The Anonymous Widower

I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It

Yesterday, I had an appointment at Liverpool Lime Street station at four o’clock, so as I hadn’t seen the works for the TransPennine Upgrade for some time, I decided to go the long way round with a change of train from LNER to TransPennine Express at Leeds.

These sections document my day.

London King’s Cross To Leeds In An InterCity 225

I took these pictures on the journey.

Note.

  1. The 31 InterCity 225 trains were built around 1990.
  2. They have a capacity of 535 seats, whereas the newer Hitachi Class 801 trains have a capacity of 611 seats. Both trains are nine cars with both First and Standard seats.
  3. There is more of a step-up and step-down when entering or leaving the trains, compared to the best of today’s trains.
  4. They are now being phased out in favour of ten new CAF tri-mode Class 897 trains, which should be entering service in 2027.
  5. No details are available of the seating capacity of these trains, but they could be between 650 and 700, so they could maximise capacity on any LNER route.

Yesterday, the InterCity 225 performed well, although the windows at the seat where I sat, were rather dirty.

Changing Trains At Leeds Station

I changed to TransPennine Exzpress at Leeds station.

  • At least, Leeds station, is one of the few in the UK, with a ticket office behind the barrier. Reading station please note this.
  • But, I did have to walk across the bridge from one side of the station to the other.

In the end, I caught the TransPennine Express with about thirty seconds to spare.

Between Leeds And Huddersfield Stations

I took these pictures between Leeds and Huddersfield stations.

Note.

  1. Dewsbury and Huddersfield stations is about eight miles and takes about eight minutes.
  2. It is virtually a continuous building site, where extra tracks are being inserted.
  3. Three stations are being rebuilt.
  4. Overhead electrification is being installed. But except for approaching Huddersfield, there’s not much to be seen.
  5. OpenRailwayMap gives the maximum speed between Dewsbury and Huddersfield stations as between 60-75 mph.

The ride on my Class 803 train was very quiet and smooth. Was it on battery power or was I sitting in a coach without a diesel engine underneath?

Huddersfield Station

I took these pictures at Huddersfield station.

Note.

  1. Huddersfield station is Grade I Listed.
  2. There is a pub in each wing.
  3. I had a beer in the West Wing.
  4. There are currently three main through platforms and three bay platforms.
  5. Extensive works, which will be part of the TransPennine Upgrade,  will include electrification, a new roof, a new footbridge, and two extra through platforms.

Huddersfield station will be the jewel in the Costa del Yorkshire.

The Platforms At Huddersfield Station

This OpenRailwayMap shows the platforms in Huddersfield station.

Note.

  1. The red and black tracks are being electrified.
  2. Of the current platforms, Platforms 1, 4 and 8 will be electrified.
  3. The two bay platforms; 5 and 6, will be converted into through platforms.
  4. Platform 2 is the bay platform in the South-West corner of the map, that is used by the shuttle train from Sheffield.

I am sure extra platforms could be electrified as required, as there must be a good electrical connection at Huddersfield station.

A Tram-Train Service Between Huddersfield And Sheffield Stations

This OpenRailwayMap shows platform 2 at Huddersfield station.

Note.

  1. Platform 2 is the black track at the right of the two through tracks, that are being electrified.
  2. Platform 2 is a bay platform close to the Head of Steam pub.
  3. I estimate that the platform is about 90 metres long.
  4. I suspect Platform 2 could be lengthened if required.
  5. Sheffield’s Class 399 tram/trains are 37.2 metres long, so a pair should fit in Platform 2.
  6. The Class 398 tram/trains can run on battery power and climb hills in South Wales.
  7. Platform 2 at Huddersfield station could be electrified to charge the tram/trains.
  8. There could be a significant height difference between Huddersfield and Sheffield stations of about 40 metres, which could be used to charge tram/trains on the way down.
  9. I feel with some track improvements, that a four trains per hour (tph) service could be run.

The service would call at Meadowhall, Chapeltown, Elsecar, Wombwell, Barnsley, Dodworth, Silkstone Common, Penistone, Denby Dale, Shepley, Stocksmoor, Brockholes, Honley, Berry Brow and Lockwood

The Pair Of Cranes In Huddersfield Station

These can’t be missed in the pictures. But why two massive cranes?

With an old roof to be taken down and a new roof and a footbridge to be lifted into place, I believe Network Rail have decided to bring in two of largest mobile cranes available in the UK, so that all the lifting doesn’t delay the project.

Between Huddersfield And Stalybridge Stations

I took these pictures between Huddersfield and Stalybridge stations.

Note.

  1. The Class 802 train was running freely along a well-laid track.
  2. There are four stations between Huddersfield and Stalybridge; Slaithwaite, Marsden, Greenfield and Mossley(Manchester).
  3. The stations were in reasonable condition, but some needed new footbridges and a bit of refurbishment.
  4. There was virtually no signs of any foundations for electrification.

This map shows the route.

Note.

  1. The pink tracks are the Manchester Metrolink.
  2. The red tracks are electrified at 25 KVAC overhead.
  3. The red and black tracks are being electrified.
  4. Huddersfield is indicated by the blue arrow in the North-East corner of the map.
  5. Stalybridge station is in the South-West corner of the map.
  6. The pink track in the South-West corner of the map is the Manchester Metrolink branch to Ashton-under-Lyme.
  7. The route between Huddersfield and Stalybridge is shown as it will will be fully electrified.
  8. Huddersfield and Stalybridge is 18 miles.
  9. There are three short tunnels between Huddersfield and Stalybridge.

I wonder, if it would be more affordable to not put up wires between Huddersfield and Stalybridge and use battery-electric passenger trains and hydrogen freight locomotives?

Stalybridge Station

I took these pictures at Stalybridge station.

The station is fully-electrified and has direct services to Huddersfield, Hull, Leeds, Liverpool, Manchester Piccadilly, Manchester Victoria, Newcastlle, Wigan and York.

Will Liverpool Lime Street And Newcastle Be Fully Electrified?

Consider.

  • Liverpool Lime Street and Newcastle stations is 180.8 miles.
  • Newcastle and Church Fenton stations is 91.4 miles and is fully-electrified.
  • Liverpool Lime Street and Stalybridge stations is 39.4 miles and is fully-electrified.

This means that the gap between Church Fenton and Stalybridge stations is just fifty miles.

Real Time Trains indicate that the current Class 802 trains on the route run on diesel between Stalybridge and York stations, which is 60.8 miles.

  • Changing power in Stalybridge and York stations means if anything goes wrong passengers can be easily rescued.
  • From what I saw on Thursday, it looks like electrification will be completed between Neville Hill depot and Huddersfield.

I wouldn’t be surprised, if they just electrified to the West of Stalybridge and the East of Huddersfield.

That would mean that the 18 miles between Stalybridge and Huddersfield would be run on batteries.

  • But it would also avoid electrifying three tunnels.
  • How much disruption would be saved, by not electrifying the tunnels?
  • Freight trains would use something like a bi-mode Class 99 locomotive, but it would only need a range of 18 miles on diesel.

I can also see improvised bi-mode locomotives being used like this combination of a Class 66 and Class 90 locomotives.

It was certainly doing its job, when I saw the combination at Shenfield.

August 24, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , | 3 Comments

Could East Midlands Railway Run A St. Pancras And Leeds Service?

East Midlands Railway’s new Class 810 trains have been designed, so that a pair will fit into one platform at St. Pancras.

If we assume one platform at St. Pancras is used for the Corby and Luton Airport Express services, that leaves three platforms for pairs of Class 810 trains to run expresses to the East Midlands.

This could be as many as twelve pairs of five-car trains per hour.

Where wioll they all terminate in the North?

Leeds station must be the obvious new destination.

  • Leeds has the largest population and is the largest commercial and finance centre in Yorkshire and the North-East.
  • Leeds would have gained three trains per hour (tph) from London, two tph from Birmingham and four tph from the East Midlands Hub at Nottinham.
  • Leeds is getting a brand new metro.
  • Leeds is a fully-electrified station, so it could charge the trains before they return to Sheffield, Leicester, Wigston junction and St. Pancras.
  • Leeds and Wigston junction is 107.8 miles, which should be within the range of a battery-electric Class 810 train. If it is too far, an extended stop could be taken at Sheffield to top up the batteries.
  • Note that Stadler hold the Guinness World Record for the greatest distance covered on one charge at 139 miles. Hitachi Rail, who are partnered with JCB’s battery-maker in Sunderland, should be able to smash that.

The Rail Minister; Lord Peter Hendy went to Leeds University.

Which Route Would The Trains Take Between Sheffield And Leeds?

Consider.

  • The fastest trains between Sheffield and Leeds, go via Meadowhall, Barnsley and Wakefield Kirkgate stations.
  • Trains take about an hour.
  • The current frequency is two tph.
  • The distance is 41.1 miles with no electrification.

A frequency of two additional tph between St. Pancras and Leeds would give the following.

  • A nice round four tph between Yorkshire’s two most important cities.
  • Four fast tph between Meadowhall, Barnsley and Wakefield Kirkgate stations, and Leeds and Sheffield.
  • Two direct trains between Meadowhall, Barnsley and Wakefield Kirkgate, and Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and St. Pancras.

It would be complimentary to any Leeds Metro.

Could East Midlands Railways Also Serve Huddersfield?

Consider.

  • Huddersfield is 36.4 miles further than Sheffield on the Penistone Line, which is not electrified.
  • Wigston junctionand Huddersfield station is 105.3 miles.
  • Huddersfield is a Grade I Listed station with two pubs in the middle of the town.
  • Huddersfield station is being fully-electrified in connection with the TransPennine Upgrade.
  • All trains from Sheffield, that use the Penistone Line  terminate in Platform 2 at Huddersfield station.

This OpenRailwayMap shows the position of Platform 2 in the station.

Note.

  1. The red-and-black dotted tracks are being electrified.
  2. The black tracks are not going to be electrified.
  3. Platform 2 is marked 2 in the top-right corner of the map.
  4. Platform 2 looks to be about 90 metres long.
  5. Five-car Class 810 trains are 120 metres long.
  6. From the map, it looks like the platform could be lengthened by the required thirty metres.

I suspect that some form of charger can be squeezed into the available space. After all, you don’t often get the chance to put charging into one of the most grand stations in Europe. Power supply would not be a problem, because of the electrification.

A frequency of twotph between St. Pancras and Huddersfield would give the following.

  • Two fast tph between Meadowhall, and Barnsley, and Huddersfield and Sheffield.
  • Two extra direct trains between Meadowhall and Barnsley, and Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and St. Pancras.

It would connect many stations to the TransPennine Route at Huddersfield station.

What Could The Sheffield and St. Pancras Look Like?

Consider that currently.

  • There are two tph.
  • Trains stop at Leicester, Loughborough (1tph), East Midlands Parkway (1tph), Long Eaton (1tph), Derby and Chesterfield.
  • Trains are five- or seven-cars.

The simplest solution would probably be.

  • A pair of five-car trains run all services.
  • Trains split and join at Sheffield with one train going to Leeds and one going to Huddersfield.

I estimate that the Class 810 trains will offer about thirty more seats in every hour.

July 19, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 1 Comment

The Problem Of Electrifying Leicester Station

This post is my attempt to try and explain the problem of electrifying the Midland Main Line through Leicester station.

This Google map shows the Southern end of the station.

This OpenRailwayMap shows the station.

Note.

  1. There appear to be five tunnels under the station buildings and London Road.
  2. What is the tunnel going underneath the tracks used for?

Leicester station has a Grade II Listed frontage.

Note.

  1. It is an impressive Victorian station.
  2. The station building is on a bridge over the tracks.
  3. The station is also on one of the main roads through Leicester.
  4. The road layout is very complicated.

This 3D Google Map, shows an aerial view of the station.

Note.

  1. There four platforms, which are numbered 1-4 from the left.
  2. The expresses between London and Derby, Nottingham and Sheffield use the two middle tracks.
  3. Other main line and East-West services  use the outside platforms.
  4. There is an avoiding line for freight services.
  5. 5. The step-free footbridge is clearly visible.

This second 3D Google Map, shows an enlargement of the frontage of the station.

These pictures show what is inside the building at the front of the station.

The building would appear to be a Grade II Listed taxi rank and free twenty-minute car park.

There are plans to increase the capacity of the station.

  • A fifth platform will be added.
  • Three miles of quadruple track will be be built South of the station.
  • The Midland Main Line was also to be electrified.

Real Time Trains indicates that the distance between Leicester and Wigston North  junction is 3.1 miles.

This OpenRailMap shows that section of track.

Note.

  1. Leiester station is at the top of the map.
  2. Wigston junction is the triangular junction at the bottom of the map.
  3. Wigston North Junction is indicated by the blue arrow.
  4. OpenRailwayMap only shows a 100 mph Northbound track and a 90 mph Southbound track on the route.

It looks to me, that four tracks between Leicester and Wigston North  junction would mean that trains could expedite arrivals to and departures from Leicester to and from the South.

South From Wigston Junction

Consider.

  • London St. Pancras and Kettering is a four-track railway as far as the Corby Branch.
  • North of Luton the slowest maximum speed is 100 mph, with much of the line rated at 110 mph plus.
  • Wigston North junction and Luton station is 65.8 miles.
  • Current Class 222 diesel trains typically take 40 minutes.
  • This is an average speed of 98.7 mph.
  • An average speed of  110 mph between Wigston North junction and Luton station would take 36 minutes.
  • An average speed of  125 mph between Wigston North junction and Luton station would take 31.6 minutes.
  • An average speed of  130 mph between Wigston North junction and Luton station would take 30.4 minutes.

I believe with track improvements and digital signalling, there are time savings to be gained between St. Pancras and Leicester stations.

Ultimately, if the 140 mph design speed of the Class 810 trains under digital signalling could be maintained, this would do the following.

  • Push the St. Pancras and Leicester times under an hour.
  • Push the St. Pancras and Nottingham times under ninety minutes.
  • Push the St. Pancras and Sheffield times under two hours.

Batteries would only be used on the three miles between Wigston North junction and Leicester station.

Could Bi-Mode Trains Be Used?

They could be used initially and to prove if the partial electrification works.

But each train has four diesel engines and sometimes they will be working in pairs through the stations between Leicester and Sheffield.

Passengers will take a dim view of being covered in lots of diesel smoke, when they have been promised clean, zero-carbon electric trains.

But the battery-electric trains will be much quieter and pollution-free.

This page on the Hitachi Rail web site is entitled Intercity Battery Trains.

New Infrastructure Needed

The only infrastructure needed will be that which will support the new trains.

The Class 810 trains will be maintained at Etches Park at Derby.

If they are battery-electric trains, there may be some strategically-placed chargers, which typically would be a short length of overhead wire.

 

July 18, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , | Leave a comment

RWE Opens ‘Grimsby Hub’ For Offshore Wind Operations And Maintenance

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

This is the sub-heading.

RWE officially opened its ‘Grimsby Hub’ offshore wind operations and maintenance (O&M) facility in the UK on 9 July. From the new O&M base, located at Associated British Ports’ (ABP) Port of Grimsby, RWE’s teams will maintain and operate the Triton Knoll and Sofia offshore wind farms.

These are the first two paragraphs.

The Grimsby Hub also houses RWE’s new UK Centralised Control Room (CCR), which has been set up to provide 24/7 monitoring of the company’s UK offshore wind farms and can provide services such as marine coordination, turbine operations, alarm management, high voltage monitoring and Emergency Response services with a team of twelve operatives, the developer says.

The O&M facility is already employing over 90 Full-Time Equivalents (FTEs), according to RWE, and is expected to employ around 140 RWE staff by 2027, as well as create approximately 60 new locally sourced jobs through the development of the CCR and ongoing offshore operations.

Note.

  1. Does RWE’s new UK Centralised Control Room control all their UK offshore wind farms?
  2. I have added them all up and there are almost 12 GW around our shores.
  3. I’ve read somewhere, that RWE are the UK’s largest power generator. From these figures, that would not surprise me.

This Google Map shows the location of RWE’s facilities in Grimsby.

Note.

  1. The bright red arrow at the top of the map indicates RWE Generation UK in Grimsby Docks.
  2. There is another RWE location to the right of the bright red arrow.
  3. There is a line of stations along the coast, which from left-to-right are Stallingborough, Healing, Great Coates, Grimsby Town, Grimsby Docks, New Clee and Cleethorpes.
  4. Cleethorpes is not shown on the map.
  5. Doncaster and Cleethorpes are 52.1 mile apart, which is within the range of a battery-electric Hitachi and other trains.
  6. Charging would be at Doncaster, which is fully electrified and at Cleethorpes, by a short length of electrification.

This OpenRailwayMap shows the layout of and the railways around Grimsby Dock.

Note.

  1. Cleethorpes station is indicated by the blue arrow, in the South-East corner of the map.
  2. Cleethorpes station has four platforms, but no electrification.
  3. Grimsby Docks are to the North of the railway to Cleethorpes.
  4. This Wikipedia entry for Cleethorpes station, shows other railways and light railways served the area. Some were even electric.

These are a few of my thoughts on the development of railways between Sheffield and Cleethorpes.

RWE Will Be A Large Driver Of Employment In Grimsby

Earlier I wrote.

  • Does RWE’s new UK Centralised Control Room control all their UK offshore wind farms?
  • I have added them all up and there are almost 12 GW around our shores.
  • I’ve read somewhere, that RWE are the UK’s largest power generator. From these figures, that would not surprise me.

It’s a long time, since I’ve added resources to a large project, so I asked Google AI, “How many people are needed to support a 1 GW offshore wind farm in the UK?”, and received this answer.

Based on data from large-scale UK offshore wind projects, a 1 GW (1,000 MW) offshore wind farm generally requires between 300 and 600+ people to operate and maintain, depending on whether the staff count includes direct operations, service vessel crews, and long-term supply chain partners. 
Operational Staffing: Ørsted’s 1.2 GW Hornsea 1 and 1.3 GW Hornsea 2 projects are supported by an East Coast Hub in Grimsby, which maintains a workforce of over 600 people.

Direct & Indirect Support: For a large-scale project, this often breaks down into approximately 100–150 direct, permanent, high-skilled roles (technicians, engineers, management) and hundreds more in indirect, contracted, or supply chain roles (vessel crews, port operations, logistics).

Industry Average: Studies suggest that for operations and maintenance (O&M), around 50–100 full-time equivalent (FTE) jobs are generated per GW of installed capacity in terms of direct, permanent staff.

Key Takeaways for a 1 GW Farm:

  • Direct Technicians/Operators: ~100–200+ (working on-site, turbines, or in control rooms).
  • O&M Support Services: ~300–400+ (vessel operators, port logistics, supply chain).
  • Total Operations Personnel: 300–600+ people. 

Google AI appeared to have borrowed the figure from Ørsted and Hornsea 1 and 2.

So if it’s correct, there will be a total of 7,200 personnel supporting RWE’s wind farms in the UK. Even if only a third were employed in Grimsby, that is still a lot of people to accommodate and who will need to travel to work.

I also think a lot of personnel will come in by train, as the station is close to RWE’s locations.

Will Grimsby Have An Aberdeen-Sized Office-Shortage Problem?

One of the biggest problems, I was always hearing in the 1970s, was the shortage of offices in Aberdeen for the use of the oilmen.

In RWE Goes For An Additional 10 GW Of Offshore Wind In UK Waters In 2030, I talked about RWE’s plans for the future and published this table of new wind farms.

  • Sofia – 1,400 MW
  • Norfolk Boreas – 1380 MW
  • Norfolk Vanguard East – 1380 MW
  • Norfolk Vanguard West – 1380 MW
  • Dogger Bank South – 3000 MW
  • Awel y Môr – 500 MW
  • Five Estuaries – 353 MW
  • North Falls – 504 MW

Note.

  1. Sofia is nearly complete.
  2. Only the three Norfolk and the Dogger Bank South wind farms  are on the East side of England and suitable to be serviced from Grimsby., but they still total 7,140 MW.

Has Grimsby got the office-space for all the people needed?

Could The Cleethorpes And Liverpool Lime Street Service Be Run By Battery-Electric Rolling Stock?

The various sections of this route are as follows.

  • Cleethorpes and Doncaster – No Electrification – 52.1 miles
  • Doncaster and Meadowhall – No Electrification – 15.2 miles
  • Meadowhall and Sheffield – No Electrification – 3.4 miles
  • Sheffield and Dore & Totley  – No Electrification – 4.2 miles
  • Dore & Totley and Hazel Grove – No Electrification – 29.2 miles
  • Hazel Grove and Stockport – Electrification – 3.3 miles
  • Stockport and Manchester Piccadilly – Electrification – 5.9 miles
  • Manchester Piccadilly and Deansgate – Electrification – 0.8 miles
  • Deansgate and Liverpool South Parkway -Not Electrified – 28.2 miles
  • Liverpool South Parkway and Liverpool Lime Street – Electrified – 5.7 miles

Adding the sections together gives.

  • Cleethorpes and Hazel Grove – No Electrification – 104.1 miles
  • Hazel Grove and Deansgate – Electrification – 10 miles
  • Deansgate and Liverpool South Parkway -Not Electrified – 28.2 miles
  • Liverpool South Parkway and Liverpool Lime Street – Electrified – 5.7 miles

Note.

  1. To cover the 104.1 miles to Hazel Grove battery-electric trains would probably need to leave Cleethorpes with full batteries.
  2. Doncaster is a fully-electrified station and passing trains may be able to have a quick top-up.
  3. In South Yorkshire Now Has Better North-South Connections, I calculated that Doncaster is a very busy station with 173 express trains per day calling at the station or one every 8.5 minutes.
  4. Will trains be able to stop for a long period to charge batteries?
  5. It may be prudent to electrify between Meadowhall and Sheffield, under the Midland Mainline Electrification.
  6. Sheffield and Dore & Totley is shown that it will be electrified, under the Midland Mainline Electrification.
  7. Do we really want to have electrification marching along the Hope Valley Line?
  8. I believe that hydrogen-hybrid locomotives will be a better solution for freight trains on scenic lines like the Hope Valley, as they are zero-carbon, powerful and with a range comparable to diesel.

I believe CAF, Hitachi and Siemens have off the shelf rolling stock and factories in this country, who could build trains for the Cleethorpes and Liverpool Lime Street route.

How Would You Charge Battery-Electric Trains At Cleethorpes?

This picture shows Cleethorpes station

Note.

  1. The four long platforms without  electrification.
  2. The platforms have recently been refurbished.
  3. The train in Platform 2 is a TransPennine Express Class 185 Siemens Desiro diesel train.

The simplest way to electrify the station would be to put up enough 25 KVAC overhead wires, so that battery-electric trains needing a charge could put up a pantograph and have a refreshing drink.

In Technology Behind Siemens Mobility’s British Battery Trains Hits The Tracks, I wrote about Siemens Rail Charging Converter.

This is a visualisation of a Siemens Rail Charging Converter in action.

Note.

  1. The track is electrified with standard 25 KVAC overhead electrification.
  2. The train is a standard Siemens electric or battery-electric train.
  3. Siemens Rail Charging Converter, which is the shed in the compound on the left is providing the electricity to energise the catenary.
  4. I suspect, it could power third rail electrification, if the Office of Rail and Road ever allowed it to be still installed.
  5. The Siemens Rail Charging Converter does have one piece of magic in the shed. I suspect it uses a battery or a large capacitor to help power the electrification, as it can be powered from any typical domestic grid supply.
  6. I also wonder, if it has safety devices that cut the power outside the shed if track workers or intruders are detected, where they shouldn’t be?
  7. It could even cut the power, when trains are not running to save power and increase safety.

This looks to me, that a Siemens Rail Charging Converter could be a superb example of out-of-the-box thinking.

Could The Cleethorpes And Barton-on-Humber Service Be Run By Battery-Electric Rolling Stock?

This OpenRailwayMap shows the railways of North-East Lincolnshire.

Note.

  1. Cleethorpes is in the South-East Corner of the map.
  2. Barton-on-Humber is in the North-West corner of the map and marked by a blue-arrow.
  3. Stations from South to North would be New Clee, Grimsby Docks, Grimsby Town, Great Coates, Healing, Stallingborough, Habrough, Ulceby, Thornton Abbey, Goxhill, New Holland and Barrow Haven.
  4. The line is double track.
  5. Cleethorpes and Barton-on-Humber is just 22.8 miles.
  6. A round trip would be under fifty miles, which would be well within range of a full-charge at one end.
  7. Service is one train per two hours (tp2h), which would only need a single train, shuttling between Cleethorpes and Barton-on-Humber.
  8. Two trains could provide an hourly service.

I would expect, that well-designed, solid and reliable German engineering could build a Siemens’ Rail Charging Connector that could charge four trains per hour (tph) at Cleethorpes station.

At present services are.

  • TransPennineExpress – 1 tph to Liverpool Lime Street.
  • East Midlands Railway – 1 tp2h to Barton-on-Humber
  • East Midlands Railway – 1 tp2h to Matlock via Lincoln and Nottingham
  • Northern Trains – 1 train per day (tpd) Sheffield via Brigg.

That is probably only about two tph.

Could The Cleethorpes And Sheffield Service Be Run By Battery-Electric Rolling Stock?

This is a description of the current Cleethorpes and Sheffield service.

  • It is run by Northern Trains.
  • The morning train leaves Sheffield at 09:54 and arrives in Cleethorpes at 11:40.
  • The afternoon train leaves Cleethorpes at 13:20 and arrives in Sheffield at 15:10.
  • The train is a Class 150 diesel train, which is a bit of a Joan Collins of a train – Of a certain age, but still scrubs up extremely well!
  • Intermediate stations are Worksop, Retford, Gainsborough Central, Kirton Lindsey, Brigg, Barnetby and Grimsby Town
  • The route length is 71.6 miles
  • Trains take about 45-50 minutes.

It is also a parliamentary train.

The Wikipedia entry for parliamentary train gives this description of the Cleethorpes and Sheffield service.

Via Kirton Lindsey & Brigg. Became a parliamentary service when weekday services were withdrawn in 1993. Regular trains have operated between Gainsborough and Sheffield for most timetable periods since. Suspended January 2022 by Northern, who cited COVID-19 and staffing issues , but the service was reinstated in December 2022. Changed in May 2023 to be one return journey on weekdays only.

In the 1950s and 1960s I lived in Felixstowe part of the time and in the 1970s and 1980s I lived near Woodbridge and I observed first hand the development of the Port of Felixstowe and the effects it had on the surrounding countryside.

The development of the Port of Felixstowe, has brought the following.

  • Improved roads and railways.
  • Ipswich is now an hour from London by train.
  • Ipswich is now a University town.
  • New housing and other developments, both in Ipswich and Felixstowe and the surrounding countryside.
  • Employment also has increased considerably, both in the Port and in surrounding towns.
  • Ipswich’s football team is very much respected all over Europe and has won the English top division, the FA Cup and the UEFA Cup.

When you consider the jobs that RWE could create in the Port of Grimsby, I believe that this could have similar effects in Grimsby and Cleethorpes, as the Port of Felixstowe had in East Suffolk.

Already, the following are being talked about.

  • A direct rail link between Cleethorpes and Grimsby to London.
  • Battery-electric trains between Cleethorpes and Grimsby and Doncaster, Manchester and Liverpool Lime Street.

I believe that an improved rail link between Cleethorpes and Sheffield could be the catalyst for much needed housing along the route, which would be to the benefit of Cleethorpres, Grimsby, Sheffield and all the intermediate towns and villages on the route.

and the affects this will have on the countryside around the town, I believe that a strong case can be made out for a more frequent service between Cleethorpes and Sheffield.

 

 

 

 

 

 

 

July 16, 2025 Posted by | Artificial Intelligence, Design, Energy, Sport, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

Government Pauses Midland Main Line Electrification

This is the first paragraph of this article on Modern Railways.

The Government has paused the third phase of Midland main line electrification to Sheffield and Nottingham, plus the final phase of the South West Rail Resilience Programme (SWRRP), which involves strengthening cliffs at Holcombe.

Currently, the Midland Main Line electrification appears to have been installed between London St. Pancras and Wigston, where there is a triangular junction.

This article on Modern Railways is entitled MML Wires To Wigston energised, says this in the first paragraph.

A major milestones on the Midland Main Line has been achieved with the energisation of the newly installed overhead wires between Kettering and Wigston and the first trip for a new East Midlands Railway Aurora bi-mode unit to St Pancras.

This OpenRailwayMap shows the Midland Main Line between Leicester station and Wigston junction.

Note.

  1. Red tracks are electrified.
  2. Black tracks are not electrified.
  3. Black/red dashed tracked are being electrified.
  4. Wigston junction is at the bottom of the map.
  5. The red track indicates that the South of the junction is electrified.
  6. The North of the junction is now electrified according to the Modern Railways article.
  7. The West of the junction is not electrified and leads to the electrified Trent Valley Line at Nuneaton.
  8. The junction in the middle of the map is Knighton junction, that leads to Burton-on-Trent station.
  9. In the North-East corner of the map is Leicester station.

Distances from the electrified part of Wigston junction are as follows.

  • Derby – 32.5 miles
  • Leeds – 107.8 miles
  • Leicester – 13.1 miles
  • Nottingham – 30.5 miles
  • Nuneaton – 15.6 miles
  • Sheffield – 68.9 miles

I asked Google AI how far one of Hitachi’s Class 802 trains had gone during tests and got this reply.

A Class 802 train, when operating solely on battery power, can achieve a range of approximately 44 miles (70 km). This was demonstrated in a trial where a five-car Class 802/2 train reached a maximum speed of 87 mph using battery power alone, covering non-electrified sections. Hitachi Rail and Angel Trains are conducting trials to assess the viability of battery technology for longer distances and to reduce reliance on diesel power on non-electrified sections of routes.

Hitachi’s tests were performed with just one diesel engine replaced by a battery pack and it should be born in mind, that the Class 810 trains, that will be used on the Midland Main Line have four diesel engines.

As an electrical engineer, I feel battery range should be additive, so a three-battery train could have a range as much as 120 miles.

  • This range would do nicely for a London and Leeds service, as Leeds station is fully-electrified to charge a train for return.
  • As London and Sheffield return would be 137.8 miles, a charge at Sheffield would probably be needed to top-up the batteries.

On the other hand a two-battery and two-diesel unit, would have a battery range sufficient for the following services.

  • London and Derby and return.
  • London and Nottingham and return.
  • London and Sheffield with return after a charge.
  • London and Leeds with an intermediate charge at Sheffield.

We live in very electrifying times.

I am sure, that Hitachi and their battery-makers will find a solution to run all-electric services to the North of Wigston junction, without full electrification, but with just a charger at Sheffield.

The Electrification Problem At Leicester

Some years ago I came back to London from Leicester with a group of drivers. At one point, the conversation turned to electrification and they said that they had met a Network Rail engineer, who had told them, that the bridge was rather low for electrification and the track couldn’t be lowered because Leicester’s main sewer was underneath the railway.

In Leicester Station – 4th Jan 2022, I show a selection of pictures of Leicester station’s Grade II Listed frontage.

I doubt it would be possible to seriously alter Leicester station to electrify it, as the Heritage Taliban would have a field day.

But if I’m right that all services will be run North of Wigston on batteries, there will be no need to electrify through Leicester station.

Not only would using batter-electric trains probably be more affordable than electrification, but also because of the Leicester problem, it would be less inconvenient for passengers.

Could London and Leicester Be Run In An Hour Or Even Less?

Consider.

  • The London and Sheffield services, which go non-stop between London and Leicester take around 64-66 minutes.
  • The London and Nottingham services, which stop at Market Harborough take about 5-6 minutes longer.
  • London and Leicester is 98.9 miles.
  • The fastest trains average 93 mph between London and Leicester.
  • Much of the route between London and Leicester has a maximum speed of 100 mph or more, with some sections of 125 mph running.
  • Regenerative braking should reduce the time for the Market Harborough stop.

I can certainly see the non-stop Sheffield services being timed at under an hour between London and Leicester.

But I wouldn’t rule out all services between London and Leicester being timed at under an hour.

Could London and Sheffield Be Run In Two Hours Or Even Less?

Given that most services between London and Sheffield take two hours and four minutes and I reckon six minutes could be saved between London and Leicester, I suspect two hours or less is a very attainable target for London and Sheffield services.

Why Not Fit Four Batteries And Be Done With it?

I suspect it will be down to reliability and whether running the diesels on hydrotreated vegeatble oil is acceptable to some politicians.

Would This Be The World’s First Battery-Electric Main Line With 200 kph Running?

Quite possibly!

Conclusion

I can see no disadvantage in not electrifying North of Wigston junction and using battery-electric trains.

It could even be a lot more affordable.

 

 

July 9, 2025 Posted by | Transport/Travel | , , , , , , , , , , | 3 Comments

Dore & Totley Station – 1st April 2025

It seems like only yesterday, when I visisited Dore and Totley station and wrote Dore And Totley Station – 13th July 2020, when I took these pictures.

But it was yesterday, when I visited the station again and look at the station now.

Note.

  1. The footbridge is in keeping with the original station building.
  2. The only changes to the original station building, is a small amount of tasteful restoration.
  3. The footbridge is high enough for future electrification.
  4. There are one shelter on the entry/car park and two on the far side.
  5. As I watched several Class 158, Class 195 and Class 222 trains pass through, it appears that the curve has been profiled for speed.
  6. I am pretty sure, that the station has been designed so that if required, at least one extra platform can be added to the Chesterfield Lines.
  7. The Rajdhani Restaurant in the original station building is rated 4.2 on Trip Advisor, which says they do gluten-free options.
  8. The maximum speed through the station appears to be 50 mph, with 70 mph on the Chesterfield Lines.

From my brief visit, it appears to be another  station, that has been superbly updates.

Let’s bring on a few more.

April 2, 2025 Posted by | Food, Transport/Travel | , , , , , , , , | Leave a comment

The Train Trip Where I Arrived Before My Train

Yesterday, I went to Sheffield on Grand Central Trains. But owing to a small mix-up at Peterborough station, I ended up getting to Doncaster on an LNER train, before my Grand Central Train arrived.

This was the sequence of events.

  • I bought a ticket from a machine at King’s Cross for Doncaster for the keen single price of £25.70 with my Senior Railcard.
  • I had managed to assign myself a forward facing window seat.
  • The aisle seat was occupied by a large man before I took my seat.
  • But I was able to squeeze past.
  • I did tell my travelling companion that I was going to Doncaster., as I have been known to fall asleep on trains and didn’t want to end up in Bradford.
  • My train left for Doncaster at 10:52.
  • I then found thyself waking up, with the train stopped in a station, which I didn’t recognise.
  • So I asked my companion, where we were and he said. “Doncaster!”
  • I then squeezed past him again and left the train, only to find, that I had got out at Peterborough.
  • Luckily, by the time I realised I was at the wrong station, an LNER train had arrived that was also going to Doncaster.
  • So a helpful member of LNER’s station staff told me to get on the LNER train.
  • Another helpful member of LNER’s train staff approved my ticket, so I didn’t have to buy another.
  • As my new train, passed Retford, we passed the Grand Central Train at rest in Retford station.
  • I arrived in Doncaster at 12:45.

Looking at Real Time Trains, I find this is said.

This service was cancelled between Retford and Bradford Interchange due to the train striking a bird (V8)

As it was a V8 bird, I assume it was a large one.

April 2, 2025 Posted by | Transport/Travel | , , , , , , | Leave a comment

New Cut-Price Sheffield to London King’s Cross Train Service A Step Closer After Breakthrough

The title of this post, is the same as that of a story on The Star.

This is the sub-heading.

A new cut-price Sheffield to London train service has moved a step closer after a significant breakthrough.

These two paragraphs add detail to the story.

Hull Trains, which is part of FirstGroup, wants to launch a twice-daily return service between Sheffield and London King’s Cross, via Woodhouse, Worksop and Retford.

It says fares would be up to 30 per cent cheaper and the new route would provide more choice for passengers, especially for students and other people on a tighter budget.

I would assume the breakthrough is that the new East Coast Main Line timetable has been agreed.

The article confirms this.

The new East Coast Mainline timetable coming into operation later this year has been confirmed by Network Rail, making it easier to see how the new Sheffield-London trains would fit in around existing services.

Ever since I saw this proposed service, I wondered if by judicious splitting and joining at Retford, the Hull Trains services would effectively be only one ten car train on the East Coast Main Line.

February 15, 2025 Posted by | Transport/Travel | , , , , , | 2 Comments

Extending The Sheffield Tram-Train To Adwick

I must admit, I very much like the Class 399 tram-trains in Sheffield and their German cousins in Karlsruhe.

I am not alone, as talking to an experienced Sheffield tram driver, he said that the extra power of the Class 399 tram-trains have over the Supertrams, mean they handle Sheffield’s hills with ease, when the tram-trains are full.

They have a top speed of 62 mph compared to a British Rail Class 150 train being able to manage 75 mph.

Passenger capacity of the two trains is probably about the same.

The Current Tram-Train Service

The service has the following characteristics.

  • This runs between Sheffield Cathedral and Rotherham Parkgate via Meadowhall South and Rotherham Central stations.
  • Services run every thirty minutes.
  • I have heard rumours that an extra stop is going to be be added at Magna Science Adventure Centre.

London Overground and local rail services in Birmingham, Liverpool, Manchester and other cities in the UK, seem to run at a frequency of four trains per hour (tph).

The Current Northern Rail Service Between Sheffield And Adwick Via Doncaster

The service has the following characteristics.

  • This runs between Sheffield and Aswick stations via Meadowhall, Rotherham Central, Swinton, Mexborough, Conisbrough, Doncaster and Bentley stations.
  • Services run every hour.
  • The service passes Rotherham Parkway Shopping Centre, but doesn’t stop.

Is there a need for this Northern Rail service to stop at Rotherham Parkway Shopping Centre?

The Current Electrification Between Sheffield And Rotherham

This OpenRailwayMap shows the electrified lines between Sheffield and Rotherham Parkway.

Note.

  1. Mauve tracks are electrified with 750 VDC overhead wires, so they can power Sheffield’s trams and tram-trains directly.
  2. Black tracks are not electrified.
  3. Meadowhall and its rail and tram interchange is in the South-West corner of the map.
  4. Note how mauve lines indicate the electrified tram tracks, that curve round the Meadowhall Shopping Centre.
  5. The blue arrow in the North-East corner indicates Rotherham Parkgate tram stop.
  6. The mauve line diagonally across the map, indicates the current electrification between Meadowhall South and Rotherham Parkgate tram stops.
  7. Magna Science Adventure Centre, is just to the South of the electrified Sheffield-Rotherham tram-line.

This second OpenRailwayMap shows the rail and tram lines between Sheffield and Rotherham in more detail.

Note.

  1. Track colours are as in the first map.
  2. The blue arrow in the North-East corner of the map indicates Holmes junction and is the route that Northern Rail’s current Sheffield and Adwick service takes.
  3. Sheffield and Rotherham Central stations are 6.1 miles apart.
  4. Sheffield and Adwick stations are 22.7 miles apart, but the Northern four miles between Doncaster and Adwick are electrified with 25 KVAC overhead wires.

This would indicate that a tram-train with a range of about twenty miles on battery power would be able to handle the route, if it could charge its batteries on the electrified lines.

Terminating a Sheffield And Adwick Service In Sheffield

This OpenRailwayMap shows the rail and tram lines in and through Sheffield station.

Note.

  1. Rail lines are in orange.
  2. Tram lines are in mauve.
  3. Platform numbers in Sheffield station are shown as blue dots. Click on the map to show it on a larger scale.
  4. Sheffield Cathedral tram stop is in the North-West corner of the map.
  5. The triangular junction in the North-East corner of the map, allows trams to use all the main tram lines that go in three directions. A touch of genius as it gives a lot of flexibility, when adding extra services.

Currently, termination of the services from Rotherham and Doncaster is as follows.

  • The tram-train terminates at the Sheffield Cathedral tram stop with a frequency of two tph.
  • The train terminates in Platform 3 in Sheffield station with an hourly frequency.
  • As typically a terminal platform can handle 4 tph, I don’t see why a second Sheffield and Adwick service can’t be running every hour into Sheffield station.

A short length of overhead electrification would need to be added on Platform 3 to recharge any tram-trains terminating in the platform.

It could also become a tram and run to any of the other destinations served from the triangular junction; Halfway, Herdings Park or Malin Bridge. This would allow batteries to be charged as the tram-trains ran across the city.

Remember,  Sheffield station is likely to be electrified with 25 KVAC  overhead wires in connection with running electric trains between London St. Pancras and Sheffield.

If the four bay platforms at Sheffield station, were to be electrified, then these would be ideal for recharging any battery-electric trains or tram-trains, that terminated in the station.

Battery-Electric Trains Between Manchester And Sheffield

Consider.

  • Manchester Piccadilly station is already fully electrified.
  • Currently, all Manchester Piccadilly and Sheffield, terminate in Platform 8 at Sheffield station.
  • The distance between the electrification at Manchester Piccadilly and Platform 8 at Sheffield station is 40.2 miles.
  • CAF are promising battery-electric versions of their Class 331 trains.

With a battery range of fifty miles, which is not outrageous, Manchester and Sheffield could be an electric service for the first time since January 1970, when the Woodhead route was closed.

FirstGroup’s Proposed  London King’s Cross And Sheffield Service

This open access service might happen, although with this Government of all the Lawyers we have, who can predict anything.

  • If it does happen, it is likely that the trains will be battery-electric Class 802 trains.
  • These will be the same as those that will be run by Hull Trains.
  • Battery range will be sufficient to handle Retford and Sheffield, which is 23.3 miles and much shorter than Temple Hirst junction and Beverley.

These trains will also need charging at Sheffield.

 

 

 

 

 

The current Sheffield and Adwick service terminates in platform 3 at Sheffield station, so this platform would probably need to have tramway electrification, so that it could charge the trams.

Updating Rotherham Parkgate Tram Stop

My preference would be for four tph passing through Rotherham Parkgate tram stop in both directions, so this would be a tram-train every seven minutes and thirty seconds, if there was only one platform as now.

I’m fairly sure, that Rotherham Parkgate tram stop needs to have a platform in both directions.

This Google Map shows the tram stop.

Note.

  1. The double-track rail line between Meadowhall and Doncaster curving to the South of the Rotherham Parkgate Shopping Centre.
  2. The Rotherham Parkgate tram stop on a spur from the rail line.

I am pretty certain, that a two-platform station could be squeezed in.

February 15, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , | Leave a comment

Hull Trains Eyes Worksop And Sheffield Launch

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

These are the two introductory paragraphs of the article.

Hull Trains’ proposed London King’s Cross – Worksop – Sheffield open access service would ‘give people more choice’, offer more flexibility in train fares and make the area better known, according to Labour Member of Parliament for Bassetlaw Jo White.

Speaking at the launch of FirstGroup’s Moving forward together: Why open access is essential for a better railway report on January 21, White said the service would increase opportunities for the growing population of Worksop, where new housing being built. Looking back at the history of open access, she said East Hull MP John Prescott had been a supporter of the original launch of Hull Trains.

I suspect that the ebullient John Prescott would have given full backing to Hull Trains proposed Sheffield service.

I have some thoughts about Hull Trains proposed service.

London Overground Syndrome

I am fairly certain, that this service will suffer from from London Overground Syndrome, which is defined like this.

This benign disease, which is probably a modern version of the Victorian railway mania, was first identified in East London in 2011, when it was found that the newly-refurbished East London Line and North London Line were inadequate due to high passenger satisfaction and much increased usage. It has now spread across other parts of the capital, despite various eradication programs.

It may be for slightly different reasons, but as Workshop station has good car parking and could have fast trains to London, it could attract passengers.

But I don’t think two trains per day will be enough.

Tram-Trains Between Sheffield And Retford Via Worksop

Consider.

  • It’s under twenty-five miles between Sheffield and Retford, so this route would be possible using battery-electric tram trains, similar to those in South Wales.
  • These tram-trains would also be suitable for the Robin Hood Line between Nottingham and Worksop via Mansfield.
  • The speed limits are not fast and the distances are not great and I suspect battery-electric versions of Sheffield’s tram trains could handle all routes.
  • By using temporal separation, Hull Trains services could be sneaked in early and late in the day.

As both cities of Nottingham and Sheffield have used or thought about using tram-trains, I’m sure Stadler could provide a suitable tram-train, that could work in the two cities and all the branch lines that used to serve the numerous coal mines.

It would be levelling up on a big way.

It could grow into a very comprehensive East Midlands Metro, that also served Derby, Doncaster and possibly Lincoln.

Stadler’s products can certainly be configured in many unusual ways.

 

 

 

January 28, 2025 Posted by | Transport/Travel | , , , , , , , , , | Leave a comment

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