The Anonymous Widower

Does The UK Need More Passenger Train Capacity Between London And Scotland?

I went from London Euston to Wigan North Western and Blackpool North stations on Wednesday.

Just after the Bank Holiday, the train to the North, which was going to Glasgow Central,  seemed fairly busy, but I suspect that a few more souls could have been squeezed in.

Coming South in the early evening, there was a lot more space, but those that had gone to Scotland for the Bank Holiday weekend had probably returned.

At the moment, I am getting a lot of adverts like this, when I read The Times on-line.

It looks to me, that Avanti West Coast, are ecouraging travellers to use trains to travel to and from Glasgow.

How Many Anglo-Scottish Trains Are There?

  • Avanti West Coast – 6 tpd – London Euston to Edinburgh Waverley via Birmingham New Street
  • Avanti West Coast – 6 tpd – London Euston to Glasgow Central via Birmingham New Street
  • Avanti West Coast – 1 tph  – London Euston to Glasgow Central via Trent Valley
  • CrossCountry – 1 tph – Plymouth to Edinburgh Waverley
  • LNER – 2 tph – London King’s Cross to Edinburgh Waverley
  • Lumo – 6 tpd – London King’s Cross to Edinburgh Waverley and Glasgow Queen Street
  • Lumo – 4 tpd – London Euston to Stirling
  • TransPennine Express – 1 tp2h – Manchester Airport to Glasgow Central
  • TransPennine Express – 1 tp2h – Manchester Airport to Edinburgh Waverley
  • TransPennine Express – 4 tpd – Liverpool Lime Street to Glasgow Central

Note.

  1. tpd is trains per day.
  2. tph is trains per hour.
  3. tp2h is trains per two hours.
  4. The two Avanti West Coast services via Birmingham New Street alternate.
  5. The Avanti West Coast London Euston to Glasgow Central via Trent Valley service runs 15 tpd.
  6. The two TransPennine Express services from Manchester Airport to Scotland alternate.

My initial estimate is that there are 5 x 15 tph +16 tpd or 91 tpd.

How Many Anglo-Scottish Trains Are There On HS2?

In the original design for HS2, this was the service pattern.

Note.

  1. Train 10 runs hourly between London and Scotland via Old Oak Common and Preston and splits at Carlisle with one train serving Edinburgh Waverley and the other Glasgow Central.
  2. Train 11 runs hourly between London and Scotland via Old Oak Common, Birmingham Interchange and Preston and splits at Carlisle with one train serving Edinburgh Waverley and the other Glasgow Central.
  3. Train 12 runs hourly between Birmingham Curzon Street and Scotland and serves Edinburgh Waverley and Glasgow Central alternatively.

It looks like HS2 contributes 5 tph between England and Scotland or 75 tpd.

But as HS2 is currently configured, these Anglo-Scottish trains will still run.

  • CrossCountry – 1 tph – Plymouth to Edinburgh Waverley
  • LNER – 2 tph – London King’s Cross to Edinburgh Waverley
  • Lumo – 6 tpd – London King’s Cross to Edinburgh Waverley and Glasgow Queen Street
  • Lumo – 4 tpd – London Euston to Stirling
  • TransPennine Express – 1 tp2h – Manchester Airport to Glasgow Central
  • TransPennine Express – 1 tp2h – Manchester Airport to Edinburgh Waverley
  • TransPennine Express – 4 tpd – Liverpool Lime Street to Glasgow Central

If these trains continue to run my estimate is that there will be 4 x 15 tph +14 tpd or 74 tpd by classic routes.

This will mean 149 Anglo-Scottish tpd in total.

How Do You Get Between Leeds, Bradford, Sheffield and Hull, and Scotland?

If you look at the diagram, which shows the service pattern for HS2, note the following.

  • HS2 does not provide a service between Leeds, York, Durham, Darlington and Newcastle, and Scotland.
  • HS2 doesn’t connect to Bradford.
  • HS2 doesn’t go past Leeds, but the current LNER services also serve Bradford Forster Square, Harrogate, Shipley and Skipton stations.

There is also no direct trains from the Leeds/Bradford area to Glasgow.

But Consider.

  • The Settle and Carlisle Line runs between Skipton and Carlisle and used to host the Thames-Clyde Expresses that were run by the London Midland & Scottish Railway.
  • The Wikipedia entry for the Thames-Clyde Express is an interesting read.
  • Bradford Forster Square station was recently extended with two platforms , that can handle 10-car trains.
  • Bradford Forster Square station has seven trains per day from London via Leeds.
  • With a reverse at Bradford Forster Square station trains can call at Leeds, Bradford Forster Square and Skipton stations before taking the Settle and Carlisle Line to Carlisle.
  • The Thames-Clyde Express used to take the Glasgow South Western Line to Glasgow Central calling at Dumfries and Kilmarnock.
  • LNER’s Class 897 tri-mode trains will probably be able to handle the Settle and Carlisle and the Glasgow South Western Line, without using the diesel engines.
  • East Midlands Railway’s Class 810 trains, when fitted with batteries, should probably be able to do the same.

There are a lot of possibilities of how the Settle and Carlisle Line can be used to increase zero-carbon connectivity between Glasgow and London.

The route wouldn’t be the fastest route, but it could be one of the most scenic.

 

May 9, 2026 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

‘I Get To Work On The Most Scenic Railway Line In The World’

The title of this post, is the same as that of this article on the BBC. It is a quote from someone in the BBC article.

This is the sub-heading.

Have you heard the one about the railway line that was threatened with closure, so lots of people started using it and it was saved?

These three opening paragraphs add some detail to the story.

Welcome to the Settle to Carlisle line, the quirky steel road through some of Britain’s most magnificent countryside.

The line starts in Leeds and passes through Shipley and Skipton, but it is the section between North Yorkshire and Cumbria that is world-famous for its views.

Heading north from Settle, the peak of Pen-y-Ghent soon looms large, with Whernside and Ingleborough following a few miles later.

The saving of the line in the 1980s, is one of those classic British tales of a fight against bureaucracy, which like all these tales involved a dog, who gets a heroic mention in the BBC article.

In the next few sections, I will detail how improvements to the rail infrastructure between Bradford, Carlisle, Lancaster, Leeds have gradually developed the rail infrastructure, so that the Settle and Carlisle Line can play an increasing part in improving the economic outlook for a large area of England.

Is The Settle And Carlisle Line In Good Condition?

Google AI gives this answer to the question in the title of this section.

Yes, the Settle-Carlisle line is in good, operational condition and is considered a vital, well-maintained part of the National Rail network.

Despite a history of threatened closures and past structural issues, major investments have secured its future, and it currently carries over 1.2 million passengers a year.

Here is the current status of the line as of early 2026:

Infrastructure Condition: Following significant repairs, including a major £2.1 million project on the Ribblehead Viaduct completed in 2021 and extensive work at Eden Brows (2017), the line’s 14 tunnels and 22 viaducts are in good condition.

Active Usage: It is regularly used by Northern passenger services and is a designated diversionary route for mainline express trains when the West Coast Main Line is closed.

Operational Status: The line is fully operational, featuring regular commuter services, tourist trains, and steam heritage charter trains.

Safety & Upgrades: While it is a historic line, the infrastructure is deemed safe.

Occasional, isolated issues (like the 2022 freight derailment near Carlisle) have been managed with swift repairs.As of early 2026, the line is heavily used, with special passenger services and 150th-anniversary celebrations planned.

It’s probably in better condition, than many houses in the UK.

What Is The Operating Speed Of The Settle And Carlisle Line?

Google AI gives this answer to the question in the title of this section.

The Settle and Carlisle Line generally operates at a maximum speed of 60 mph/97 km/h.

While historically faster, this 60 mph limit is standard for modern passenger and freight services on the route.

Usage Examples and ContextPassenger Services: Northern Rail and various chartered services, including the scenic “Staycation Express” HST 125, operate along the route.

Freight: The line is used for heavy freight, including oil, timber, and cement trains.

Diversions: The line is frequently used as a, albeit slower, alternative route (approx. 2.5 hours for Leeds-Carlisle) during major West Coast Main Line (WCML) closures.

Scenic Tourism: The line is renowned as one of England’s most scenic, carrying over a million travelers annually, with notable sights like the Ribblehead Viaduct.

The Settle And Carlisle Line Is Well Connected To The Rail Network At The Northern End

This OpenRailwayMap shows how the line connects to the West Coast Main Line and the Tyne Valley Line, to the South of Carlisle.

Note.

  1. Electrified lines are shown in red and lines shown in black are not electrified.
  2. The electrified West Coast Main Line runs diagonally across the South-West corner of the map.
  3. The blue arrow on this line, indicates Carlisle station.
  4. The Northernmost of the two black cross lines is the Tyne Valley Line between Carlisle and Newcastle.
  5. The Southernmost of the two black cross lines is the Settle And Carlisle Line, which goes South to Settle, Bradford Forster Square, Leeds and Settle stations.
  6. The line going South-West joins the Cumbrian Coast Line, which joins the West Coast Main Line at Carnforth.

It does appear that the junction South of Carlisle is very comprehensive and allows very flexible routing.

The Settle And Carlisle Line Is Well Connected To The Rail Network At The Southern End

This OpenRailwayMap shows how the line connects to the West Coast Main Line and the Tyne Valley Line, to the North of Skipton.

 

Note.

  1. Electrified lines are shown in red and lines shown in black are not electrified.
  2. The blue arrow on this line, indicates Bradford Forster Square station.
  3. The fully-electrified Leeds station is in the South-East corner of the map. You can just pick out the ee of the name.
  4. The electrified Leeds-Bradford Line connects Bradford Forster Square and Leeds station via Shipley station and its triangular junction.
  5. The electrification continues in a North-Westerly direction as far as Skipton, where the red track stops.
  6. Electric intercity trains can run from London to Leeds, Bradford Forster Square and Skipton.
  7. Self-powered intercity trains can also run from London to Harrogate, which is on the line without electrification, that runs North from Leeds.
  8. Leeds receives a London service of two trains per hour (tph).
  9. Bradford Forster Square station receives a London service of one train per two hours (tp2h) via Leeds.
  10. Harrogate station receives a London service of 1 tp2h via Leeds.
  11. Skipton station receives a London service of one train per day (tpd) via Leeds.

The Leeds-Bradford area gets a frequent service to London and the South.

This OpenRailwayMap shows how the Settle and Carlisle Line connects to the electrification at Skipton.

Note.

  1. Electrified lines are shown in red and lines shown in black are not electrified.
  2. The only electrified lines on the map are at Skipton station in the South-East corner of the map.
  3. The blue arrow on this line, indicates Settle station.
  4. Skipton and Settle stations are 15.2 miles apart.
  5. Settle and Carlisle are 71.5 miles apart.

To bridge the gap in the electrification between Carlisle and Skipton, trains will need to be able to run 86.7 miles on their own power.

Bridging The Carlisle And Skipton Gap

But once the train gets to Carlisle or Skipton, the train will have the luxury of 25 KVAC overhead electrification to both power the train and charge any batteries.

In my opinion, there are three intercity trains coming into service, that could handle an 86.7 mile gap in electrification.

  1. East Midland Railways’s Class 810 train, which is a diesel bi-mode with lots of power, which is described in this Wikipedia entry.
  2. LNER’s Class 802 trains, which currently is a diesel bi-mode, that Hitachi could convert into a Hitachi Intercity Battery Train, which is described on this Hitachi web site.
  3. LNER’s Class 897 trains, which is a diesel tri-mode, that CAF are building in Spain and Wales, which is described in this Wikipedia entry.

In How Far Will A Hitachi Intercity Battery Train Travel Without Using The Electrification?, I answer the question for both Hitachi and CAF trains.

Surprisingly, I got the answer of a range of 120 miles for both the Hitachi and CAF trains. But could it be that Network Rail and the train companies wanted a range of 120 miles to electrify the UK rail network and so a 120 mile battery range was in the specification.

My estimate of 120 miles for Hitachi’s trains, was also confirmed by the company.

Bridging The Gaps

Some other distances, where gaps must be bridged include.

  • Sheffield and South Wigston – 69.4 miles
  • Holyhead and Chester – 84.4 miles
  • Exeter and Basingstoke – 124,3 miles
  • Fishguard Harbour and Cardiff Central – 119.1 miles
  • Aberystwyth and Shrewsbury – 81.5 miles
  • Bristol Temple Meads and Newbury – 70.8 miles
  • Inverness and Aberdeen – 108.3 miles
  • Carlisle and Glasgow Central via Dumfries – 115.9 miles
  • Hereford to Didcot Junction – 96.9 miles

120 miles could be a good fit.

Could it be that that distance was the range of a steam locomotive on a full load of water?

The Updating Of Bradford Forster Square Station

This is now a four-platform station, with two platforms able to take a pair of 5-car Hitachi or the new CAF 10-car Class 397 trains.

In Bradford Forster Square Station – 20th May 2025, I describe and show pictures of the updated station.

Bradford Forster Square station now gets seven trains per day to and from London King’s Cross via Leeds.

This article on the BBC, which is entitled New Platform’s Opening Gives Bradford More Trains has this sub-heading.

A new £35m platform at Bradford’s Forster Square Station has opened – boosting rail services in the city

£35million seems a lot of money to spend to just increase the number of services between King’s Cross and Bradford, even though 2025 was the year that Bradford was UK City of Culture, but there may be valid reasons to create a new route between London and Scotland, using the Settle and Carlisle Line.

  • The Settle and Carlisle Line is one of the UK’s most famous scenic routes with 20 viaducts, 14 tunnels and countless beautiful vistas along its 72 mile track.
  • You put the Mona Lisa on display, not in a store.
  • LNER now has battery-electric bi-mode trains, with CAF tri-mode trains due to enter service in 2028, that can both handle the 86.7 mile gap in the electrification in silence.
  • The CAF trains have extra diesel power, about which CAF is not disclosing much. This to me, suggests some innovative use.
  • There appear to be no flights between Leeds/Bradford Airport and Scotland.
  • There appear to be no direct trains between Glasgow and West Yorkshire.
  • A direct train between Glasgow and Leeds and Bradford Forster Square would add additional connectivity between Scotland and Yorkshire.
  • With the cancellation of High Speed Two, we need more train paths between London and Scotland.
  • Decarbonisation of aviation is difficult, but replacing fossil-fueled planes with zero-carbon trains is easier.
  • A single Class 897 train can carry 569 seated passengers, which is about 3.5 times the capacity of a single Airbus A320.
  • The proposed Leeds Metro would bring passengers to the new service.
  • Leeds and Bradford could see an upturn in tourism.

I also think the line will not be lightly used due to its iconic status.

How Would A Leeds/Bradford And Scotland Service Call At Bradford Forster Square Station?

  • Bradford Forster Square station now gets seven trains per day to and from London King’s Cross via Stevenage, Newark Northgate, Doncaster, Wakefield Westgate, Leeds and Shipley.
  • There is one fewer train on Sunday.
  • There is a triangular junction at Shipley station, which connects the three electrified lines to Leeds, Bradford Forster Square and Skipton.

This OpenRailwayMap shows Shipley station and the triangular junction.

Note.

  1. All rail lines are electrified and shown in red.
  2. The blue arrow on this line, indicates Shipley station.
  3. Shipley station appears to be in the middle of the junction.
  4. The line going East connects to Leeds station.
  5. The line going South connects to Bradford Forster Square station, which is at the end of the line.
  6. The line going West connects to Skipton station and the Settle and Carlisle Line.

Trains returning to London would reverse out of Bradford Forster Square station and take the Eastern route through Shipley and Leeds back to London.

  • An appropriate number of trains for Carlisle and Scotland, could surely just reverse out of the station and take the Western route through Skipton station and go on to the Settle and Carlisle Line.
  • The trains would call at Wakefield Westgate, Leeds, Shipley, Bradford Forster Square and Skipton stations in the Leeds/Bradford conurbation.
  • Other stations could be added to the route if required.
  • The trains would effectively reverse direction in their call at Bradford Forster Square station.
  • Going North the trains might check their battery levels in Bradford Forster Square station and use a fast-charger if necessary.
  • Going South, there would be no need for charging, as the route South from Bradford Forster Square station, is already fully-electrified.
  • Would the operator, use this longer stop to replace the crew with a fresh one?

It could be a simple and efficient way to run a London and Scotland service via the Settle and Carlisle Line.

What About Hull, Sheffield And York?

I’m asking this question, as Yorkshire is a large county and this article has only mentioned a few places, where people live and might need to go to London or Scotland.

In February, I wrote Northern Launches New Yorkshire Flyer Fast Service Between Leeds And Sheffield.

I’m fairly sure that Hull, York and other cities and large towns in Yorkshire already have a good regional service to Bradford Forster Square or Leeds station, which will give a good connection to the new service.

Could Dumfries Be Served By Using The Glasgow South Western Line?

This OpenRailwayMap shows the Southern part of the Glasgow South Western Line.

Note.

  1. Electrified lines are shown in red and lines shown in black are not electrified.
  2. The blue arrow on the black track, indicates Dumfries station on the Glasgow South Western Line.
  3. The red track is the West Coast Main Line.
  4. Carlisle is in the South-East corner of the map.
  5. Carlisle and Glasgow Central via Dumfries is 115.9 miles
  6. The Thames-Clyde Express, ran on this route until 1974.
  7. According to the Wikipedia entry for the Thames-Clyde Express, the train called at Dumfries and Kilmarnock stations.

From this brief look it appears that the new service could include Dumfries and should be able to serve the town on battery power.

Is More Capacity Needed On The West Coast Main Line Between Carlisle And Glasgow?

I asked Google AI, this question, to see if there is capacity.

This was the answer I received.

Yes, increased capacity and infrastructure enhancements are required on the West Coast Main Line (WCML) between Carlisle and Glasgow, as the line is currently full and unable to meet modern, growing passenger and freight demands.

Upgrades are necessary to tackle aging infrastructure, bottlenecks, and the need for more frequent services.

Key Aspects of the Need for Capacity:Full Capacity: The WCML is essentially full, with little space left for growth, despite 75 million passengers using it annually.

Freight and Passenger Growth: Passenger numbers are expected to double by 2050, and the line is a crucial artery for Anglo-Scottish freight.

Infrastructure Age: The northern section is undergoing its largest upgrade in half a century to address reliability issues.

Performance Bottlenecks: Specific locations, such as those north of Carlisle, require signaling and track improvements to prevent delays.

Proposed Upgrades: Current initiatives include a £400m investment until March 2029 for upgrades, including signalling and track renewals, though these are largely to boost reliability rather than provide a massive increase in capacity.

It looks to me, that a bit of a redesign and some use of battery trains on the Glasgow South Western Line, might squeeze a few more trains into the route.

 

 

 

 

 

May 2, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Is This Why Purists Say The Midland Main Line Must Be Electrified?

In How Far Will A Class 897 Train Travel Without Using The Electrification?, I showed that the Class 897 train, can go for 120 miles on its internal power sources.

I also showed that the Hitachi Class 80X trains with batteries can do the same.

But if you look at distance on the Midland Main Line, some are greater than 120 miles.

  • St. Pancras and Chesterfield – 146.1 miles
  • St. Pancras and Derby – 128.3 miles
  • St. Pancras and Doncaster – 157.3 miles
  • St. Pancras and Leeds – 187.2 miles
  • St. Pancras and Nottingham – 126.4 miles
  • St. Pancras and Sheffield – 160.0 miles

So to get all the way to Chesterfield, Derby, Doncaster, Leeds, Nottingham or Sheffield from St. Pancras, a train with a longer range is needed.

Conservative thinking means electrification, as we know it works.

You might also say, that the electrification on the Midland Main Line, just sort of peters out South of Leicester.

But thinking about it!

  • The electrification on the East Coast Main Line doesn’t cross the Forth Bridge.
  • The electrification on the West Coast Main Line finishes at Dunblane.
  • The electrification on the South Wales Main Line finishes at Cardiff.
  • Few branch lines in East Anglia are electrified.
  • The East-West Line is not to be electrified.

Did the accountants prune too hard?

They may have done!

  • But we do need a a zero-carbon train for routes longer than 120 miles.
  • And so do many other routes across the world.
  • The more you turn it round in your mind, the more you need a zero-carbon fuel with all the flexibility, range and ease of refuelling of diesel.

In my mind the only fuel that can do this is hydrogen.

Conclusion

If we want to run zero-carbon services over very long distances, we will need to use hydrogen power.

I also think, that my logic here, will apply to buses and coaches, so any needing a range over a certain size will need hydrogen.

As the purists won’t have hydrogen at any price, this means they won’t accept anything other than full electrification or battery-electric.

But bigger batteries are heavier and self-defeating, so electrification is the only way.

April 18, 2026 Posted by | Energy, Hydrogen, Transport/Travel | , , , | 2 Comments

Could The Settle And Carlisle Be Used As A More Formal Route?

In June 2021, I wrote Through Settle And Carlisle Service Under Consideration, which starts like this.

The title of this post, is the same as that of an article in the June 2021 Edition of Modern Railways.

This is the first paragraph.

Plans for a new Leeds to Glasgow through service via the Settle and Carlisle line are being developed, with CrossCountry and the Department for Transport starting to look at the possible scheme.

It sounds like a sensible idea to me.

The article also suggests the following.

  • CrossCountry is a possible operator.
  • CrossCountry are keen to improve services between Leeds and Glasgow
  • The trains could be InterCity 125s, freed up, by a the arrival of Class 221 trains from Avanti West Coast, when they receive their new Class 805 trains.
  • Maintenance of the trains wouldn’t be a problem, as this could be done at Neville Hill in Leeds or Craigentinny in Edinburgh.
  • Services could start in December 2023.

But nothing more has been heard.

However some things have happened.

The Settle And Carlisle Has Become A Popular Charter Route

Google AI gave me this paragraph.

The Settle and Carlisle line is an extremely popular, premier route for heritage rail charters, steam excursions, and luxury rail tours in the UK, often operating at full capacity. Renowned for its scenic 72-mile journey through the Yorkshire Dales and Pennines, it features iconic structures like the Ribblehead Viaduct.

I have also written these posts about charters on the Settle and Carlisle Line.

Scheduled Steam-Hauled Services For the Settle And Carlisle Railway

Rail Operator Crosses Line For First Time In Years

‘Staycation Express’ To Return Along Full Length of S & C

It doesn’t appear that the numbers of charter trains are showing any sign of decrease.

LNER Has Ordered Class 897 Trains

When LNER took over the East Coast Main Line services, they had six main classes of trains.

  • Five-car Class 800/1 bi-mode trains
  • Nine-car Class 800/2 bi-mode trains
  • Five-car Class 801/1 electric trains
  • Nine-car Class 801/2 electric trains
  • Seven-car InterCity225 trains
  • Nine-car InterCity225 trains

Note.

  1. The five-car trains can run in pairs as ten-car trains.
  2. The Class 800 and Class 801 trains can run to destinations, that lack full electrification using diesel power where needed.
  3. Hitachi are developing battery-power for rail routes without electrification.

In 2023 to replace the InterCity225 trains ten ten-car Class 897 tri-mode trains were ordered from CAF, which will soon be in service, over all LNER’s network.

LNER Has Fully Electrified And Unelectrified Destinations

LNER’s current  destinations, that are fully electrified to King’s Cross include.

  • Bradford Forster Square
  • Berwick on Tweed
  • Darlington
  • Doncaster
  • Durham
  • Edinburgh Haymarket
  • Edinburgh Waverley
  • Grantham
  • Keithley
  • Leeds
  • Newark Northgate
  • Newcastle
  • Peterborough
  • Retford
  • Shipley
  • Skipton
  • Stevenage
  • Wakefield Westgate
  • York

Whilst those are not fully electrified include.

  • Aberdeen
  • Cleethorpes
  • Dundee
  • Grimsby Town
  • Harrogate
  • Huddersfield
  • Horsforth
  • Hull
  • Inverness
  • Lincoln
  • Middlesbrough
  • Sheffield
  • Sunderland
  • Thornaby
  • Worksop

Note.

  1. Other destinations can be added as required.
  2. I suspect, that Class 897 trains will be able to approach many stations without electrification on battery power alone.
  3. Staff and Passengers would probably like underground stations like Sunderland to be worked on batteries alone.

The Class 800 bi-mode, the Class 801 electric and the Class 897 tri-mode trains will give LNER a very flexible fleet.

Onward To Skipton, Carlisle and Glasgow Central And Edinburgh From Bradford Forster Square

I wonder is someone has realised that the Class 897 trains could use their tri-mode capabilities to invade Scotland?

This OpenRailwayMap shows the railways between the Scottish Lowlands and northern England.

Note.

  1. Red tracks are electrified.
  2. Black tracks are not.
  3. The blue arrow in the middle of the map indicates Carlisle.
  4. The red track going North-South through Carlisle is the West Coast Main Line.
  5. The black track going South from Carlisle is the Settle and Carlisle Line.
  6. Where it turns red is at Skipton station and the electrification can power the train to Bradford Foster Square, Doncaster, Leeds or Sheffield stations.
  7. The West Coast Main Line splits North of Carlisle and electrified trains can reach either Glasgow Central in the West or Edinburgh Haymarket or Waverley in the East.
  8. The black track going North-South between Carlisle and Glasgow via Dumfries is the Glasgow South Western Line, which can be used as a diversionary route by some trains with a self-powered capability.

The Settle and Carlisle Line certainly makes Anglo-Scottish routes more robust and flexible when there is bad weather, engineering works or overhead wire or signalling failures.

Will Class 897 Trains Be Able To Run On The Settle And Carlisle Line?

I asked Google AI this question and it gave this answer.

Yes LNER’s new Class 897 tri-mode trains (scheduled for introduction from 2027) will be able to run on the Settle and Carlisle line. As tri-mode electro-diesel multiple units, these 10-car trains are designed to operate across the entire LNER network, utilizing electric, diesel, or battery power to manage non-electrified routes like this, providing a modern alternative to older, diesel-only fleets.

Key details regarding Class 897 on the Settle and Carlisle Line:

Tri-mode Capability: These trains can run on electric, diesel, or battery power, making them highly versatile for non-electrified, scenic, or challenging routes.
Operating Strategy: The trains are designed for flexibility and can be used across the LNER network, which includes routes connecting to Scotland via the West Coast Main Line (WCML) or through services from Leeds.

Upgrading Service: They will replace the 40-year-old InterCity 225 fleet, offering a more environmentally friendly, modern alternative to current diesel bi-modes, such as the Class 800/802.

The route is a major, yet challenging, rail line featuring 20 viaducts and 14 tunnels, making it suitable for modern, versatile train sets.

I also believe that running Class 897 trains between Yorkshire and Glasgow offers opportunities to run new services, that will appeal to both travellers and rail operators.

Does The UK Need More Passenger Rail Capacity Between Yorkshire And Glasgow?

I asked Google AI this question and it gave this answer.

Yes, the UK requires more passenger rail capacity between Yorkshire and Glasgow due to severe overcrowding and forecasted demand growth. Major routes like the East Coast Main Line (ECML) and West Coast Main Line (WCML) are, or will soon be, at maximum capacity. Key constraints include infrastructure limitations and the need for better Scotland-England connectivity.

Key insights on this need:

Capacity Constraints: The WCML, particularly at its southern end, is already effectively full, with limited capacity for additional, longer trains. Similarly, the ECML is experiencing significant overcrowding.

Growing Demand: Passenger demand for long-distance rail travel continues to rise, with significant increases noted in journeys between Scotland and other regions.

Infrastructure Issues: Constraints include steep inclines, tight curves, and the need to mix passenger and freight traffic, particularly on the West Coast route.

Proposed Solutions: While some improvements are planned, such as Lumo extending services to Glasgow, the Integrated Rail Plan (IRP) focuses on capacity enhancements in the North/Midlands.

Strategic Need: Enhanced, high-speed connections are considered essential for long-term economic integration and to prevent increased air travel/emissions.

The great advantage of the route, is that is already in place.

Can The Settle And Carlisle Line Handle Planned Diversions?

 

Can The Settle And Carlisle Line Handle The Caledonian Sleeper?

I asked Google AI this question and it gave this answer.

The Settle-Carlisle line is not a standard route for the Caledonian Sleeper, which typically travels via the West Coast Main Line (WCML) to Edinburgh, Glasgow, and beyond. While the line is a scenic, double-track route with significant infrastructure, it is generally used for local services and freight, not long-distance, heavy sleeper trains.

Key Considerations:

Route: The Caledonian Sleeper operates on the West Coast Main Line, serving destinations like Edinburgh, Glasgow, Aberdeen, Inverness, and Fort William.

Capacity & Infrastructure: While the Settle-Carlisle line has major structures like the Ribblehead Viaduct, it is not the primary route for high-speed or overnight sleeper services.

Operational Normal: The sleeper service splits into portions at Edinburgh, and does not regularly operate via the Settle-Carlisle line.

In short, the Settle-Carlisle line is not designed for or used by the Caledonian Sleeper, which operates via the West Coast Main Line.

But it does appear, that in the past some sleeper trains have used it.

How Many Freight Trains Use the Settle And Carlisle Line In A Typical Day?

This article on the BBC is entitled Settle To Carlisle line: Shortage of trains ‘Hampering Growth’, says this about the number of trains.

From only two trains a day in the 1980s the Settle and Carlisle line now sees 14 passenger and 18 freight services a day.

That is progress!

February 27, 2026 Posted by | Artificial Intelligence, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

To Sheffield In An East Midlands Railway Class 810 Train

I took these pictures on the journey.

Note.

  1. Five-car Class 222 And Class 810 trains Have similar lengths, so they can share platforms at St. Pancras – Nice Thinking!
  2. The Trainspotters will be able to see East Midlands Railway, Eurostar and Southeastern Highspeed.
  3. The Wymington Deviation was a Victorian fix for a steep gradient. I suspect all trains like it.
  4. Leicester, Loughborough, East Midlands Parkway and Long Eaton stations are quite close together.

February 25, 2026 Posted by | Transport/Travel | , , , , , | Leave a comment

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 | , , , , , , , , , , , , , , , | 3 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

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