The Anonymous Widower

Northern Launches New Yorkshire Flyer Fast Service Between Leeds And Sheffield

The title of this post is the same as that of this news item from Northern Trains.

This is the sub-heading.

Northern is running a new fast service which allows customers to travel between Leeds and Sheffield in 47 minutes.

These three introductory paragraphs add more detail.

Known as the Yorkshire Flyer, as it provides a quick and convenient connection between the White Rose county’s two biggest cities, the service was officially launched during an event at Leeds station earlier today.

Cutting journey times and providing more than 30,000 extra seats a week, the service will support economic growth by making it easier for people to get to work and reach new opportunities.

It used to take all Northern customers around an hour or longer to make the journey, with trains calling at various stops along the way.

These further details come from Real Time Trains.

  1. The trains used appear to be two-car Class 158 trains.
  2. The total distance is 38.7 miles.
  3. Between Leeds station and South Kirkby junction is electrified and a distance of 20.6 miles.
  4. Trains appear to leave Leeds station at xx45.
  5. CrossCountry services Leeds station for Sheffield at xx15 and make a similar intermediate stop at Wakefield Westgate.
  6. Leeds trains for Sheffield seem to leave from Platform 12 or 12A.
  7. Trains appear to leave  Sheffield station at xx52.
  8. CrossCountry services leave Sheffield station for Leeds at xx22 and make a similar intermediate stop at Wakefield Westgate.
  9. Sheffield trains for Leeds don’t seem to have such a regular platform, as those in the other direction. But I suppose that will be improved.

Effectively, Northern and CrossCountry have paired up two services to give a two trains per hour, fast service between Leeds and Sheffield with one stop at Wakefield Westgate.

I have some further thoughts.

The Route Could Be Run By Battery-Electric Trains

Consider.

  • The only part of the route that is not electrified is the 18.1 miles between South Kirkby junction and Sheffield station.
  • From talking to engineers, who are working on developing battery-electric trains, a three-car train with a battery range of fifty miles is already a possibility.
  • In 2015, I actually rode on a four-car battery-electric Class 379 train, that ran reliably on the Harwich branch for three months.
  • Merseyrail’s battery-electric Class 777 trains probably have the performance and are working reliably on Merseyside. But they are probably a bit slow.

I believe that any number of train manufacturers would be very pleased to provide new battery-electric trains for the route.

But Siemens must be in the prime position.

  • The German company has built a £200 million train factory at Goole in East Yorkshire, which is currently building London’s Piccadilly Line trains, which have batteries.
  • Siemens have already delivered trains in Germany using the technology, they would use in the UK.
  • The battery charging technology they would use for other routes in the UK, is described in Technology Behind Siemens Mobility’s British Battery Trains Hits The Tracks.
  • Sheffield and Leeds, would make a superb test and demonstration route for battery-electric trains, as 50% of the route is fully-electrified with 25 KVAC.
  • The Sheffield and Leeds route is just down the track from the Goole factory.
  • I wouldn’t be very surprised, if Siemens were very keen to get a few orders close to their factory, as they would surely be easy to support.

But the clincher must be Juergen Maier, who used to be CEO of Siemens UK, and is now Chair of Great British Energy. Maier holds both British and Austrian citizenship, and was educated in Leeds and Nottingham, so hopefully, he can give this clanger-prone government some excellent advice where they need it, from his position in Great British Energy.

Could A Stop Be Made At Meadowbank Station?

This would give access to other rail routes and the Sheffield Supertram, but most of this access could also be performed at Sheffield.

Looking at the timetable of the route, I feel that there is enough slack to fit in a stop at Meadowhall, but it would need for the route to be electrified, so that the trains had faster acceleration and deceleration.

However, battery-electric trains may have the required performance.

What Maximum Speed Would The Trains Need?

Consider.

  • The current Class 158 diesel trains used between Sheffield and Leeds and in many places in the UK are 90 mph trains.
  • There are also a large number of Class 170 trains in the UK, that will need to be replaced and these are 100 mph trains.
  • The Sheffield and Leeds route has some sections of 85 mph running.
  • Train speeds are all accurately computer-controlled.

As a Control Engineer for safety and route availability reasons, I believe the trains will have a 100 mph maximum speed, but train speed will be computer controlled.

Will The Trains Be Driver-Only Operated?

I asked Google AI if Hitachi IET trains are driver only operated (DOO) and received this reply.

Hitachi Intercity Express Trains (IETs, Class 800/802) are designed for versatile operation, capable of Driver-Only Operation (DOO) using in-cab CCTV monitors for door safety checks. While they can operate without a guard, many services, particularly on GWR, still retain a guard on board for passenger service duties, even if the driver controls the doors.

So Hitachi trains can be driver-only operated and these will surely share the tracks with the trains that work the Northern Flyer.

I asked Google AI if Thameslink trains are driver only operated (DOO) and received this reply.

Yes, all Thameslink train services are Driver Only Operated (DOO). This means the driver is solely responsible for operating the doors and ensuring the safe dispatch of the train, without a guard or conductor on board to manage the doors. Through the central London core, these trains often use Automatic Train Operation (ATO).

As I believe that Siemens would be likely to win the battery-electric train order, because of proven technology, factory location and influence of Juergen Maier, Siemens certainly have the ability to produce trains, that are driver-only operated.

I believe that, whoever builds the trains, they will be capable of driver-only operation.

But if driver-only operation is to be used will be down to politics.

  • Because of the situation on East West Rail, Heidi Alexander will probably be in favour.
  • The Tories and Liberal Democrats will also be in favour.
  • The rail unions, the left wing of the Labour Party and the Greens will be strongly against.
  • Farage and Reform UK will take a very hard line to enforce driver-only operation everywhere.

The average citizen on the Northern Flyer and all the other trains in the UK, will just want a reliable train service.

Conclusion

  • This would make a superb route for a battery electric train.
  • No chargers or extra electrification would need to be installed.
  • There wouldn’t be much work needed to be done to the platforms or the signalling.
  • The trains would use standard 25 KVAC overhead electrification for charging.
  • The trains would be running close to where they were built.

I believe the new service will give a large boost to the Yorkshire economy. Even before the arrival of battery-electric trains.

 

 

 

February 10, 2026 Posted by | Design, Transport/Travel | , , , , , , , , , , , , , , , | 2 Comments

Could Electric Trains Run Between St. Pancras International and Sheffield Stations With No More Electrification?

A reader suggested, that I look at this, so here goes!

  • A couple of weeks ago, I took a Class 222 diesel train  back from Sheffield to St. Pancras International and it seemed a few minutes quicker.
  • Looking at the timetable today, at least one service on the route is now just under two hours and some others are just over.

So the new Class 810 trains may not be fully in service yet, but the trains have already had an effect on the timetable.

How Far North Is The Midland Main Line Being Electrified?

I asked Google AI this question and received this answer.

As of early 2026, the Midland Main Line (MML) is electrified as far north as Wigston, just south of Leicester.

Key details regarding the current status:
  • Northern Limit: The section from Kettering up to Wigston South Junction was energised in July 2024, representing the current northern limit of 25kV overhead line equipment (OLE).
  • Pause in Further Electrification: Following a UK government spending review, the further, planned northward extension of electrification to Leicester, Derby, Nottingham, and Sheffield was indefinitely paused in July 2025.
  • Current Operations: While electrification has stopped at Wigston, the line is served by new bi-mode (electro-diesel) trains, allowing for electric running from London St Pancras to Wigston before switching to diesel power.
  • Previous Work: The line is also fully electrified from London St Pancras to Bedford, including the route to Corby.

Note.

  1. South Wigston Junction and Sheffield are 69.4 miles apart.
  2. The Hitachi trains can raise and lower pantographs on the move.

Distances without wires from London St. Pancras International to various destinations are as follows.

  • Sheffield – 69.4 miles
  • Leicester – 3.7 miles
  • Derby – 36.4 miles
  • Nottingham – 31.1 miles

As trains will have to go out and back to these destinations distances travelled will be doubled.

  • Sheffield – 138.8 miles
  • Leicester – 7.4 miles
  • Derby – 72.8 miles
  • Nottingham – 62.2 miles

It looks to me, that if the new Class 810 trains, can travel 138.8 miles on batteries and diesel engines as a tri-mode train, then the Midland Main Line is electrified.

Could The Sheffield Services Turn Round At Doncaster And Charge Their Batteries There?

Note.

  1. South Wigston Junction and Doncaster are 79.5 miles apart.
  2. Doncaster is a fully-electrified station.
  3. Sheffield and Doncaster would get two extra connecting trains per hour.
  4. The two services could also call at Meadowhall and/or Rotherham Central.

The Class 810 trains could charge their batteries, whilst passengers to and from Doncaster left and entered the trains.

Could A Simple Cross-Platform Change Be Arranged Between East Coast And Midland Main Line Services?

Doncaster station has two long island platforms, one of which is generally used for Northbound services and one for Southbound services.

 

Note.

  1. All electrified tracks are shown in red.
  2. The two wide island platforms, with Northbound on the West side and Southbound on the East side.
  3. Each island platform has an electrified platform face on both sides.
  4. The four platforms faces on the island platforms can hold pairs of five-car Hitachi trains.
  5. There are two through tracks or avoiding lines between the two island platforms for trains that aren’t stopping.
  6. There are bay platforms at the ends of the station for local trains.
  7. The station is fully step-free with a wide pedestrian underpass.

I know the station well and it looks to me, that East Midland Railway’s five-car services for St. Pancras could charge up in the Southern ends of the four faces of the island platforms and the two South-facing bay platforms.

I also believe that a pair of five-car Class 810 trains could be handled and charged, should it become necessary.

It looks to me, that the engineers updating the East Coast Main Line, know that they were caught out badly by High Speed Two, so the redesign for the next fifty or a hundred years will be completely future-proofed.

Doncaster and London could almost be considered to be twin main lines, with two pairs of high speed lines taking different routes, that serve different towns and cities.

How Many Travellers Go Between East Scotland And The North-East of England And The English Midlands?

It must be quite a few, as in the new East Coast Main Line timetable, more Scottish services stop at places like Doncaster and Newark.

But surely, if you could go between say Perth or Aberdeen and Derby or Nottingham in two battery-electric trains, with a relaxed change at Doncaster, you’d take it?

I certainly would!

East Coast And Midland Main Lines Compared

These are times between London and Doncaster.

  • Current times between Doncaster and London are typically between 1 hour and 31-40 minutes going via the East Coast Main Line.
  • I estimate times between Doncaster and London will be typically 2 hours and 22-27 minutes going via the Midland Main Line.

Note.

  1. Doncaster and London King’s Cross is 156 miles
  2. Doncaster and London St. Pancras International is 183.3 miles
  3. So the Midland Main Line route would appear to to be about 45 minutes slower.
  4. I suspect, that for passengers between between London and North of York, it will always be quicker to use an East Coast Main Line service.

These are times between London and Sheffield.

  • Current times between Sheffield and London are typically between 2 hours and 4-9 minutes going via the Midland Main Line.
  • I estimate times between Sheffield and London will be typically between 2 hours and 2 minutes going via the East Coast Main Line.

Note.

  1. Sheffield and London King’s Cross is via Retford.
  2. Sheffield and London King’s Cross is 162.1 miles
  3. Sheffield and London St. Pancras International is 183.3 miles
  4. Sheffield and Retford is 23.5 miles
  5. So the Midland Main Line route would appear to to be a few minutes slower.

I would feel that there is scope that under Great British Railways to optimise services between London and Doncaster and Sheffield.

The Master Cutler

The Master Cutler is a named train, that is described in this Wikipedia entry, that was introduced in 1947.

  • Over its life it has run into both King’s Cross and St. Pancras.
  • I can remember the train in the 1950s, running into King’s Cross.
  • It has also been run to and from Leeds.
  • It has been run as a Pullman service.
  • There are reports of overcrowding in recent years.

It strikes me that the Master Cutler could do with a revamp.

  • As St. Pancras can accept pairs of five-car Class 810 trains, ten-car trains could be run into King’s Cross or St. Pancras.
  • An alternative would be to use a nine-car Hitachi Class 800/801 train.
  • All trains would be battery electric.
  • All trains would use the East Coast Main Line for a faster service.
  • Services could terminate in the North at Leeds.
  • The service could be run as a Pullman service.
  • This article on Ian Visits, writes about East Coast Main Line trains using St. Pancras.

I would create a train service, that would attract passengers from all over the world.

Who knows?

If it was conceived in the right way, it might warrant a second service or similar service on other lines like these possibilities.

London and Blackpool via Crewe, Wigan and Preston.

  • London and Aberystwyth via Birmingham and Shrewsbury.
  • London and Bristol via Bath
  • London and Fishguard via Cardiff and Swansea
  • London and Holyhead via Birmingham and Chester
  • London and Liverpool
  • London and Manchester
  • London and Newcastle via York and Durham
  • London and Norwich via Colchester and Ipswich
  • London and Plymouth via Exeter

Note.

  1. All routes could be run using electric or battery-electric trains.
  2. The Fishguard and Holyhead services would be zero-carbon routes to Ireland, connecting to appropriate zero-carbon ferries.
  3. Could services be arranged so that all parts of the country have at least one service in both directions every day?
  4. In the days of British Rail, London and Norwich had a very high-class service, that could serve a full English breakfast between Colchester and London, which certainly wasn’t like the regular joke.

Get the offering right and it could level-up the UK.

 

 

February 7, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , , , | Leave a comment

The Next Generation: LNER Reveals Exciting New Details Of Upcoming East Coast Main Line Trains

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

This is the sub-heading.

A new generation of comfort and speed is coming for LNER customers on the East Coast Main Line with the introduction of 10 state-of-the-art intercity trains, delivering improved journey experiences.

These two paragraphs introduce the trains.

LNER has released a fleet name and the latest interior images of the trains, built by manufacturer CAF and financed by Porterbrook, to show customers what they can expect following their introduction to the UK rail network in the coming years.

The new fleet will help support and accommodate strong demand for rail travel on the East Coast Main Line. Since Covid, LNER has seen a year-on-year increase in customers, with more than 24 million customers in 2024-25. The introduction, in December 2025, of a new, transformative timetable has brought an extra 60,000 seats per week across the route, and new CAF-built trains will further grow capacity and reliability.

Note.

  1. The trains will be ten cars long.
  2. The trains will be tri-mode trains, which will be able to use 25 KVAC Overhead electricity, diesel and battery power.
  3. The trains will have a top speed of 125 mph.
  4. The trains will be named Serenza.

The trains will be numbered as Class 897 trains.

I have some further thoughts.

What Diesel Engines Will Be Used?

I asked Google AI this question and received this answer.

The British Rail Class 897 Civity, designed by CAF for London North Eastern Railway, are tri-mode electro-diesel multiple units. While they are built for electric, battery, and diesel operation, specific details regarding the engine manufacturer for the Class 897’s diesel power units have not been officially announced or detailed in public documentation.

Information on the specific model of the diesel engines (e.g., Cummins, MAN) is not available in the provided search results.

CAF’s other diesel-multiple units built in the UK,  as eight of these Class 897 trains will be, have German-made Rolls-Royce mtu diesel engines.

Consider.

  • American diesel-engine manufacturer; Cummins is specifically-mentioned by Google AI.
  • Cummins have a large diesel engine factory in Darlington, just round the corner from Darlington station.
  • Cummins are known to be decarbonising the company and are producing a range of diesel-engines, that can be converted to run in a carbon-zero mode on hydrogen.
  • Wrightbus now produce the Streetdeck Ultroliner EU6 with a Cummins engine. They also say on their web site, that the bus can be decarbonised, by converting to electric power.
  • Stadler produce the Class 99 locomotive with a Cummins engine.

An alternative and possibly simpler way to decarbonise the Streetdeck Ultroliner EU6s, the Class 99 locomotives and the Class 897 trains might be to convert the diesel engines to zero-carbon hydrogen?

I asked Google AI how many railway locomotives use Cummins diesel engines and received this reply.

More than 13,000 Cummins rail engines are in operation globally, powering various locomotives and railcars. They are heavily utilized in both passenger and freight applications, with over 10,000 underfloor engines in service for diesel railcars. They are commonly found in locomotives built by companies like Siemens and Stadler.

Replacing that number of diesel engines will be a large amount of work. And what better place to base the European side of that business, than in the historic railway town of Darlington?

Will The Class 897 Trains Be Able To Take The Great Northern and Great Eastern Joint Line?

As I write this post,  some trains will be replaced by coaches at the weekend, so there is not much point in my mind for tri-mode trains not to be able to take the Diversion using the onboard diesel and battery power.

Google AI gave this answer.

Yes, the Class 897 “Serenza” trains, designed for LNER, are expected to be capable of using the Great Northern and Great Eastern Joint Line (GNGE). As tri-mode electro-diesel multiple units, they are designed for flexibility and can utilize battery power to navigate routes like the GNGE through Lincoln during engineering works or overhead wire issues.

I suspect it could also allow combining services like Lincoln and Middlesbrough if required.

Will The Class 897 Trains Be Able To Take Services To The North Of Scotland?

Google AI gave this answer.

Yes, LNER’s new Class 897 tri-mode trains are designed to operate across their entire network, including routes to Scotland, utilizing electric, diesel, or battery power. These 10-car units will replace older fleets, supporting, as noted by The Anonymous Widower, services from London to the North of England and Scotland, with deployment scheduled to begin from 2027.

Thanks, for the link, Google!

Will LNER Take On The Airlines To Scotland?

Consider.

  • The Class 897 trains running as diesel tri-modes will probably emit less carbon dioxide, than the current Class 800/802 diesel bi-modes.
  • If the Class 897 trains could run as hydrogen tri-modes, they could probably be zero-carbon trains.
  • Hydrogen would not be needed South of Stirling or Edinburgh.

Think of the advertising possibilities to change travellers from the airlines to the trains.

Hydrogen-tri-mode trains make sense

Will The Class 897 Trains Be Able To Take Services To The New Destinations In South Yorkshire?

By reading a map, I feel that this route will be possible.

  1. Retford, where the train would leave the East Coast Main Line
  2. Worksop, where there is a good cafe with excellent cakes.
  3. Woodhouse for Advanced Manufacturing Research Centre.
  4. Sheffield with a reverse.
  5. Meadowhall for the shopping.
  6. Barnsley Interchange
  7. Wakefield Kirkdale.
  8. Leeds

Note.

The route I mapped out is not much different to Hull Trains’s route to Sheffield, that I wrote about in FirstGroup Applies To Run New London To Sheffield Rail Service.

  1. Trains could go on from Leeds to York, Darlington, Newcastle and Edinburgh on the East Coast Main Line.
  2. Trains could go on from Leeds to Settle, Carlisle, Lockerby, Motherwell and Glasgow Central on the Settle and Carlisle Line and the West Coast Main Line.
  3. I do like the idea of a King’s Cross and Glasgow service on the Settle and Carlisle.

There are certainly interesting possibilities for trains to take a number of routes through South Yorkshire.

 

 

February 2, 2026 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Observations On A Trip To Doncaster And Sheffield

My objectives were.

  • Buy a walk-up ticket from a machine at King’s Cross for Doncaster station and then use it.
  • Use local trains, tram-trains and trams to get to as quick as possible to Sheffield station.
  • Buy a walk-up ticket from a machine at Sheffield station for St. Pancras and then use it.

This is the story of my day.

A Ticket From King’s Cross for Doncaster

This happened at King’s Cross

  • I got charged £38.65, but I didn’t get any tickets.
  • So I complained in the Booking Office.
  • But they didn’t believe me.
  • Then I showed them the debit on my credit card account.
  • Then a lady came and checked the machine, but couldn’t find any tickets.
  • They then issued me with a new ticket for Doncaster.
  • But they were these design crimes of flimsy tickets.
  • I now have two debits on my  credit card account.

They said one will be refunded.

King’s Cross To Doncaster

I took these pictures of the trucks along the nearby A1 to the North of Newark.

This map shows how the A1 curves round the town.

Note.

  1. The A1 Road curving around the right of the town.
  2. The red arrow marking Newark Northgate station.
  3. There is a notorious flat crossing, that needs to be replaced to the North of the station.

I believe as a Control Engineer, that digital signalling might solve the problem of the crossing and I wrote about it in Could ERTMS And ETCS Solve The Newark Crossing Problem?.

But there was no problems on the journey

  • The train was ten coaches.
  • It was going to Edinburgh.
  • It left on time.
  • It didn’t appear to be very full.
  • It was four minutes late at Doncaster and arrived at 14:47.

These pictures show Doncaster station.

 

Note.

There are nine platforms and eleven tracks.

The nine platforms are arranged in three island platforms.

 

January 28, 2026 Posted by | Transport/Travel | , , , , , , , , | Leave a comment

One Million Passenger Journeys Made On The Northumberland Line As Date For Next Station Opening Is Announced

The title of this post, is the same as this press release from Northern Trains.

This is the sub-heading.

Passengers have made more than 1,000,000 journeys on the Northumberland Line, just over a year after it opened.

These four paragraphs add detail to the story.

Northern, which runs services along the route, marked the milestone during an event held at Blyth Bebside station earlier today.

It comes after the line reopened to passengers – for the first time in 60 years – in December 2024, thanks to a project involving the Department for Transport, Network Rail, Northumberland County Council and Northern.

Services currently call at Newcastle, Manors and new stations in Seaton Delaval, Newsham, Blyth Bebside and Ashington, with a journey along the entire route taking around 35 minutes and a single ticket costing no more than £3.

The next station, Northumberland Park, is due to open to customers on Sunday, 22 February.

Note.

  1. I intend to be there, when the last station; Bedlington is opened.
  2. Will they get the dogs out?
  3. Once Northumberland Park and Bedlington stations are opened, all that will be needed to complete phase one, will be some new battery-electric trains.

The signs are there that Great British Railways will buy a unified fleet of Siemens Desiro Verve battery-electric trains that will be made at Goole in Yorkshire.

So I asked Google AI “Are Great British Railways Going To Buy A Large Fleet Of Siemens Desiro Verve Battery-Electric Trains” and received this answer.

While a large, finalized, and signed order for a fleet of Siemens Desiro Verve battery-electric trains by Great British Railways (GBR) or the Department for Transport (DfT) has not yet been formally announced, Siemens Mobility is in active negotiations with operators (including Great Western Railway) and positioning the Desiro Verve as a primary solution for replacing aging diesel fleets across the UK.

Here is a breakdown of the current status and plans based on industry reports:

  • Proposed Solution for Fleet Replacement: Siemens Mobility is proposing the Desiro Verve, a battery-electric multiple unit (BEMU) designed for the UK market, to replace 1,650 aging diesel trains, with the potential to significantly reduce the need for full route electrification.
  • Active Negotiations: Siemens is in discussions with several operators, with reports in June 2024 indicating that Great Western Railway (GWR) was leading the way with potential plans to order 100 battery trains for services in Bristol, Devon, Cornwall, and routes like Cardiff to Portsmouth.
  • Production in Goole: The trains are planned to be assembled at Siemens’ new Goole Rail Village in Yorkshire, which opened in October 2024.
  • Potential Savings and Advantages: The Desiro Verve is being marketed as a more cost-effective alternative to “tri-mode” trains, with estimates suggesting it could save £3.5 billion over 35 years. The trains are designed to run on overhead wires where available and switch to battery power on unelectrified sections, utilizing specialized “Rail Charging Converters”.
  • Timeline: While testing is ongoing and the technology is being deployed elsewhere, these trains are expected to enter service on regional and local routes in the UK shortly after 2030 to meet the 2040 net-zero target.

While the Desiro Verve is a leading contender for future, large-scale, low-carbon fleet orders, the formal confirmation of a “large fleet” contract by Great British Railways is still pending competitive procurement processes. 

I’ll believe them, when I see the trains in the metal.

What Other Lines Could Use Trains Like These?

Typical lines that have been upgraded in recent years, that could use these trains .include.

  • Borders Railway
  • Dartmoor Line
  • East-West Rail
  • Levenmouth Rail Link
  • Northumberland Line

Typical lines that could be upgraded in the near future, that could use these trains include.

  • Barton Line
  • Ivanhoe Line
  • Leamside Line
  • Marshlink Line
  • Sheffield and Cleethorpes.
  • Uckfield Branch
  • West London Orbital Railway.

It should be a rolling program.

As the new trains could be spread all over the country could it be an election winning poolicy in 2030?

January 24, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Could Doncaster Sheffield Airport Become A Hydrogen Airport?

I asked Google AI, what is the current status of Doncaster Sheffield Airport and received this reply.

Doncaster Sheffield Airport (DSA) is currently in a state of active, public-funded redevelopment after closing in late 2022 due to financial issues, with plans to reopen for passenger flights by late 2027 or 2028, following significant funding (around £160m) secured by the South Yorkshire Mayoral Combined Authority (SYMCA) for the City of Doncaster Council to take over operations and rebuild commercial viability, with freight and general aviation potentially returning sooner.

This Google Map shows the location of the airport.

Note.

  1. The distinctive mouth of the River Humber can be picked out towards the North-East corner of the map.
  2. Hull and Grimsby sit in the mouth of the Humber.
  3. The red arrow indicates Doncaster Sheffield Airport.
  4. Leeds is in the North-West corner of the map.
  5. The towns and city of Doncaster, Rotherham and Sheffield can be picked out to the West of the airport.

This second Google Map shows a close-up of the airport.

 

On my visit to NASA in the 1980s, where an Artemis system was used to project manage the turnround of the Space Shuttle, I was asked questions by one of NASA’s support people about RAF Finningley. Nothing too technical, but things like what is Doncaster like.

When I asked why, they said there’s a high chance that a Space Shuttle could land at RAF Finningley, as it has one of the best runways for a very heavy aircraft in Europe.

Looking at the runway, it is a long and wide runway that was built for heavy RAF nuclear bombers like Valiants, Victors and Vulcans.

I believe that we will eventually see hydrogen-  and/or nuclear-powered airliners flying very long routes across the globe, just as a nuclear-powered example, attempted to do in the first episode of the TV series Thunderbirds, which was called Trapped in the Sky and has this Wikipedia entry.

Just as the Space Shuttle did, these airliners and their air-cargo siblings will need a large runway.

Doncaster Sheffield Airport already has such a runway.

These hydrogen- and nuclear-powered aircraft will make Airbus A 380s look small and will need runways like the one at Finningley.

But I don’t think we’ll ever see nuclear-powered aircraft in the near future, so the aircraft will likely be hydrogen.

Other things in favour of making Doncaster Sheffield Airport, an airport for long range hydrogen aircraft include.

  • The airport is close to the massive hydrogen production and storage facilities being developed on Humberside at Aldbrough and Rough.
  • The airport could be connected to the Sheffield Supertram.
  • The airport could be connected to the trains at Doncaster station, which has 173 express trains per day to all over the country.
  • The airport would fit well with my thoughts on hydrogen-powered coaches, that I wrote about inFirstGroup Adds Leeds-based J&B Travel To Growing Coach Portfolio
  • The airport might even be able to accept the next generation of supersonic aircraft.
  • The airport  could certainly accept the largest hydrogen-powered cargo aircraft.
  • The Airport isn’t far from Doncaster iPort railfreight terminal.

Did I read too much science fiction?

I have some further thoughts.

 

Do Electric Aircraft Have A Future?

I asked Google AI this question and received this answer.

Yes, electric aircraft absolutely have a future, especially for short-haul, regional, and urban air mobility (UAM), promising quieter, zero-emission flights, but battery limitations mean long-haul flights will rely more on hydrogen-electric or Sustainable Aviation Fuels (SAF) for the foreseeable future. Expect to see battery-electric planes for shorter trips by the late 2020s, while hybrid or hydrogen solutions tackle longer distances, with a significant shift towards alternative propulsion by 2050.

That doesn’t seem very promising, so I asked Google AI what range can be elected from electric aircraft by 2035 and received this answer.

By 2035, fully electric aircraft ranges are expected to be around 200-400 km (125-250 miles) for small commuter planes, while hybrid-electric models could reach 800-1,000 km (500-620 miles), focusing on short-haul routes due to battery limitations; larger, long-range electric flight remains decades away, with hydrogen propulsion targeting 1,000-2,000 km ranges for that timeframe.

Note.

  1. I doubt that many prospective passengers would want to use small commuter planes for up to 250 miles from Doncaster Sheffield airport with hundreds of express trains per day going all over the UK mainland from Doncaster station.
  2. But Belfast City (212 miles), Dublin (215 miles) and Ostend (227 miles), Ronaldsway on the Isle of Man (154 miles) and Rotterdam(251 miles) and Schipol 340 miles) may be another matter, as there is water to cross.

It looks like it will be after 2035 before zero-carbon aircraft will be travelling further than 620 miles.

My bets would be on these aircraft being hydrogen hybrid aircraft.

What Will The Range Of Hydrogen-Powered Aircraft In 2040?

I asked Google AI this question and received this answer.

By 2040, hydrogen-powered commercial aircraft are projected to have a range that covers short- to medium-haul flights, likely up to 7,000 kilometers (approximately 3,780 nautical miles), with some models potentially achieving longer ranges as technology and infrastructure mature.
The range of these aircraft will vary depending on the specific technology used (hydrogen fuel cells versus hydrogen combustion in modified gas turbines) and aircraft size.

It looks like we’ll be getting there.

This Wikipedia entry is a list of large aircraft and there are some very large aircraft, like the Antonov An-225, which was destroyed in the Ukraine War.

A future long-range hydrogen-powered airline must be able to match the range of current aircraft that will need to be replaced.

I asked Google AI what airliner has the longest range and received this reply.

The longest-range airliner in service is the Airbus A350-900ULR (Ultra Long Range), specifically configured for airlines like Singapore Airlines to fly extremely long distances, reaching around 9,700 nautical miles (18,000 km) for routes like Singapore to New York. While the A350-900ULR holds records for current operations, the upcoming Boeing 777-8X aims to compete, and the Boeing 777-200LR was previously known for its exceptional range.

I believe that based on the technology of current successful aircraft, that an aircraft could be built, that would be able to have the required range and payload to be economic, with the first version probably being a high-capacity cargo version.

What Would An Ultra Long Range Hydrogen-Powered Airliner Look Like?

Whatever the aircraft looks like it will need to be powered. Rolls-Royce, appear to be destining a future turbofan for aircraft called the Ultrafan, which has this Wikipedia entry.

I asked Google AI, if Rolls-Royce will produce an Ultrafan for hydrogen and received this answer.

Rolls-Royce is actively developing the UltraFan architecture to be compatible with hydrogen fuel in the future, but the current UltraFan demonstrator runs on Sustainable Aviation Fuel (SAF). The company has a research program dedicated to developing hydrogen-powered engines for future aircraft, aiming for entry into service in the mid-2030s.

I asked Google AI, if Rolls-Royce have had major difficulties converting engines to hydrogen and received this answer.

Rolls-Royce has not encountered insurmountable difficulties but faces significant engineering and logistical challenges in converting engines to run on hydrogen. The company has made substantial progress in testing both stationary and aero engines using pure hydrogen, confirming its technical feasibility.

Given the company’s success in developing engines in the past, like the R Type, Merlin, RB 211, Pegasus, Trent, mtu 4000 and others, I suspect there’s a high chance of a successful hydrogen-powered Ultrafan.

If you look at a history of large passenger and cargo aircraft over the last sixty years, there has been a lot of the following.

  1. Conversion of one type of aircraft to a totally different type.
  2. Fitting new engines to a particular type.
  3. Fitting new avionics to a particular type.

Examples include.

  • Fitting new CFM-56 engines to DC-8s.
  • The first two Nimrods were converted from unsold Comet 4Cs.
  • Converting Victor bombers to RAF tanker aircraft.
  • Converting BA Tristars to RAF tanker aircraft.
  • Converting DC-8s to cargo aircraft.
  • Airbus converted five Airbus A 300-600 into Belugas, which have this Wikipedia entry.
  • Airbus converted six Airbus A 330-200F into BelugaXLs, which have this Wikipedia entry.
  • Converting two Boeing-747s to carry Space Shuttles ; one from American Airlines and one from Japan Airlines, which have this Wikipedia entry.

Note.

  1. Most of these examples have been successful.
  2. The last three examples have been very successful.
  3. Most of these applications do not have a human cargo.

This picture shows an Emirates Air Lines’s Airbus A 380 on finals at Heathrow.

Note.

  1. The aircraft was landing on Runway 27 L.
  2. The four engines and the vertical oval cross-section of the fuselage are clearly visible.
  3. The Wikipedia entry for the Airbus A 380 shows two floors across the fuselage; the upper floor with eight seats in 2-4-2 and the lower floor with ten seats in 3-4-3, and a pair of LD3 cargo containers in the basement.

I’d be interested to know, how much hydrogen could be put in the basement and how far it could take the plane with a full load of passengers!

This link to the Wikipedia entry, shows the cross section in detail.

 

 

Note

 

I wouldn’t be surprised that the first application of large hydrogen aircraft will be for cargo and it could be an Airbus Beluga or perhaps an Airbus A 380 freighter?

 

January 2, 2026 Posted by | Artificial Intelligence, Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

FIRST TO THE FUTURE: Lumo Owner Bids To Turbo-Charge UK Rail With New Routes

The title of this post, is the same as that of this press release from First Group.

These first three paragraphs introduce FirstGroup’s application for the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services.

FirstGroup plc plans to expand its open access rail operations through its successful Lumo business, boosting connectivity, improving UK productivity and passenger choice across the UK.

The expansion aims to replicate the success of Lumo’s Edinburgh to London service in driving material growth on the East Coast Main Line. Lumo operates without government subsidy and contributes more per train mile to infrastructure investment than any other long-distance operator – delivering growth on the railway and connectivity to local communities, at a substantial benefit to the taxpayer.

FirstGroup has submitted the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services, which are described in these bullet points.

  • A revised application to run new services between Rochdale and London Euston via Manchester Victoria from December 2028; 
  • An extension to Lumo’s current Stirling to London Euston track access agreement to operate services beyond 2030;
  • A new route between Cardiff and York via Birmingham, Derby, and Sheffield from December 2028; and
  • Purchase of new trains meaning continued investment in UK manufacturing of c.£300 million, and long-term jobs.

This paragraph from the press release describes the philosophy of the rolling stock.

Should these applications be successful, FirstGroup will make use of its option to commit further investment in new Hitachi trains built in County Durham. This investment will include five battery electric trains for the Stirling route and three battery electric trains for Rochdale, supporting jobs at Hitachi’s Newton Aycliffe plant. For the services between Cardiff and York, it will deploy refurbished Class 222s.

Note.

  1. The Class 222 trains will run the Euston and Stirling service until the future Hitachi trains are delivered in 2028.
  2. The Class 222 trains will run the Cardiff and York service from 2028.
  3. The Class 222 trains have a maximum speed of 125 mph
  4. Avanti West Coast’s Class 390 trains have a maximum speed of 125 mph.
  5. Avanti West Coast’s Class 805 trains have a maximum speed of 125 mph on electrification.
  6. Avanti West Coast’s Class 807 trains have a maximum speed of 125 mph.
  7. Grand Central Trains’s future Hitachi trains have a maximum speed of 125 mph.
  8. Hull Trains’s Class 802 trains have a maximum speed of 125 mph.
  9. Lumo’s current Class 803 trains have a maximum speed of 125 mph.
  10. LNER’s current Class 800 and 801 trains have a maximum speed of 125 mph.
  11. LNER’s current InterCity 225 trains have a maximum speed of 125 mph.
  12. LNER’s future Class 897 trains have a maximum speed of 125 mph.
  13. All of the trains, with the exception of the Class 222 trains are electric and have been designed for 140 mph running and can do this if there is appropriate 140 mph signalling.

If the Class 222 trains don’t run on the East and West Coast Main Lines, then these lines could introduce 140 mph running in stages to speed up rail travel between London and the North of England and Scotland.

Rochdale And London

These three paragraphs from the press release describe the proposed Rochdale and London service.

The new Lumo service will operate the first direct service since 2000 between Rochdale and London. Services will call at Manchester Victoria, Eccles, Newton-le-Willows and Warrington Bank Quay. Eccles station connects other parts of the city of Salford, including the fast-growing MediaCity area, via the nearby interchange with Metrolink. Services to Newton-le-Willows will deliver greater rail connectivity for St Helens.

There will be three new return services on weekdays and Sundays, and four return services on Saturdays, which will provide 1.6 million people in the north-west with a convenient and competitively priced direct rail service to London, encouraging people to switch from cars to train as well as providing additional rail capacity. It will also deliver material economic benefits for the communities along the route, including regeneration areas such as Atom Valley and the Liverpool City Region Freeport scheme.

The application has been revised to address the ORR’s concerns about network capacity set out in its letter of July 2025 rejecting FirstGroup’s original application. Supported by extensive modelling, the company has identified sufficient space on the network to accommodate the proposed services. Services will also make use of the Government’s recent investment in power supply for the West Coast Mainline (WCML).

In FirstGroup’s Lumo Seeks To Launch Rochdale – London Open Access Service, I gave my thoughts for Lumo’s application last year.

Differences between the two applications include.

  • The service will be run by Lumo’s standard battery-electric Hitachi trains.
  • The original application was for six return journeys per day, whereas the new application is for three return services on weekdays and Sundays, and four return services on Saturdays.

Note.

  1. The battery-electric trains will be able bridge the 10.4 mile gap between Manchester Victoria and Rochdale, and return after charging on the West Coast Main Line.
  2. The battery-electric trains could be useful during engineering works or other disruptions.
  3. The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
  4. Is the extra return service on a Saturday to cater for football and rugby fans?

I still feel, that with Lumo’s battery-electric trains one or more services could extend across the Pennines to Hebden Bridge, Bradford Interchange or Leeds. Trains would be recharged for return at Leeds.

Stirling And London

This  paragraph from the press release describes the proposed Stirling and London service.

Stirling has a wide catchment area, with an estimated three million people living within an hour’s drive. Extending the current track access agreement for the Stirling route from May 2030 will support the shift from car to rail, and investment in the city, as well as in the service’s intermediate stations which include Larbert, Greenfaulds and Whifflet, thanks to greater connectivity to London. The four return services weekdays and Saturdays, and three on Sundays, on the new route are expected to start early in the company’s 2027 financial year.

In Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026, I gave my thoughts for Lumo’s application in June 2025.

Differences between the two applications include.

  • The service will only be run initially by Class 222 trains.
  • The service will be run by Lumo’s standard battery-electric Hitachi trains after 2028.
  • The original application was for five return journeys per day, whereas the new application is for four return services on weekdays and Saturdays, and three return services on Sundays.
  • In the original application, Lumo’s new route was to link London Euston directly to Stirling, also calling at Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet (serving Coatbridge), Greenfaulds (serving Cumbernauld) and Larbert.

Note.

  1. The battery-electric trains could be useful during engineering works or other disruptions.
  2. The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
  3. Is the extra return service on a Saturday to cater for football and rugby fans?

It should be noted that there are always more return services per day going to Stirling, than Rochdale.

Could The Rochdale and Stirling Services Share A Path?

Consider.

  • The two services use the West Coast Main Line South of Warrington Bank Quay station.
  • Pairs of Class 803 trains can split and join.
  • A pair of Class 803 trains are shorter than an 11-car Class 390 train.
  • An 11-car Class 390 train can call in Warrington Bank Quay or Crewe stations.

I believe that the Rochdale and Stiring services could share a path.

  • One Weekday service per day would be a single train.
  • Going South, the trains would join at Warrington Bank Quay or Crewe stations.
  • Going North, the trains would split at Warrington Bank Quay or Crewe stations.
  • The pair of trains would share a platform at Euston station.

Operating like this would increase the connectivity and attractiveness of the services, and probably increase the ridership and profitability.

Cardiff And York  via Birmingham, Derby And Sheffield

These four paragraphs from the press release describe the proposed Cardiff and York service.

Lumo’s new route between Cardiff and York will join up the entire Great British Railway network, connecting all four main lines from the Great Western Main Line to the East Coast Main Line. The plans will also deliver more capacity and drive passenger demand on a previously underserved corridor.

The application proposes six return services each weekday – a significant increase from the current single weekly service.

Bringing Lumo’s popular low-cost model to the corridor will support local communities between Cardiff, Birmingham, Derby, Sheffield, and York. These cities alone have a combined population of more than 2.5 million people. The new services will give local communities access to jobs and services along the route, in support of significant investment that has already been committed by the Government and private sector. This investment includes the Cardiff Capital Regional Investment Zone, the £140million proposed refurbishment at Cardiff Central station, the West Midlands Investment Zone which is expected to create £5.5 billion of growth and 30,000 new jobs, as well as investment plans in Derby, Sheffield and York.

The ORR will now carry out a consultation exercise as well as discuss the applications with Network Rail to secure the required approvals.

Note.

  1. Only minimal details are given of the route.
  2. The TransPennine Upgrade will create a new electrified route across the Pennines between York and Huddersfield via Church Fenton, Leeds and Dewsbury.
  3. The Penistone Line is being upgraded, so that it will handle two trains per hour.
  4. In the 1980s, the Penistone Line took InterCity 125s to Barnsley.
  5. The connection with the Penistone Line at Huddersfield has been upgraded.

I am reasonably certain, that FirstGroup intend to route the York and Cardiff service over this partially electrified route.

Sections of the route will be as follows.

  • Cardiff and Westerleigh junction – 38 miles – Electrified
  • Westerleigh junction and Bromsgrove – 65.2 miles – Not Electrified
  • Bromsgrove and Proof House junction – 15 miles – Electrified
  • Proof House junction and Derby – 40.6 miles – Not Electrified
  • Derby and Sheffield – 36.4 miles – Not Electrified
  • Sheffield and Huddersfield – 36.4 miles – Not Electrified
  • Huddersfield and York – 41.9 miles – Electrified

There are only two sections of track, that is not electrified.

  • Westerleigh junction and Bromsgrove – 65.2 miles
  • Proof House junction and Huddersfield – 113.4 miles

Out of a total of 273.5 miles, I believe in a few years, with a small amount of extra electrification or more powerful batteries, Hitachi’s battery-electric high-speed trains will have this route cracked and the Class 222 trains can be sent elsewhere to develop another route.

October 30, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Huddersfield Station – 30th September 2025

This press release on the Network Rail Media Centre is entitled Huddersfield Station Set To Reopen Next Week With New Temporary Layout.

As it is now next week, I went to have a look at the progress today.

I made a mistake and got on a Grand Central Train, which meant, I had to change at York.

Speeding past Drax power station on the Selby Diversion, I took these pictures.

We were only in a 125 mph diesel, so we couldn’t take advantage of the 160 mph running, that the East Coast Main Line’s new signalling might allow on this section. The Wikipedia entry for the Selby Diversion, says this about the possible speeds.

The line was the first purpose-built section of high-speed railway in the UK having a design speed of 125 mph; however, research by British Rail in the 1990s indicated that the route geometry would permit up to 160 mph operation, subject to the necessary overhead line equipment and signalling upgrades. The new line also avoided the speed restriction over the swing bridge at Selby. The former ECML route, the NER’s 1871 York and Doncaster branch line, was closed from Selby northwards.

As the Selby Diversion opened in 1983, I wouldn’t be surprised that the calculations were performed on British Rail Research’s Pace 231-R, which was similar to the one I used at ICI and the pair, that NASA used calculate how to land Apollo on the moon.

When I eventually got to Huddersfield, I took these pictures.

Note.

  1. In I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It, there are pictures of Huddersfield station, that were taken on the 21st August, soon after the work started.
  2. In Huddersfield Station – 15th December 2023, there are pictures of Huddersfield before the work started.
  3. Much of the work seems to have been done at the Western end of the station to lengthen the platform on the Penistone Line to Sheffield.
  4. Platform 2 for the Penistone Line has also been renumbered Platform 1.

Work still to be carried out at Huddersfield station, includes refurbishing the roof, installing the electrification and adding a couple of new platforms.

These are my thoughts.

Which Platforms Will Be Electrified?

This OpenRailwayMap shows the proposed electrification in Huddersfield station.

Note.

  1. The blue arrow in the North-East corner of the map indicates Huddersfield atation.
  2. The two red-and-black tracks going diagonally across the map are the Hudderfield Line.
  3. The red-and-black colour, indicates that the two tracks will be electrified.
  4. South of these two tracks, the Penistone Line sneaks into Platform 1 at Huddersfield station.
  5. The Penistone Line goes to Sheffield in a South-Westerly direction.
  6. There appears to be a crossover, so that trains from the Penistone Line can use both Platforms 1 and 2 in Huddersfield station.
  7. The OpenRailwayMap appears to show planned electrification between Stalybridge and Leeds stations.
  8. To the East of Leeds planned electrification is shown as far as Micklefield and Church Fenton stations.

Once installed, this electrification will create a complete electrified route across the Pennines from Liverpool Lime Street in the West to the East Coast Main Line in the East.

This OpenRailwayMap shows the planned electrification between Micklefield and Hull stations.

Note.

  1. Red tracks are electrified.
  2. Black tracks are not electrified.
  3. York is in the North-West corner of the map, with the electrified East Coast Main Line going through the station North-South.
  4. South of York, the East Coast Main Line now splits.
  5. The Western branch includes an electrified line to Micklefield station, Neville Hill depot and Leeds station.
  6. The Eastern Branch is the Selby Diversion, which is an electrified 160 mph line, that avoids the Selby coalfield.
  7. Running West-East across the map is the unlectrified Micklefield and Hull Line, which goes via Selby.
  8. Hull is in the South-East corner of the map.
  9. Hull is 42 miles from Micklefield and 36.1 miles from the Temple Hirst junction on the Selby Diversion, so it is within range of battery-electric trains, with charging at Hull station.
  10. Hitachi’s battery-electric Class 802 trains, used by Hull Trains and TransPennine Express, which are currently on test, should certainly be able to serve Hull.

Hull can become an electrified station, without the expense and disruption of full electrification.

How Long Is Platform 1 At Huddersfield Station?

This OpenRailwayMap shows the new Platform 1 at Huddersfield station.

 

Note.

The blue arrow indicates Huddersfield station.

  1. The three darker orange lines indicate the two through platforms 2 and 3, and the reconfigured bay platform 1.
  2. There is a cross-over between platforms 1 and 2, which connects Platform 2 to the Penistone Line.
  3. In the South-West corner of the map is a hundred metre scale.
  4. Using the scale, I estimate that the length of the bay platform 1 is around 120 metres.
  5. In the last two rows of pictures in the gallery of this post, a three car Class 150 train is shown in Platform 1.
  6. A three car Class 150 train is approximately sixty metres long.

Looking at the pictures, I wouldn’t be surprised if the new platform has been designed to take two three-car Class 150 trains. It would certainly take a pair of two-car Class 150 trains.

Other trains and their lengths that might use the platform include.

  • Class 170 – three-car – 70.85 metres
  • Class 195 – two-car – 48.05 metres
  • Class 195 – three-car – 71.40 metres
  • Class 195 – 2 x two-car – 96.10 metres
  • Class 810 – five-car – 120 metres

The Class 810 uses 24 metre cars, so that a pair of trains, will fit in St. Pancras. But with perhaps selective door opening could a single Class 810 train run a St. Pancras and Huddersfield service, perhaps with a split and join at Sheffield.

Electrification Across The Pennines

The TransPennine Route will be electrified between Liverpool Lime Street and Micklefield stations, once the current works between Huddersfield and Leeds are complete.

Sections without electrification include.

  • Bradford Interchange and Doncaster – 52.1 miles
  • Cleethorpes and Doncaster – 52.1 miles
  • Harrogate and Leeds – 18.3 miles
  • Hazel Grove and Doncaster – 52.6 miles
  • Hull and Micklefield – 42 miles
  • Hull and Temple Hirst junction – 36.1 miles
  •  Saltburn and Northallerton – 28.1 miles
  • Sunderland and Northallerton – 46.8 miles
  • Scarborough and York – 42.1 miles

I expect that Hitachi trains with batteries or CAF’s tri-mode trains will be able to handle these routes in a low-carbon manner.

Electrification Between Stalybridge And Huddersfield

This section is shown as being electrified on OpenRailwayMap.

But as it is only 18 miles and includes the Standedge Tunnels will the route use battery-electric trains?

October 1, 2025 Posted by | Computing, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

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.

  1. 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.
  2. There is an Aberdeen-Manchester air service, but no Edinburgh-Manchester or Leeds-Scotland air services.
  3. 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.
  4. It looks to me, that LNER are strengthening their services between Doncaster and Scotland.
  5. 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.

  1. Lumo serves Newcastle, Morpeth and Edinburgh.
  2. Reston and East Linton are new stations.
  3. 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.

  1. Trains currently stop at Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor
  2. Is the twenty minutes time saving due to the new digital signalling to the South of Doncaster?
  3. 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.

  1. It looks like Great British Railways have surrendered Hull and Beverley to Hull Trains.
  2. Hull Trains are converting their Class 802 trains to battery-electric power.
  3. 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.

  1. 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.
  2. 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.
  3. There is also a daily service between King’s Cross and Skipton via Leeds.
  4. I can envisage another service between  King’s Cross and Ilkley via Leeds, Kirkstall Forge, Guiseley, Burley-in-Wharfedale and Ben Rhydding.
  5. I can envisage another service between King’s Cross and Huddersfield, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield and Deighton.
  6. 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.
  7. An alternative to Hebden Bridge would be Rochdale, which already has four platforms and is on the Manchester Metrolink
  8. 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.
  9. 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.
  10. 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.
  11. 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.

  1. 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.
  2. The hourly Crewe service will give access to Liverpool Manchester and the West Coast Main Line.
  3. 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.

  1. There will be a big increase in services between King’s Cross and Newcastle.
  2. Is the aim to persuade travellers to use trains rather than airlines?
  3. LNER also runs one train per day (tpd) between King’s Cross and Middlesbrough.
  4. 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.

  1. Doncaster station is in the North-East corner of the map.
  2. Rotherham Central station is in the South-West corner of the map.
  3. The blue arrow in the South-West corner indicates Rotherham Parkgate tram stop.
  4. Swinton, Mexborough and Conisbrough stations can be picked out.
  5. 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.

  1. tpd is trains per day.
  2. All seem to serve an exclusive area, except Lumo.
  3. In a couple of years, all could be using Hitachi trains.
  4. 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.

 

 

 

 

September 22, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Wakefield Westgate Station – 18th September 2025

To get to Knottingley and the consultation about Ferrybridge hydrogen-fired power station, I had to change trains at Wakefield Westgate station.

Note.

  1. It is an impressive station.
  2. It has been rebuilt since the turn of the century.
  3. It is fully step-free.
  4. Entrance is level from the square outside the station to the Southbound platform.
  5. There are toilets on the Southbound platform.
  6. There are six trains per hour (tph) between Wakefield Westgate and Leeds.

Certainty, in the time I was changing trains and waiting for my train to Knottingley, there were a lot of trains going to and from Leeds.

The timetables are changing on December 14, 2025 and the October 2025 Edition of Modern Railways gives this summary for Wakefield.

On Mondays-Saturdays, the CrossCountry train calling at Westgate at 18:17 will no longer stop at Wakefield. Northern will introduce an additional hourly fast train seven days a week between Leeds and Sheffield, and on Saturdays there will be extra later last trains between Sheffield and Westgate via Rotherham and Sheffield and Kirkgate via Barnsley.

With the development of the Leeds Metro, I can see more services being added on the route between Doncaster and Bradford via Wakefield Westgate and Leeds.

  • Bradford is getting a new through station.
  • From December 14, 2025, Sunday services to Bradford Forster Square will be increased for two to six each way per day.
  • It also looks like from December 14, 2025, the new Northern service between Leeds and Sheffield via Wakefield Westgate, will form a two trains per hour with the CrossCountry service.

It certainly looks like the train companies have been co-operating to create a high-class Trans-West Yorkshire service.

 

September 20, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , | Leave a comment

« Previous Entries