Gears Up For December ECML Timetable Change.
This is the first paragraph.
Major changes are planned to trains along the East Coast main line from 14 December as the long-heralded timetable takes effect.
In this post, I will see how the changes detailed in the article in Modern Railways will affect Sheffield and Doncaster.
Aberdeen-Edinburgh
This is said about Aberdeen and Edinburgh services.
Monday-Saturday services will not change between Aberdeen and Edinburgh, with all intermediate stations served at similar times.
The LNER service to and from King’s Cross will call additionally at Doncaster, Newark Northgate and Peterborough; the last LNER Monday-Friday departure from Aberdeen will terminate at Doncaster instead of Leeds, and the first LNER Monday-Saturday train to Aberdeen will start from King’s Cross at 05:48 instead of Leeds.
Note.
- An hourly fast train between Edinburgh and King’s Cross will have a journey time of 4 hours and 10 minutes, which is a saving of at least 12 minutes.
- There is an Aberdeen-Manchester air service, but no Edinburgh-Manchester or Leeds-Scotland air services.
- In Could London And Central Scotland Air Passengers Be Persuaded To Use The Trains?, I speculated about how air passengers could be tempted to use the trains between London and Central Scotland.
- It looks to me, that LNER are strengthening their services between Doncaster and Scotland.
- Will that 05:48 King’s Cross departure for Aberdeen, enable a working day in Aberdeen and return?
Is LNER’s aim to get travellers to use the trains between Doncaster and Scotland, as an alternative to driving or trains from Leeds?
Alnmouth and Berwick
This is said about Alnmouth services.
Quicker LNER journey times are promised to stations South of York, with King’s Cross-Alnmouth journey times up to 15 minutes quicker.
More TPE trains will run between Newcastle, Morpeth, Alnmouth, Berwick, Reston, Dunbar, East Linton and Edinburgh Waverley.
The number of trains calling at Durham on weekdays will fall from 18 to 13 Southbound and from 15 to 10 Northbound.
This is said about Berwick services.
LNER trains will call every two hours during the middle of the day, and the number of weekday trains to King’s Cross falls from 15 to 11 Southbound with a 13 to nine fall Northbound. More TPE trains will call.
Note.
- Lumo serves Newcastle, Morpeth and Edinburgh.
- Reston and East Linton are new stations.
- The stations between Newcastle and Edinburgh need adequate parking to attract commuters.
It looks to me, that LNER are timing the trains to attract day trips along the East Coast Main Line.
Bradford Forster Square/Interchange
This is said about Bradford Forster Square services.
The number of weekday trains will remain as per May 2025, but on Sundays, the number of trains serving Forster Square increases from two to six each way on a two-hourly interval. LNER stopping patterns change, with fewer trains calling at Peterborough and none at Grantham or Retford.
Trains currently stop at Peterborough, Doncaster, Wakefield Westgate, Leeds and Shipley, but surely a more regular six trains per day (tpd) is preferable.
This is said about Bradford Interchange services.
At Interchange, Grand Central Trains will run at different times to the May 2025 timetable, with King’s Cross journeys up to 20 minutes quicker. One GC each way will call at Peterborough, while some will stop at Pontefract Monkhill on Sundays for the first time.
Note.
- Trains currently stop at Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor
- Is the twenty minutes time saving due to the new digital signalling to the South of Doncaster?
- Is this another open access operator being allowed to do what they do best?
This looks to be a very useful service, which serves several stations, with no other service to London.
Doncaster
This is said about Doncaster services.
Additional trains calling at destinations including Birmingham New Street, Sheffield, York, Newark and Berwick-upon-Tweed. LNER Aberdeen/Inverness trains will call at Doncaster. EMR trains will be retimed at Doncaster to provide better connections with LNER’s revised timetables, but journeys from Doncaster to Sleaford and Spalding will require a change at Lincoln. This change has been made to “enable improved connections” at Peterborough, Sleaford, Lincoln and Doncaster. The number of trains calling at Stevenage falls from 24 to 19 Southbound and 24 to 21 Northbound, with Grantham stops dropping by seven trains to 28 Southbound and 4 to 29 Northbound.
If CrossCountry Trains were to switch their trains to Hitachi InterCity Battery trains, I believe that a version of these trains could handle routes like Plymouth and Aberdeen.
- This would speed up services.
- Trains would run close together and thus increase capacity.
- Services could even be faster.
So expect a replacement order for CrossCountry Trains diesel multiple units soon.
Glasgow
LNER gave up serving Glasgow Central from King’s Cross in the December 2024 timetable change.
In Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow, I talked about Lumo extending their King’s Cross and Edinburgh service to Glasgow Central station.
Hull
This is said about Hull services.
On Mondays-Fridays, Hull Trains will provide an extra train from London.
The LNER Monday-Friday Hull-Doncaster train will be withdrawn;
Northern will operate a 20:25 departure to Doncaster; calling at Brough and Selby.
Note.
- It looks like Great British Railways have surrendered Hull and Beverley to Hull Trains.
- Hull Trains are converting their Class 802 trains to battery-electric power.
- It is likely that Hull Trains upgraded trains will be able to use the Great Northern and Great Eastern Joint Line via Lincoln on battery power.
The new timetable appears to be ready for the future of Hull Trains.
Leeds
This is said about Leeds services.
LNER services will depart to King’s Cross at xx.10 and xx.40.
Northern will introduce an extra mostly hourly service between Leeds and Sheffield calling at Wakefield Westgate. They will depart about 30 minutes earlier or later than the CrossCountry service.
Note.
- I would expect the two King’s Cross and Leeds services which would both stop at Doncaster and Wakefield Westgate would set the timings between Doncaster and Leeds.
- Currently, of the four trains that run to and from Leeds every two hours, two are planned to terminate at Leeds, one at Harrogate and one at Bradford Forster Square.
- There is also a daily service between King’s Cross and Skipton via Leeds.
- I can envisage another service between King’s Cross and Ilkley via Leeds, Kirkstall Forge, Guiseley, Burley-in-Wharfedale and Ben Rhydding.
- I can envisage another service between King’s Cross and Huddersfield, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield and Deighton.
- I can envisage another service between King’s Cross and Hebden Bridge, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield, Sowerby Bridge, Mytholmroyd and Brighouse.
- An alternative to Hebden Bridge would be Rochdale, which already has four platforms and is on the Manchester Metrolink
- It appears that Bradford Forster Square, Harrogate, Huddersfield, Leeds and Skipton stations can turn nine or ten-car trains and Ilkley can turn five-car trains.
- I also believe that one of Hitachi’s InterCity Battery trains could use battery power to take the spectacular Settle and Carlisle Line to Carlisle or even Glasgow Central.
- If needed pairs of five-car trains could split and join at Leeds, with one train waiting at Leeds and the other train going on to another destination.
- The CrossCountry and Northern Trains services on the Sheffield and Leeds route via Doncaster and Wakefield Westgate would probably need to be modern battery-electric trains to maximise the capacity on the route.
There certainly seem to be opportunities to give a number of stations in Yorkshire an all-electric service to King’s Cross with a two-hourly frequency, in a time of a few minutes over two hours.
Lincoln
This is said about Lincoln services.
One more LNER train from King’s Cross will run, with the first train arriving earlier and the last train later. There will no longer be an LNER train serving Stevenage with passengers having to change at Newark Northgate or Peterborough. An improved service will run to and from Nottingham, with an increase from one to two trains per hour on Mondays-Saturdays. An hourly service will run to Crewe, and a new Matlock-Nottingham-Lincoln-Cleethorpes service will run. EMR will cease all bar morning peak direct trains to/from Leicester. Newark Northgate-Lincoln trains will be reduced from five to four on Mondays-Fridays, eight to four on Saturdays and ten to eight on Sundays.
Note.
- Travellers between Lincoln/Nottingham and the North/Scotland will have two trains per hour to Newark Northgate, where there will be two tph to the North/Scotland.
- The hourly Crewe service will give access to Liverpool Manchester and the West Coast Main Line.
- Will there still be a Liverpool and Norwich service or will this be replaced by East-West Rail?
There seems to be a big sort out to EMR services.
Newcastle
This is said about Newcastle services.
The number of trains serving King’s Cross increases from 35 to 53 Southbound on weekdays and from 36 to 52 Northbound. One train every hour will run non-stop to York. More TPE trains will run Northbound (see Alnmouth and Berwick), while Northern is retiming services on the Northumberland Line in anticipation of Northumberland Park and Bedlington stations opening in early 2026. A semi-fast hourly service between Newcastle and Middlesbrough will run on Mondays-Saturdays and there will be an hourly stopping service between them.
Note.
- There will be a big increase in services between King’s Cross and Newcastle.
- Is the aim to persuade travellers to use trains rather than airlines?
- LNER also runs one train per day (tpd) between King’s Cross and Middlesbrough.
- Grand Central Trains will be running at a frequency of six tpd between King’s Cross and Sunderland via Thirsk, Northallerton, Eaglescliffe, Hartlepool and Seaham.
Hull appears to have been left to Hull Trains and Glasgow to Lumo, and Sunderland appears to be left for Grand Central Trains.
Conclusions
I am coming to some conclusions about services on the East Coast Main Line, with respect to Sheffield.
Doncaster Is A Well-Equipped Station
Doncaster is the nearest station to Sheffield on the East Coast Main Line.
- Over the last few years, Doncaster station has been improved.
- It has a subway with a more than adequate number of lifts.
- The station has nearly 600 parking spaces.
- There is a taxi rank.
- There is no Marks & Spencer’s food store, which is important for a coeliac like me.
- There are thirty bus stands close to Doncaster station.
- Doncaster station is well-equipped with cafes, a pub and coffee stalls.
- All trains to Aberdeen, Bradford Forster Square, Bradford Interchange, Edinburgh, Hull, King’s Cross, Leeds, Sheffield and Wakefield seem to stop at the station.
- There are several local trains per hour.
- Changing trains is not a strenuous exercise.
Doncaster is one of the UK’s better regional stations.
Doncaster Needs A Connection To The Sheffield Supertram
One of the first things, I do when I arrive in a strange town or city is look for the local public transport network.
In 2019, Sheffield published an ambitious plan for their tram network, which I wrote about in Sheffield Region Transport Plan 2019 – Doncaster Sheffield Airport.
The post contained this map, of Sheffield’s plans for the trams.
Doncaster and Doncaster Sheffield Airport are connected to the current end of the tram-train route at Rotherham Parkgate.
This OpenRailwayMap shows the rail lines between Rotherham Parkgate and Doncaster.
Note.
- Doncaster station is in the North-East corner of the map.
- Rotherham Central station is in the South-West corner of the map.
- The blue arrow in the South-West corner indicates Rotherham Parkgate tram stop.
- Swinton, Mexborough and Conisbrough stations can be picked out.
- The dotted red line running North-South across the map is the route of the ill-fated Eastern Leg of High Speed Two.
It is a simple application of tram-train technology to connect Doncaster station and Doncaster Sheffield Airport to the Sheffield Supertram.
With all the comings and goings on the East Coast Main Line at Doncaster station, I believe that the tram-train connection to Sheffield and Rotherham is essential.
The Cities Of Bradford, Doncaster, Leeds, Sheffield and Wakefield Can Have a High-Frequency Rail Connection
Consider.
- Four stations are all step-free with a bridge or subway served by lifts.
- Bradford Forster Square station has level access to the platforms from the street.
- The rail lines between the five stations are electrified, with the exception of Sheffield and Doncaster.
- Services between the cities are run by CrossCountry Trains, Grand Central Trains, Hull Trains, LNER and Northern Trains.
- Most maximum speeds are not unduly slow.
Consequently the five cities can have a high-frequency rail connection in excess of four tph.
Could this be the basis of a Five-Cities Metro?
Open Access Services
There are six open access services running on the East Coast Main Line.
- Grand Central Trains – King’s Cross-Bradford Interchange via Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor – 4 tpd
- Grand Central Trains – King’s Cross-Sunderland via Peterborough, York, Thirsk, Northallerton, Eaglescliffe and Hartlepool – 6 tpd
- Hull Trains – King’s Cross-Hull via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough – 4 tpd
- Hull Trains – King’s Cross-Beverley via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough, Hull and Cottingham – 2 tpd
- Lumo – King’s Cross-Edinbugh via Stevenage, Newcastle and Morpeth – 5 tpd
- Lumo – King’s Cross-Glasgow Queen Street via Stevenage, Newcastle, Morpeth, Edinburgh and Falkirk High – 2 tpd
Note.
- tpd is trains per day.
- All seem to serve an exclusive area, except Lumo.
- In a couple of years, all could be using Hitachi trains.
- I suspect some services will swap their diesel generators for batteries.
Battery-power would allow some services to be zero-carbon, even when using the GNGE diversion.
Batteries Ordered For Grand Central Inter-City Trains
The title of this post, is the same as that of this article on Railway Gazette.
These three paragraphs add detail to the article.
Hitachi Rail has selected Turntide Technologies to supply lithium iron phosphate batteries for use on electric-diesel-battery hybrid inter-city trainsets it is to build for Arriva’s open access operator Grand Central.
Nine five-car trainsets are to be manufactured at Hitachi Rail’s Newton Aycliffe factory for delivery in 2028 under a order placed by leasing company Angel Trains in March.
Under the latest agreement announced on July 2 Hitachi Rail will place orders worth nearly £10m for Turntide to continue with R&D and supply next-generation LFP batteries, which are designed to be smaller and more powerful than previous lithium-ion batteries. The Safety Integrity Level 2 and IEC 61508 compliant battery management system will detect and mitigate hazards and meet the IEC 62243 cybersecurity standard.
There is also this paragraph, which describes the benefits of the trains.
The battery technology is expected to cut the Grand Central trains’ emissions and fuel consumption by around 30%, with the trains entering and exiting stations in zero-emission mode to improve air quality and reduce noise in urban centres.
Angel Trains, Grand Central, Hitachi Rail and Turntide Technologies seem to be playing this all carefully, as I suppose that they don’t want to be left with a large problem, if the current government decides to take over open access services.
Network Rail Objects To Wrexham To London Service
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Concerns have been raised about plans for a direct rail service between Wrexham and London, including fears over safety at level crossings.
These three paragraphs add details to the story.
Network Rail warned the line was already congested and there was not enough timetable capacity for extra services.
In a report, it said increased use would raise the risk of a collision at crossings along the route and that it could not support the application, put forward by a new open-access rail operator called the Wrexham, Shropshire and Midlands Railway (WSMR).
The new service would link Wrexham, Gobowen, Shrewsbury, Walsall and Coleshill up with the capital.
This Google Map shows the area of the crossing.
Note.
- Chirk station, which is fully-accessible via ramps, is at the top of the map.
- The railway between and running down the middle of the map.
- The railway has a maximum speed of 70 mph.
- The Aqueduct and the Viaduct crossing the valley of the River Ceirog together.
- The large caravan park.
- Chirk Castle Park.
If the Viaduct level crossing is in this area, it is a serious accident waiting to happen.
The BBC article says this about the crossing.
They include the Viaduct level crossing in Shropshire, which it said was “used by large groups and is also a hot spot for trespassing and fatalities”.
The operator said work would need to be carried out to make it safe.
North Shropshire MP Helen Morgan has previously spoken out on the safety of the crossing, which is close to the Chirk Viaduct.
She has written to Network Rail to request additional safety measures be put in place.
Network Rail said it had reviewed the safety of the crossing and brought forward plans to install crossing lights, which should be in place in December this year.
Note.
- I hope this is enough. But, I do know that the level crossing lights work well at Thurston station in Suffolk.
- It must help, that there is a bridge at the station.
The line between Wolverhampton and Wrexham, except for a short 15 mph section at Shrewsbury has at least a 70 mph maximum speed.
As electric trains, including battery-electric ones, have fast acceleration and deceleration would it not be possible for them to slow down for the level crossings?
This could even be done automatically using digital signalling.
Conclusion
I believe that this level crossing problem is solvable.
A Taste Of The Future
On Friday, I went to Chester and took a train home from Crewe to Euston.
It was a new Hitachi Class 805, that sped me to London, with just a stop at Milton Keynes.
This picture shows the train arriving at Crewe.
Note.
- High Speed Two it is not, but it went most of the way to Euston at 125 mph in an hour and 50 minutes.
- High Speed Two will take 56 minutes, although that is not cast in stone and steel yet.
- Crewe is one of the towns and cities, that will benefit most from High Speed Two.
But whether High Speed Two is delivered or or not, Crewe’s train service should improve in Spring 2026, as the first Lumo service on the West Coast Main Line service will be starting.
I describe the service in Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026.
This paragraph from the linked post, describes the route.
Lumo’s new route will link London Euston directly to Stirling, also calling at Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet (serving Coatbridge), Greenfaulds (serving Cumbernauld) and Larbert.
It is fully-electrified and can support 125 mph running most, if not all, of the way.
It will certainly give knowledgeable travellers options on how they travel on the West Coast Main Line.
Lumo are also proposing another open access service on the West Coast Main Line to Rochdale, which will increase travel options.
My only worry is that Heidi Alexander will cancel it, on the grounds that open access services abstract the revenue of Great British Railways.
But then after announcing the service in a reception in Holyrood, she surely couldn’t cancel it now.
On the other hand, it could be that this Labour Government has discovered that open access trains are a more affordable way of developing rail services to and from London and over longer distances.
Consider.
- Recently, Lumo has proposed open access services from London to Carmarthen, Paignton, Rochdale and Stirling.
- Recently, Arriva has proposed open access services from London to Cleethorpes, Grimsby and Scunthorpe and between Newcastle and Brighton.
- Recently, Alsthom has proposed open access services from London to Shewsbury and Wrexham.
Not one of these services will cost the government a lot of money, but Network Rail will pick up access charges.
So has Heidi Alexander seen sense and feels that it is better to allow more open access services?
Could Any Other Open Access Services Be Opened On The West Coast Main Line?
London Euston and Rochdale is planned by Lumo and I wrote about it in FirstGroup’s Lumo Seeks To Launch Rochdale – London Open Access Service.
This sentence from the linked post, gives the route.
The trains would call at Warrington Bank Quay, Newton-le-Willows, Eccles and Manchester Victoria.
Other possibilities would surely be Blackpool and Barrow-in-Furness, but Blackpool gets a three trains per day (tpd) service from Euston and frequent trains from Preston.
Barrow-in-Furness could be a very useful destination.
With increased defence spending, the shipyards will be busy.
It could be another gateway to the Lake District.
Services could be extended to Sellafield, Whitehaven and Workington.
This OpenRailwayMap shows the Cumbrian Coast Line between the West Coast Main Line and Barrow-in-Furness.
Note.
- The red tracks on the Eastern side of the map is the electrified West Coast Main Line.
- At the bottom of the map on the West Coast Main Line is Lancaster, with its station.
- The black track going West from Lancaster is the Morecambe and Heysham branch.
- The black track going West across the top of the map is the Cumbrian Coast Line.
- Barrow-in-Furness station is indicated by the blue arrow.
- The length of track without electrification on the route is less than thirty miles.
One of Lumo’s battery-electric trains would easily handle a London Euston and Barrow-in-Furness route.
Conclusion
There is obviously scope for new railway routes in the UK and some will be suitable for open access operators.
Perhaps, we need the Office of Road and Rail to be more proactive in deciding, when a route is to be served and then select an operator.
It would need to be an unbiased apolitical process, to stop an incumbent political party running trains to marginal seats, they hoped to win.
The Anonymous Widower 