The Anonymous Widower

East West Rail Unveils Next Phase For Oxford-Cambridge Growth

The title of this post, is the same as that of this press release from the UK Government.

These three bullet points act as sub-headings.

  • more frequent trains on the horizon for millions of passengers between Oxford and Cambridge as multibillion pound East West Rail project confirms next steps 
  • new rail station set to help serve upcoming Universal theme park in Bedford, as well as improvements planned for several existing stations  
  • new route delivers on the government’s Plan for Change, unlocking £6.7 billion of regional economic growth and delivering up to 100,000 new homes

These two introductory paragraphs make a few general points about the overall project, housing and jobs.

Millions of people across the Oxford to Cambridge corridor are set to benefit from more frequent trains as the East West Railway Company (EWR Co) has revealed the next steps for the second phase of the project today (19 November 2025).

As one of Britain’s largest transport projects, East West Rail forms a cornerstone of the government’s Plan for Change, unlocking £6.7 billion of regional economic growth by 2050, enabling up to 100,000 new homes and supporting tens of thousands of new jobs along the route.

These sections make some more  detailed points.

How Many Permanent Staff Will Be Employed At Universal Studios Bedford?

As many will want to live locally, this will surely encourage many to use the trains on the East-West Rail to travel to work, so this will be an important factor.

I asked Google AI, the question in the title of this section and received this answer.

Universal Studios plans to employ 8,000 permanent staff at its new resort in Bedford. This number is part of an overall total of approximately 28,000 jobs, which includes 20,000 jobs during the construction phase.

My project management knowledge is telling me that the station should be built before the theme park.

How Many Daily Visitors Are Expected At Universal Studios Bedford?

I asked Google AI, the question in the title of this section and received this answer.

The Universal Studios theme park in Bedford is expected to have 55,000 visitors on peak days from its launch, based on its plan to handle 8.5 million annual visitors. The project, planned to open in 2031, is expected to attract 8.5 million annual visitors in its first year, with numbers rising to 12 million within 20 years.

I would expect a large number of visitors and staff will probably be encouraged to come by train, just as they are at some Premier League football stadiums.

Will Universal Studios Bedford Be Marketed As A Low Carbon Theme Park?

I’m asking this question, as it seems, the railway is being upgraded make this easier.

I asked Google AI, the question in the title of this section and received this answer.

Yes, it appears Universal Studios Bedford will be marketed as having a low-carbon focus, as evidenced by its planning applications that highlight sustainability efforts. The project outlines include goals for water conservation, energy reduction and clean energy use, waste minimization, and the use of low-carbon materials, all of which will likely be part of the marketing narrative for the theme park, according to LinkedIn.

How Many Car Parking Spaces Will Be Provided At Universal Studios Bedford?

I asked Google AI, the question in the title of this section and received this answer.

The Universal Studios resort planned for Bedford will include a minimum of 7,106 parking spaces and 100 coach bays. The resort is also expected to have 250 cycle spaces and enough room for over 7,100 cars

That is a lot of car parking spaces. Hopefully, there will be a lot of car charging points.

 

Increased Train Frequency And Capacity

These two paragraphs from the press release, talk about increased train frequency and capacity.

Following extensive consultation with local communities, the multi-billion-pound project has confirmed it is exploring a series of transformative plans including increasing the proposed frequency of trains from 3 or 4 to up to 5 per hour.

These enhancements could provide up to 70% more seating across the route, easing overcrowding and speeding up boarding, as well as cutting average waiting times, improving service resilience and creating a smoother, more reliable passenger experience.

When you consider that London Overground, Merseytravel, the South Wales Metro, West Midlands Trains and other local lines in the UK consider than four trains per hour to be a minimum service, then five trains per hour is to be welcomed.

Station Improvements And New Stations

These two paragraphs from the press release, talk about station improvements and new stations..

Several other improvements across the route have also been confirmed, including new station entrances at Bletchley, Cambridge and Bedford, as well as four brand-new stations along the Marston Vale Line – the first significant investment since the 1960s.

With the current stations on the Marston Vale Line seeing some of the lowest usage in the country, the new stations will better serve local communities by providing faster, more frequent services, as well as helping to serve the upcoming Universal theme park.

I thought Bletchley, Cambridge and Bedford stations had already been substantially improved in recent years.

A New Station At Stewartby

Are the station improvements to upgrade public transport access to the Universal theme park at Stewartby station?

  • An East-West Rail service between Oxford and Stansted Airport via Bletchley, Milton Keynes Central, Stewartby, Bedford and Cambridge would give the Universal theme park all-important airport access.
  • Would an upgraded Bletchley station improve interchange between the West Coast Main Line and East-West Rail give better access to the theme park from London, the West Midlands and North-West for visitors?
  • Would an upgraded Bedford station improve interchange between the Midland Main Line and East-West Rail give better access to the theme park from London, the East Midlands and North-East for visitors?
  • An upgraded Bedford station could also be marketed as a zero-carbon route between the theme park and the Continent via St. Pancras International and Eurostar.
  • Would an upgraded Cambridge station give better access to the theme park from the East of England?

In addition four new stations on the Marston Vale Line would improve access for visitors and staff, who live locally.

Will Battery-Electric Trains Be Used On The East-West Rail?

As five major East-West Rail stations; Bedford, Bletchley, Cambridge, Milton Keynes and Reading are substantially served by main line electric trains, and it is likely that more stations will be in future, I believe that East-West Rail must either be electrified or services should be run by battery-electric trains, which would enable zero-carbon rail routes to and from London and all the city’s airports, Birmingham, Liverpool, Manchester and an increasing number of cities  in the North and Midlands of England, and Scotland and Wales.

I asked Google AI, the question in the title of this section and received this answer.

Yes, the East West Rail (EWR) project plans to use battery-electric trains as part of a discontinuous electrification strategy. This means trains will run on overhead electric power in sections where they are installed, and on onboard batteries in other sections of the route.

It does appear that discontinuous electrification and battery-electric trains will be used.

Electrification At Bedford Station

This OpenRailwayMap shows The East side of Bedford station.

Note.

  1. The red tracks are electrified and black tracks are not.
  2. The black track looping into the station from the East is the Marston Vale Line, which will connect the East-West Rail to Bedford station.
  3. At the Easternmost part of the curve is Bedford St. Johns station, which serves Bedford hospital.
  4. The Marston Vale Line services normally connect to Platform 1A at Bedford station.
  5. But it also appears trains can also use Platforms 1 and 2 at Bedford station.
  6. It also appears that that Platforms 1A, 1 and 2 are all electrified.

This picture confirms electrification in Platforms 1A and 1.

Note.

  1. Platform 1A is on the left.
  2. Platform 1 is on the right.
  3. The Thameslink train on the right is in Platform 2.
  4. Platforms 1A, 1 and 2 are all clearly electrified.
  5. Platform 1A is 81 metres long, so could accept a typical four-coach train.

Battery-electric trains with pantographs could certainly by charged in either of these two platforms at Bedford station.

Electrification At Milton Keynes Central Station

It would appear that East-West Rail services will use Platform 2A at Milton Keynes Central station.

This OpenRailwayMap shows Platform 2A at Milton Keynes Central station.

Note.

  1. The red tracks are electrified and black tracks are not.
  2. Platform 1 is the through platform on the North-East side of the station.
  3. Platform 2A is the bay platform tucked underneath Platform 1.
  4. Platform 2A is clearly electrified.
  5. Platform 2A is 124 metres long, so could accept a typical five or six-coach train.

These pictures show Platforms 1 and 2A at Milton Keynes Central station.

Battery-electric trains with pantographs could certainly by charged in Platform 2A at Milton Keynes Central station.

Electrification At Oxford Station

It would appear that terminating East-West Rail services will use Platform 1 or 2 at Oxford station.

This OpenRailwayMap shows the platforms at Oxford station.

Note.

  1. The red and black tracks are to be electrified and black tracks are not.
  2. Platforms 1 and 2 are shown in black and are likely to be used by terminating East-West Rail trains.
  3. Platforms 1 and 2 would need to be electrified to be able to charge trains.
  4. Platforms 1 and 2 would also be used by Chiltern’s London services.
  5. Platform 1 and 2 are respectively 157 and 160 metres long, so could accept a typical five or six-coach train.
  6. As Oxford and Reading is to be electrified, through East-West Rail trains could use that electrification to travel to and from Reading.

These pictures show Platforms 1 and 2 at Oxford station.

Battery-electric trains with pantographs could certainly by charged in Platform 1 and 2 at Oxford station, if the platforms were electrified.

Electrification At Reading Station

The West-facing platforms at Reading station are all electrified and longer than 120 metres, so could accept a typical four or five-coach train.

What Trains Should Be Used?

Consider.

  • There is only one battery-electric train, that has been tested on the UK rail network – The Hitachi Class 802 train or similar.
  • There is only one battery-electric train, that has been ordered – The Hitachi Class 802 train or similar.
  • The longest distance on battery, between Reading and Bedford, is probably about thirty miles.

The Government could do a lot worse than order some more Class 802 trains, that were tailored for East-West Rail.

The Hitachi Class 802 train has five-cars, which are 26 metres long.

  • It has a 125 mph operating speed.
  • It has a range of 45 miles on battery power.
  • The trains have been proven in service.
  • The trains are made in the UK.
  • The trains could handle extended routes like Birmingham and Stansted Airport or Cardiff and Cambridge.

A four-car variant of the train with a 100 mph operating speed could be an alternative.

What Will Be The Initial East-West Rail Service?

I asked Google AI, the question in the title of this section and received this answer.

The initial East West Rail service will be between Oxford and Milton Keynes/Bletchley, with passenger services delayed until at least 2026 due to a dispute over train crew roles. Freight services began in June 2025, and temporary diesel services will run until the line is electrified. The full project aims to connect Oxford and Cambridge.

Note.

  1. Stewartby station for Universal Studios Bedford will not be served by East-West Rail initially.
  2. But I suspect, that the current Marston Vale Line service will continue, with a change if needed at Bletchley or Bedford to get to Stewartby.
  3. Earlier I showed that Google AI is predicting 20,000 construction jobs at Universal Studios Bedford, which I am sure will need some form of high-capacity rail transport, if grid-lock is to be avoided in much of Bedfordshire.

Perhaps an initial fleet of four- or five-car Class 802 diesel-electric trains could be ordered and they would run the full route between Oxford and Bedford stations, with a reverse in Platform 2A at Milton Keynes station.

  • The trains would run initially on diesel.
  • By using stepping-up in Platform 2A at Milton Keynes station, I believe a two trains per hour (tph) service could surely be run.
  • Hitachi could probably deliver the trains quickly, as they have not long been out of production.
  • Those living locally would get a much improved train service from their local station to and from Bedford, Milton Keynes or Oxford.
  • A large portion of the onward connectivity of the East-West Rail would be delivered early to the benefit of locals and visitors.
  • If extra services are needed, semi-fast services could be added between Bedford and Reading with stops at Stewartby, Bletchley, Bicester Village, Oxford Parkway and Oxford stations.

When Platforms 1 and 2 at Oxford station are electrified and the trains are converted to battery-electric operation, the route could be converted to zero-carbon operation.

Virtually Nothing Is Said About The Route Of The East-West Rail Between Bedford and Cambridge South Stations Via Tempsford Station

This quote from David Hughes, CEO, East West Railway Company, is the only time, that Tempsford is mentioned in the press release.

“From a new station at Cambridge East to better access in Oxford and clear alignment through Tempsford, East West Rail is shaping the modern, sustainable transport link this region needs to thrive.”

I asked Google AI, if  the proposed route of the East-West Rail between Bedford and Cambridge South stations through Tempsford is controversial and I received this reply.

Yes, the proposed route of East West Rail between Bedford and Cambridge is controversial, with opposition from some local residents and political figures who have expressed concerns about the southern alignment through Tempsford and surrounding villages. However, East West Rail Co has selected the route north of the Black Cat roundabout as the preferred alignment, citing reasons like cost-effectiveness and fewer disruptions, while also updating designs to include a southern station entrance to connect with planned growth areas around Tempsford.

Does Government or Artificial Intelligence have precedence?

Cambridge East Station Gets A First Mention

This quote from David Hughes, CEO, East West Railway Company, is the first time, that I’ve seen Cambridge East station mentioned.

“From a new station at Cambridge East to better access in Oxford and clear alignment through Tempsford, East West Rail is shaping the modern, sustainable transport link this region needs to thrive.”

In this document on the East-West Rail Consortium web site, there is extensive talk of an A14 Parkway station.

  • The document dates from 2018.
  • Google AI can’t find any trace of the A14 Parkway station referred to in the document.
  • This article on the BBC, which was written five days ago and is entitled Additional City station Proposed By East West Rail, is the only reference on the Internet, that references Cambridge East station.
  • The BBC article also says that other proposals after consultation include a new eastern entrance for Cambridge station, locating Cambourne station closer to the town and a mined tunnel for Bourn Airfield.
  • I also have to assume that A14 Parkway has also morphed into Cambridge East station.
  • To access all my posts, that relate to A14 Parkway, click this link.

But it does seem that consultation appears to have produced an acceptable compromise.

Between Kempston Hardwick and Tempsford Stations Through Bedford

I’ve now found that OpenRailwayMap  has been updated between Bedford and Cambridge.

This first section shows the route between Kempston Hardwick and Tempsford stations through Bedford.

 

Note.

  1. Kempston Hardwick station is in the South-West corner of the map.
  2. The yellow track is the Marston Vale Line, which goes through Bedford St. Johns and Bedford stations.
  3. The red track on the West side of the map is the Midland Main Line.
  4. The red track on the East side of the map is the East Coast Main Line.
  5. The dotted red line across the top of the map will be the route of the East-West Rail.
  6. Tempsford station will be to the South-West of where the East Coast Main Line and East-West Rail cross in the North-East cornet of the map.

I hope the good people of Bedford are happier now!

Between Tempsford and Cambourne

I’ve now found that OpenRailwayMap  has been updated between Bedford and Cambridge.

This second section shows the route between Tempsford and Cambourne stations.

Note.

  1. The dotted red line across the top of the map will be the route of the East-West Rail.
  2. Tempsford station is in the South-West corner of the map on the route of the East-West Rail.
  3. The red track on the West side of the map is the East Coast Main Line.
  4. Cambourne is the village in the North-East corner of the map.

 

November 23, 2025 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , | Leave a comment

Gatwick Second Runway Plan Approved By Transport Secretary

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

This is the sub-heading.

Transport Secretary Heidi Alexander has approved plans for a second runway at London Gatwick Airport, as the government looks for economic growth opportunities.

These four introductory paragraphs add some detail.

The £2.2bn privately-financed project involves in effect moving the current Northern Runway 12 metres to bring it into regular use, as well as other developments, including extending the size of terminals.

The airport says its plans will bring jobs and boost the local economy. But there has long been opposition from campaigners and groups worried about the impact on the surrounding area.

Gatwick currently handles about 280,000 flights a year. It says the plan would enable that number to rise to around 389,000 by the late 2030s.

A government source has described the plans as a “no-brainer for growth,” adding that “it is possible that planes could be taking off from a new full runway at Gatwick before the next general election.”

Over the last fifty years, I’ve been involved in many large projects, as I used to write project management software and at one period in the 1980s, half of all the world’s major projects, were being managed by the Artemis software, that I wrote in a Suffolk attic.

I am starting this post by asking Google AI, when Gatwick’s Northern Runway was built. This was the answer I received.

Gatwick’s Northern Runway was built in 1979 by widening an existing taxiway to serve as an emergency runway. While the main runway is known as 08R/26L, the standby or emergency runway is designated as 08L/26R and is located just to the north of the main runway.

Note.

  1. 08 means that the runway is aligned at 080 degrees, which is almost due East.
  2. 26 means that the runway is aligned at 260 degrees, which is almost due West.
  3. Normally, when landing and taking off at Gatwick, your aircraft will use the Southern runway, which points to the West or Runway 26L.

This Google Map shows the layout of the airport.

Note.

  1. The longer Southern 08R/26L runway.
  2. The shorter Northern 08L/26R runway.
  3. The station in the North-East corner of the map is Horley.
  4. The station to the East of the runways is Gatwick Airport station.
  5. Both stations are on the Brighton Main Line, which runs North-South past the Airport.
  6. As when it was built, the Airport envisaged that the Northern runway would be turned into a runway that would meet all standards, I doubt there will be any problems rebuilding the Northern Runway, the required twelve metres to the North.

It was a cunning plan, when it was executed in the late 1970s and worthy of Baldrick at his best.

I do wonder, if it had been developed using Artemis!

September 22, 2025 Posted by | Transport/Travel, World | , , , , , , , , , | 1 Comment

National Grid And Emerald AI Announce Strategic Partnership To Demonstrate AI Power Flexibility In The UK

The title of this post, is the same as that of this press release from National Grid.

This is the sub-heading.

National Grid and Emerald AI are partnering to show how AI data centres can support a smarter, more flexible grid.
A UK-first live trial is planned for late 2025 on a grid connected data centre using Emerald AI’s platform.
Targeted for late 2025, the demonstration will use cutting-edge NVIDIA GPUs, to dynamically adjust energy consumption
Increased flexibility of data centre consumption can unlock capacity and accelerate connections to the electricity network.

These three introductory paragraphs indicate how the strategy partnership will work.

National Grid and Emerald AI today announced a strategic partnership to demonstrate how AI data centres can work with the transmission network to adjust their energy use in real time, making better use of existing capacity to support the UK’s growing digital needs.

The partners will deliver a live demonstration in the United Kingdom showcasing Emerald Conductor, an AI-powered system that acts as a smart mediator between the grid and a data centre, supporting flexible management of energy demand. Targeted for late 2025, the demonstration will use cutting-edge NVIDIA GPUs, dynamically adjust energy consumption, and support grid stability.

The electricity transmission network is designed with built-in redundancy to deliver world-class reliability and keep the lights on for customers. Capacity is typically available outside of peak events like hot summer days or cold winter storms, when there’s high demand for cooling and heating. That means, in many cases, there’s room on the existing grid to connect new data centres, if they can temporarily dial down energy usage during periods of peak demand.

Yesterday, there was an article in The Times which was entitled Octopus Energy Prepares Kraken Software Arm for Potential IPO.

I asked Google AI what Octopus Energy’s Kraken software does and received this answer.

Launched as part of the Octopus Energy Group in 2016, Kraken now serves 70 million household and business energy accounts worldwide through an operating system that processes 15 billion new data points each day. The software underpins Octopus Energy’s customer management and increasingly sophisticated smart tariffs.

I wouldn’t be surprised that similar methodology is used by both Emerald IT and Kraken.

As I have written at least four scheduling algorithms to best allocate available resources to tasks that need to be done for project management and other similar fields, I would have my ideas about the methods used by the two companies.

I am also sure, that the generic algorithm, that I have used in the past, could step up to the plate one more time, if anybody were to be interested.

 

September 19, 2025 Posted by | Computing, Energy | , , , , , , | 1 Comment

Is Last Energy The Artemis Of Energy?

In Raft Of US-UK Nuclear Deals Ahead Of Trump Visit, I quoted from this article on World Nuclear News.

The article also contains, these two paragraphs, with talk about an MoU between Last Energy and DP World.

An MoU has also been signed between US-based micro-nuclear technology developer Last Energy and DP World, a global leader in logistics and trade, to establish the world’s first port-centric micro nuclear power plant at London Gateway. A proposed PWR-20 microreactor – to begin operations in 2030 – would supply London Gateway with 20 MWe of electricity to power the logistics hub, with additional capacity exported to the grid.

“The initiative represents a GBP80 million (USD109 million), subsidy-free investment for the development of Last Energy’s first unit, unlocking clean power supply for DP World’s ongoing GBP1 billion expansion of London Gateway,” Last Energy said. “The partnership is closely aligned with both UK and US ambitions to increase nuclear capacity and strengthen long-term energy security.”

Note.

  1. Last Energy are proposing a micro-reactor of just 20 MW.
  2. DP World own and/or operate sixty ports in over forty countries, so should know their energy requirements well.
  3. It appears that DP World are investing £80 million in Last Energy’s first unit.
  4. Thurrock Storage is a 300 MW/600 MWh battery close to London Gateway and the Port of Tilbury.

This Google Map shows London Gateway and the Port of Tilbury.

Note.

  1. DP World London Gateway is in the North-East corner of the map.
  2. The A13 road runs across the North-West corner of the map and links the area to London and the M25.
  3. Thurrock Storage is next to the Tilbury substation, which is marked by the red arrow.
  4. The Port of Tilbury is to the West of the substation.

I wonder if DP World London Gateway have had power supply problems.

The Design Of The First Artemis Project Management Software System

Before Artemis, project management was usually done on a large mainframe computer like an IBM-360-50, that I’d used extensively for solving simultaneous differential equations  in a previous job at ICI.

Mainframe computers worked on complex problems, but to put it mildly, they were slow and needed a team to operate them and a big air-conditioned room to keep them happy.

When the four of us decided to create Artemis, our vision was something simpler.

  • A processor – something like a PDP-11, which I judged would be big-enough for the computing.
  • A visual display unit.
  • A printer.
  • A standard-size desk to hold the hardware.
  • Ability to run from a 13-amp socket.

When it came to writing the software, I took few risks.

  • Much of the data decoding software, I’d developed when I left ICI to write a program to solve up to a thousand simultaneous differential equations.
  • The scheduling software was generic and I’d first used it for different purposes in two programs at ICI.
  • The aggregation software had been devised, whilst I was a consultant at Lloyds Bank over several bottles of wine with their Chief Management Accountant, who was a wizard with numbers. I suspect, but can’t prove it, that if the idiots that programmed the Horizon system for the Post Office had used that algorithm, the problems there would have been much smaller.
  • I also spent a lot of time reading old papers from the 1950s in IBM’s library on the South Bank, looking for better algorithms.
  • I also made sure, I chose the best hardware and I believe HP did us proud.
  • I used HP’s operating system and proprietary database to cut down, what could go wrong.
  • Almost all of the first system was written by one person – me!

But we also put the right features into how we supported, delivered and trained users of the system.

I certainly, think we made few mistakes in the design of that first system.

Have Last Energy Used A Similar Cut Back Approach?

Reading their web site, I think they have.

They have obviously chosen, the 20 MW unit size with care.

But from worldwide experience with wind turbines, linking smaller power sources together, is not as difficult as it once was.

These are some of the statements on their web site’s introductory screens.

  • Fully Modular, Factory Made
  • A Scalable Solution
  • <24 Month Delivery
  • 100+ Supply Chain Partners
  • 300+ Pressurised Water Reactors Operating Globally
  • 0.3 acre – Plant Footprint Fits Within A Football Field

But a chain is only as strong as its weakest link.

It should be noted, that I have been over several nuclear power stations.

Three were a tour to show me how Artemis was being used to track and sign off, the problems identified after the Three Mile Island incident.

The other was a trip over Sizewell A, a couple of years before it was decommissioned.

Comparing these experiences with some of the chemical plants, that I’ve worked on, I would prefer to be close to a nuclear power plant.

September 17, 2025 Posted by | Computing, Design, Energy | , , , , , , , , , , , , | 1 Comment

Electrification – The Baldrick Way

Electrification In England

There are two major electrification projects underway in England at the moment; the Midland Main Line to Sheffield and Nottingham and the TransPennine Upgrade between Church Fenton and Stalybridge via Leeds and Huddersfield.

In addition, there are other important routes, that need to be electrified around the UK.

  • Edinburgh and Aberdeen
  • Crewe and Holyhead
  • Newbury and Taunton
  • Cardiff and Fishguard
  • Bristol and Penzance
  • Peterborough and Birmingham
  • Peterborough and Doncaster via Lincoln
  • Felixstowe and Peterborough

There must be loads of other  important routes.

Do We Need Electrification Or A Zero-Carbon Railway?

A zero-carbon Railway is probably sufficient, as that would include traditional electrification.

Are The Electrification On The Midland Main Line And The TransPennine Upgrade Working To Similar Objectives?

The Midland Main Line carries the following services.

  • Long distance expresses between London St. Pancras and Derby, Nottingham and Sheffield, which will be run in the future, by Hitachi bi-mode express trains.
  • Local suburban electrics between London St. Pancras and Bedford and Corby.
  • A variety of heavy freight trains between Chesterfield and London.
  • Various regional services run by diesel multiple units.

The Midland Main Line is a typical mixed railway.

It is electrified between London St. Pancras and Wigston Junction, which is a total of 95.3 miles.

Sheffield is a further 69.4 miles from Wigston and Nottingham is just 31.1 miles.

The maximum range needed by a battery-electric train is 69.4 miles.

The TransPennine Route carries the following services.

  • Long distance expresses between Liverpool and Newcastle and Hull via Manchester, Huddersfield, Bradford and Leeds, which are run by Hitachi bi-mode express trains and diesel multiple units.
  • Local suburban electrics around Liverpool, Manchester and Leeds
  • A variety of heavy freight trains along the route.
  • Various regional services run by diesel multiple units.

The TransPennine Route is another typical mixed railway and carries a similar traffic mix to the Midland Main Line.

Much of the TransPennine Route is electrified, with these exceptions.

  • Cleethorpes and Doncaster 52.1 miles
  • Doncaster and Manchester Piccadilly – 61.2 miles
  • Manchester United FC and Liverpool South Parkway – 26.2 miles
  • Hull and Leeds – 51.8 miles
  • Redcar and Northallerton – 28.1 miles
  • Scarborough and York – 42.1 miles
  • Stalybridge and Church Fenton – 50 miles

The maximum range needed by a battery-electric train is 61.2 miles.

This brief analysis indicates to me, that Hitachi battery-electric bi-modes with a range of eighty miles on batteries and charging at selective stations like Cleethorpes, Hull, Nottingham, Redcar, Scarborough and Sheffield could run electric high speed trains on both the Midland Main Line and the TransPennine Route with very little extra infrastructure.

I asked Google AI what is the range of a Class 802 train on batteries and received this reply.

A Class 802 train converted for a battery-electric trial, known as BEMU, has demonstrated the capability to run up to 60 miles (approximately 97 km) on batteries in a trial setting, with real-world data suggesting potential future trains could achieve a range of 100 to 150 km (62 to 93 miles). This technology is intended to allow these trains to cover non-electrified sections of track, reducing the need for overhead wires and potentially saving on electrification costs for intercity routes.

In What Will Be The Range Of A Hitachi Class 800 Battery Train?, I came to this conclusion.

The first version of the battery-electric train will have a range of around a hundred miles, so that they can handle the Great Northern and Great Eastern Joint Line diversion, which is 93.7 miles, on battery power.

But fairly soon after introduction into service, I will be very surprised if they don’t claim the Guinness world record by running farther than the Stadler FLIRT Akku’s 139 miles.

No-one likes being second!

The 93.7 miles needed for the East Coast Main Line diversion via the Great Northern and Great Eastern Joint Line through Lincoln will be more than enough range for Hitachi’s battery-electric trains to run the full length of both the Midland Main Line and the TransPennine Route.

Electrifying A Route

I think that Network Rail have identified an efficient way to electrify an express route.

You start by doing these actions.

  • Get the track layout right, so that trains can use the route at the optimal speed.
  • Update the signalling to a high standard. I suspect digital signalling would be a good idea, to maximise the capacity of a route.
  • Make sure, that the chosen battery-electric express trains can handle the route.
  • Charging stations would be installed as required.

The battery-electric trains would be introduced as soon as the route is ready.

Hopefully with good project management, there would be the following benefits compared to traditional electrification.

  • Difficult sections like tunnels could be left without electrification.
  • Fewer bridges would need to be demolished and rebuilt.
  • There would be less disruption to local residents.
  • Siemens have developed a Rail Charging Converter, which connects to the domestic rather than the National Grid, so is easier to install.

But the big benefit is that new electric trains could probably be introduced earlier, which hopefully should increase ridership and revenue.

Once the expresses were working well, the best way to decarbonise the rest of the services on the route can be ascertained and actioned.

August 26, 2025 Posted by | Transport/Travel | , , , , , , , , , , | Leave a comment

National Grid Has Awarded £12bn In HVDC Supply Chain Agreements

The title of this post, is the same as that of this press release from National Grid.

These are the first three paragraphs.

National Grid has completed the award of its High Voltage Direct Current (HVDC) civil works supply chain framework, with £12bn worth of agreements confirmed. This announcement marks the third and final stage of our £59bn supply chain framework awards and underlines the commitment to delivering the energy infrastructure needed to support the Great Grid Upgrade and the UK’s energy transition.

A total of six HVDC converter civil works suppliers have been awarded positions on Lot 1 of the Framework Agreement totalling approximately £9.07bn. In addition, three HVDC onshore cable civil works suppliers being awarded places on Lot 2 of the Framework, worth an estimated £3.7bn. The successful HVDC converter civils suppliers are Balfour Beatty, BAM Nuttall, Galliford Try, Laing O’Rourke, Skanska and Taylor Woodrow. The HVDC onshore cable civils Framework has been awarded to Balfour Beatty, Murphy, and VolkerFitzpatrick.

Contracts have been secured for a five-year period, with the potential to extend for a further three years. Both Frameworks cover confirmed and anticipated projects, including Eastern Green Link 4, in partnership with SP Energy Networks and LionLink in partnership with TenneT .

These are a lot of money allocated to projects, that will be delivered in the next few years.

Where’s the consolidated plan for capital expenditure from the Water Industry?

Water is also simpler, than electricity, as you are only dealing with one country. If you go through the paragraphs above, you’ll find TenneT, who do a similar job to National Grid in the Netherlands and parts of Germany.

I also found this advert from Thames Water, in a Southeastern train last week.

Does this indicate that Thames Water has project management problems?

August 25, 2025 Posted by | Energy, Environment | , , , , | Leave a comment

German court Rejects Deutsche Bahn’s Appeal To Share Stuttgart 21 Cost Overruns With Partners

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

These three paragraphs add more details.

A court has rejected Deutsche Bahn’s argument that the financial responsibility for cost overruns on the Stuttgart 21 project should be shared with its partners, which include the Land of Baden-Württemberg, the Stuttgart regional authority, Stuttgart city council and Stuttgart airport.

When launched in 2010, the project to remodel the local rail network, which includes 57 km of new line and a rebuilt Stuttgart Hauptbahnhof with underground platforms, was expected to cost €4·1bn.

It has since undergone steady cost increases, and is now projected to cost more than €11bn. It was originally expected to be completed in 2019, but has been continually delayed and partial opening is now to take place in December 2026 with full completion in 2027.

With a prospective increase in costs of nearly three times and being eight years late, it does seem that we’re not alone in getting large projects spectacularly wrong.

August 14, 2025 Posted by | Transport/Travel | , , , | 1 Comment

US Floating Wind Platform Developer Issues RFI To Fabricators Worldwide

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

This is the sub-heading.

Aikido Technologies, which recently secured a spot at a Norwegian offshore demo site, has released an RFI for its 15 MW ‘AO60’ floating wind platform to offshore wind fabricators.

These are the first four paragraphs which add more details.

The California-based floating wind foundation developer said on social media that it had issued the RFI to more than ten “top-tier offshore wind fabricators from around the world”.

The RFI has been released in three separate packages, each tailored to a specific type of facility: one for standard offshore steel shops, one for tubular/jacket yards, and one for monopile/tower facilities.

“This is how we can build 1, 50 or 100 of these units with existing fabrication capabilities, with components that can be easily transported around the world for final assembly at a local port. No need for custom yards, custom vessels or custom ports”, Aikido Technologies said.

In May 2025, the company was allocated a slot for its AO60 platform at the Marine Energy Test Centre (METCentre) in Norway, where Aikido will deploy what it says is a first-of-its-kind 15 MW demonstration project.

As someone, who wrote project management computer systems for thirty years, I like Aikido’s plans and feel they would be well suited to the UK, where we have quite a few local ports, that would appear suitable for final assembly of the A060 platforms.

In Yarmouth Harbour To Be ‘Completed’ In £60m Project, I describe the expansion of the Port of Great Yarmouth.

These two paragraphs describe the work to be done.

Peel Ports said it would invest between £50m and £60m in Great Yarmouth’s Outer Harbour by developing the southern terminal, creating a roll-on roll-off (RORO) lift ramp and a large storage area.

Port director Richard Goffin said the construction work, which is set to begin in 2026, would “complete” the port as laid out in a business case in the early 2000s.

This image from Peel Ports Group shows how the Port of Great Yarmouth will look after the the proposed development.

As the Port of Great Yarmouth has a depth of ten metres it could be an ideal base for the assembly and maintenance of floating wind turbines.

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

Do Hitachi Battery Electric InterCity Trains Have Problems?

I asked Google the question in the title of this post and got this answer.

While Hitachi’s battery-powered intercity trains have shown promising results in trials, particularly regarding fuel savings and emissions reduction, there are some potential challenges and considerations. These include safety concerns related to lithium battery fires, especially in the event of a crash or derailment, as well as range limitations for longer journeys. However, the technology is continuously evolving, and Hitachi is actively working to address these issues.

That seems fairly positive.

There is also this article on the BBC, which everybody should read, which is entitled Will New Battery-Powered Trains Replace Diesel, And Are They Safe?.

In The Data Sheet For Hitachi Battery Electric Trains, I look at the data sheet, that Hitachi published in late 2023.

These were my conclusions about the data sheet.

These are my conclusions about Hitachi’s battery packs for Class 80x trains, which were written in November 2023.

  • 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.

As battery technology gets better, these distances will increase.

Hitachi have seen my figures.

They also told me, that they were in line with their figures, but new and better batteries would increase range.

125 mph trains with a 120 mile range on batteries, would revolutionise UK train travel.

LNER’s Class 897 Trains

In the Wikipedia entry for LNER, this is said about LNER’s new ten CAF tri-mode trains.

In November 2023, LNER placed an order for 10 ten-car tri-mode (electric, diesel and battery power) Civity trains from CAF. In August 2024, it was announced that the units will be designated Class 897 under TOPS.

According to their Wikipedia entry, it appears the Class 897 trains will be delivered from 2027.

Can I Build A Schedule For The Introduction Of New Trains, Services and Batteries?

I think that I can from the information that is out there.

  • East Coast Main Line – December 2025 – Introduction of Lumo between London King’s Cross and Glasgow
  • West Coast Main Line – Spring 2026 – Introduction of Lumo between London Euston and Stirling
  • Midland Main Line – 2026-2027 – Introduction of EMR Class 810 trains between London St. Pancras and Leicester, Derby, Nottingham and Sheffield.
  • East Coast Main Line – From 2027 – Introduction of LNER Class 897 trains between London King’s Cross and Yorkshire.

Note.

  1. The two Lumo services use trains already in service.
  2. The Class 810 trains for EMR are being debugged and introduced at the present time.
  3. The only new trains are the Class 897 trains for LNER.
  4. The introduction of the Class 897 trains will allow LNER to withdraw some trains for refurbishment and fitting of batteries.

This would mean that before the next general election, almost the full timetable between London and the North of England and Scotland would have been implemented using diesel-electric technology.

Is it a low-risk start to the full electrification of services to the North?

The second-phase would see battery-electric trains introduced.

I believe that Grand Central’s new trains would be brought into service first.

  • The new trains are scheduled to be introduced in 2028.
  • Grand Central will still have the diesel trains for backup.
  • Their new trains would be similar to the other Hitachi trains.
  • It looks like they could be doing some splitting and joining.

After the Grand Central trains had been introduced successfully, the trains for the other Hitachi operators would have batteries fitted.

I suspect short routes like Lincoln would be electrified with battery-electric trains first.

There would also need to be short lengths of electrification erected, so that trains could be charged to send them on their way.

Other routes could also be electrified in the same way.

  • Basingstoke and Exeter
  • Birmingham and Aberystwyth
  • Bristol and Penzance
  • Cardiff and Swansea
  • Crewe and Holyhead
  • Edinburgh and Aberdeen
  • Edinburgh and Inverness
  • Reading and Taunton
  • Swindon and Gloucester

If this technique could work for main lines, surely a scaled down version with smaller trains would work for branch lines.

Conclusion

Consider.

  • It looks to me, that someone has planned this thoroughly.
  • It all fits together extremely well.

It could be the first phase of a cunning plan to use battery-electric trains to electrify the UK’s railways.

Passengers will also see benefits, from when Lumo runs its first train into Glasgow Queen Street station.

I don’t think Hitachi’s trains have any problems, but there is enough float in this plan to make sure, it can be implemented on time and on budget.

 

August 6, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | Leave a comment

Unlocking Euston Station

I dread using Euston station.

The connections to the London Underground in the station, involve a long walk to or from your train and then outside the station to.

  • The Northern and Victoria Lines just outside the station.
  • The sub-surface lines at Euston Square station, which is a long walk.

There is no connection to the Lizzie Line.

I have probably written more project management software, than any other individual in the world.

Good project managers and probably a few bad ones too, talk about getting all your ducks in a row or doing everything in the right order.

If High Speed Two is going to terminate at Euston, then the first sub-project must be to connect Euston station properly to the Metropolitan, Circle and Hammersmith & City or sub-surface lines of the Underground, which have new spacious air-conditioned trains and run on a line that is digitally signally, so the capacity can be easily increased.

The sub-surface lines also link, the National Rail stations of Liverpool Street, Moorgate, Farringdon, King’s Cross, St. Pancras, Euston, Paddington, Victoria, Charing Cross and Blackfriars, and could be connected to Fenchurch Street and Marylebone. It also has links to the Lizzie Line.

Improve the interchanges and this marvelous Victorian system could unlock London’s transport system like no other.

Five years ago, a similar arrangement to that at St. Pancras was proposed with subways under Euston Road that linked to extended platforms at Euston Square Underground station, by means of lifts and escalators.

Why has this new link between National Rail at Euston and sub-surface Underground not been built? I estimate that it would have taken a couple of years and have fitted in with all the work being done in front of Euston station.

The current Mayor never mentions the project, but then it is a North London project, so it doesn’t interest him and his supporters.

The Design Of The Updated Euston Underground Station

Ian showed this visualisation of the updated Euston Underground station.

At a first look, it appears to be a very similar concept to the entrance to the Underground in front of St. Pancras station.

Click on the image to show it large and you can pick out the following.

  • West is to the left and East is right.
  • Much of the construction appears to replace the original car park and taxi rank.
  • The upper level looks like where passengers enter and leave the station.
  • The subway to Euston Square station and the new Gordon Street entrance joins to the upper level towards the Eastern end.
  • There is grade access between the upper level and the High Speed Two concourse.
  • There are lots of escalators to travel between levels. The square orange columns could be lift towers.
  • The lower level is the Interchange/Ticket Hall level.
  • The lower level is not much higher than the Charing Cross branch of the Northern Line.
  • The design seems to make clever use of levels to make changing easier.
  • The access between the lower level and the Charing Cross branch of the Northern Line at the Western end of the station, appears to be comprehensive and step-free.
  • The access between the lower level and the Victoria Line and the Bank branch of the Northern Line, appears to use the current route, which will probably be upgraded to be fully step-free.

 

This second image shows the design from above the platforms of the conventional section of Euston station.

Click on the image to show it large and you can pick out the following.

  • The complicated passages, escalators and lifts of the existing four platforms serving the Bank branch of the Northern Line and the Victoria Line.
  • The cross passage connecting these lines to the platforms of the Charing Cross branch of the Northern Line.
  • The two up and two down escalators leading to the existing ticket hall.
  • The Charing Cross branch of the Northern Line curving in and away from the station. See the earlier map of the Underground lines.
  • The eleven High Speed platforms on the West side of the station.
  • The thirteen Classic platforms on the East side of the station.
  • The new Northern entrance to the Underground between the two sets of platforms. How convenient!
  • There appears to be a wide passage between the Northern and Southern entrances, with connections to the lines branching off.
  • The subway to the new Gordon Street entrance is shown at the top of the image.

The design seems to have separated access to the two branches of the Northern line, by creating a new high-capacity route to the Charing Cross branch.

I also think, that the design allows the station to be built without disrupting passengers using the Underground and the current Euston station.

  • A large hole for the station can be excavated, without touching existing access.
  • It could then be fitted out section by section.
  • Once the new access to the Charing Cross branch of the Northern Line is complete, the current access to the Northern and Victoria Lines can be refurbished.

Arriving At Euston

Imagine you are a passenger arriving from the North, who knows the Underground line, you need to take, you would then enter the Underground station using the new Northern entrance.

  • For the Bank branch of the Northern Line or the Victoria Line, you would go through the existing ticket hall and down the escalators, much as you do now! Except that you’d enter the ticket hall on the other side from the East side of the passageway connecting the two entrances. New lifts appear to be shown.
  • For the Charing Cross branch of the Northern Line, you would take the passages, lifts and escalators on the West side of the passageway connecting the two entrances.
  • If you wanted the sub-surface lines, you would just keep going and take the new subway, which connects to the Eastern ends of the platforms at Euston Square station.

It will certainly do me fine, if I arrive at Euston, as I’ll walk through the subway and get in the front of any Eastbound train for Moorgate station, where being in the front is convenient for the exit and the nearby bus stop to my home.

This route will surely be one of the ways arriving passengers at Euston will get Crossrail to Abbey Wood, Canary Wharf and Shenfield stations. In Crossrail – Northern – Northern City Interchange At Moorgate Station, I show some visualisations of Moorgate station and the connectivity.

June 19, 2025 Posted by | Computing, Transport/Travel | , , , , , , , , , , , | 6 Comments

« Previous Entries