The Anonymous Widower

Northern Launches New Yorkshire Flyer Fast Service Between Leeds And Sheffield

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

This is the sub-heading.

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

These three introductory paragraphs add more detail.

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

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

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

These further details come from Real Time Trains.

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

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

I have some further thoughts.

The Route Could Be Run By Battery-Electric Trains

Consider.

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

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

But Siemens must be in the prime position.

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

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

Could A Stop Be Made At Meadowbank Station?

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

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

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

What Maximum Speed Would The Trains Need?

Consider.

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

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

Will The Trains Be Driver-Only Operated?

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

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

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

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

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

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

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

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

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

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

Conclusion

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

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

 

 

 

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

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

Centrica Secures Investment Stake In Gasrec Helping Boost UK Bio-LNG Ambitions

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

This is the sub-heading.

Centrica has secured a minority stake in Gasrec, the UK’s largest dual provider of bio-LNG (bio-Liquified Natural Gas) and bio-CNG (bio-Compressed Natural Gas) to the road transport sector,

These first two paragraphs give more details.

Gasrec says the investment will drive the next phase of its infrastructure ambitions, with plans to open a UK wide network of open-access refuelling stations supplying renewable bio-LNG for the decarbonisation of heavy goods vehicles.

Centrica is taking a 16% stake and becomes one of three major shareholders in Gasrec, alongside global integrated energy company bp and private family office 44 North.

I have some thoughts.

Does Running A Truck On bio-LNG or bio-CNG. Reduce Carbon Emissions?

This paragraph from the press release, gives the thoughts of Chris O’Shea, who is Group Chief Executive, Centrica.

Chris O’Shea, Group Chief Executive, Centrica plc, said: “Demand for bio-LNG for transport is growing fast as more HGV operators make the switch – drawn by a clean, ready-to-use fuel which slashes CO2 emissions by up to 85 per cent in comparison to diesel*. This investment in Gasrec enhances our collaboration with the leading company in the sector, and puts us in a strong position to energise a vital sector of the industry on its journey to net zero.”

As Centrica is a public company, with shareholders, who would take a dim view of Mr. O’Shea telling porkies, I suspect we can assume that the following is true.

Drawn by a clean, ready-to-use fuel which slashes CO2 emissions by up to 85 per cent in comparison to diesel.

The asterisk in the full quote, refers to this note.

Low Carbon Vehicle Partnership, Innovate UK and Office for Low Emission Vehicles, Low Emission Freight & Logistics Trial (LEFT), Key Findings, November 2020. Using specific feedstocks CO2 reductions of 200% are achievable.

Centrica could be being conservative with their claims.

Decarbonising Buses, Locomotives And Trucks

Despite what Elon Musk, would have us believe, electric trucks will not dominate the future of freight transport.

An electric truck would be the vehicle equivalent of asking Usain Bolt to run a hundred metres with a large refrigerator on his back.

Trucks are going to need a fuel without a weight penalty and with a long range.

I asked Google for information about Cummins diesel, natural gas and hydrogen engines and received this AI Overview.

Cummins offers engines powered by diesel, natural gas, and hydrogen. While diesel engines are well-established, Cummins is also developing both natural gas and hydrogen engines, particularly focusing on hydrogen as a pathway to zero-carbon solutions for various applications. Cummins utilizes a fuel-agnostic platform, meaning a common base engine can be adapted for different fuel types, including diesel, natural gas, and hydrogen.

Recently, GB Railfreight purchased thirty Class 99 locomotives from Stadler.

  • They can use electrification, where it exists.
  • Where electrification doesn’t exist, they can use an onboard Cummins diesel engine, which is built in Darlington.
  • In electric-mode, they have 6.2 MW of power, and are the most powerful locomotives ever to run on UK railways.
  • In diesel-mode, they have 1.8 MW of power, which is more than enough to haul a large container train in and out of Felixstowe.

I had thought that at some future date, Cummins would convert these locomotives to electro-hydrogen.

But now that Gasrec is providing bio-LNG and bio-CNG, GB Railfreight, have the option of converting both hydrogen and biomethane.

Similar logic can be applied to Wrightbus’s Streetdeck Ultroliner, one version of which is fitted with a Cummins engine, that can be converted to electric, hydrogen or natural gas, which of course includes biomethane. This page on the Wrightbus web site describes the bus.

Wrightbus are also going back into coach manufacture, as I wrote about in Wrightbus Goes Back To The Future As It Relaunches The Contour Coach. As with the Streetdeck Ultroliner, Cummins seem to be providing one of the power units.

It seems to me, that the zero- and low-carbon revolution in transport will generate a need for the availability of biomethane, hydrogen and natural gas fuel for transport all over the country.

Gasrec with around twenty biomethane fuelling points around the country, seem well-placed to supply the biomethane in bio-LNG or bio-CNG  form.

Could Gasrec Deliver Hydrogen?

Various bus companies in the UK, have had difficulty getting the fuel for their hydrogen buses.

I believe that delivering hydrogen would be very similar to delivering LNG and if Gasrec can deliver LNG successfully and safely, they probably have the technology to do the same for hydrogen.

Centrica Seem To Be Assembling An Interesting Consortium

These are some deals, that I have reported on this blog, that involve Centrica.

Note.

  1. A lot of these deals are are about hydrogen production.
  2. Some of these deals are about biomethane production.
  3. None of these deals talk about getting hydrogen and biomethane to customers.

It appears to me, that Gasrec have a model that works to get hydrogen, methane and biomethane from production and storage to the end customers.

Developing A Rural Hydrogen Network

In Developing A Rural Hydrogen Network, I talked about supplying all those millions of off-gas grid properties with hydrogen for heating, agricultural and industrial purposes, in the countryside of the UK.

Gasrec have the technology to decarbonise the countryside.

Conclusion

Gasrec would appear to be a very useful partner for Centrica.

 

September 3, 2025 Posted by | Energy, Energy Storage, Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 1 Comment

Battery-Powered Train Breaks Distance Record

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

This is the sub-heading.

A battery-powered train has broken the world record for the longest railway journey on a single charge.

These three introductory paragraphs add more details.

The Great Western Railway (GWR) train – a specially adapted former District Line train – travelled overnight along a 200-mile (322km) route from Reading and back again, via London Paddington and Oxford.

It reached 140 miles (225km), breaking the record on Brunel’s Maidenhead Bridge at about 04:00 BST.

The previous record of 139 miles (224km) was set by German train company Stadler Deutschland in Berlin on 10 December 2021.

This was an impressive demonstration of the capabilities of battery-electric trains.

Will This Record Be Beaten?

200 miles is impressive, but there was also this paragraph in the article.

At the end of the journey GWR said there was a remaining battery charge of 22% which it estimated would have allowed the train to travel about a further 58 miles (93km).

So it looks like 258 miles should be possible.

Four other companies are also developing battery-electric trains.

  • Alstom at Derby
  • CAF at Newport
  • Hitachi at Newton Aycliffe
  • Siemens at Goole
  • Stadler in Switzerland.

Note.

  1. All except Stadler have UK factories.
  2. Siemens and Stadler have delivered trains in Germany.
  3. This page on the Hitachi Rail web site is entitled Intercity Battery Trains.
  4. This page on the Hitachi Rail web site is entitled Hitachi Wins New UK Contract To Build Intercity Battery Trains. The customer is Grand Central Trains.
  5. Hitachi have been running a prototype for some months, in the UK.

The competition is hotting up and the record will certainly be soundly beaten.

 

August 20, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , | 9 Comments

A New Era For Train Travel – FlixTrain Has Ordered 65 New European High-Speed Trains

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

These four bullet points act as sub-headings.

  • FlixTrain has ordered 65 new European high-speed trains, produced by Spanish train manufacturer Talgo, with locomotives supplied by Siemens  
  • The contract volume amounts up to EUR 2.4 bn, including certain maintenance services 
  • Flix sees enormous market potential for FlixTrain in Germany and Europe 
  • CEO André Schwämmlein: “We will start a new era of train travel” 

These three paragraphs add more details.

FlixTrain, a subsidiary of the global travel–tech company Flix SE, today announced that it has ordered 65 new European high-speed trains. Talgo will provide the respective trainsets and certain maintenance services, while Siemens will provide the locomotives. The contract volume amounts up to EUR 2.4 bn, of which more than EUR 1 bn is already firmly committed.

With this strategic move, FlixTrain is responding to the growing demand for fast and affordable rail travel. The company intends to use the new high-speed trains to leverage the enormous market potential in Germany and Europe. The high-speed rail market in Germany is expected to grow by 45% by 2030, compared to 2021 volume. Across Europe, the market potential is even greater – around EUR 27 bn in 2023 with an expected annual growth of 4 – 5%.¹ In 2024 alone, FlixTrain expanded its offering by 40%, and recorded significant passenger growth, building on the strong results of 2023.

“We are pursuing a long-term strategy with FlixTrain and we will significantly expand our services in the coming years,” says André Schwämmlein, CEO and co-founder of Flix. “With the tremendous expansion of our train fleet, we will start a new era of train travel in Germany and Europe.” FlixTrain’s overall goal is to bring more people to sustainable travel by train: “We plan not only to increase our market share, but also to significantly grow the market itself”.

It looks like they’re creating a Lumo in Germany.

I have some thoughts.

The Politics

The press release says this about the German government’s view.

On the political side, the newly formed German government has acknowledged the immense potential of long-distance rail by committing to long-term investments in rail infrastructure and a reform of the track access system in Germany. These plans could unlock more private investment in Germany’s rail sector, fostering innovation for a broader range of services. Ultimately, this would lead to more competition and a better offer for customers.

I don’t think, they would be allowed to set up in the UK, as they take revenue from Great British Railways.

I can also see FlixTrain appealing to a future Reform UK government.

Passenger Service

The press release says this.

At the same time, FlixTrain works closely with the European Commission to foster European train travel and to provide a better overall offer for passengers.

I can see FlixTrain providing a better value service in Europe, than that provided in the UK by Great British Railways.

FlixTrain Is A European Product

The press release says this.

Currently, thanks to a comprehensive cooperation with regional transport, around 650 destinations are bookable via FlixTrain; 50 cities are directly connected to the vast FlixTrain network. Together with around 300 FlixBus stops in Germany alone, Flix provides a unique intermodal long-distance travel offer of international bus services and high-speed train connections. The new trains are intended to drive expansion in Germany and other European countries. “We see FlixTrain as a European product. Starting from our home market, we also want to make the service available in other countries” adds Schwämmlein.

I regularly see Flixbuses in London on their way to where?

Conclusion

If FlixTrain is allowed to setup in the UK, Great British Railways is finished for long distance services.

So of course, it won’t be allowed to setup in the UK or even come through the Channel Tunnel.

May 27, 2025 Posted by | Transport/Travel | , , , , , , , | 4 Comments

UK Solar Applications Spike Ahead Of CP30 But Planning Process Remains Slow

The title of this post, is the same as that of this article on Solar Power Portal.

This is the sub-heading.

Solar Media Market Research analyst Josh Cornes tracks the time solar PV developments spend in the planning system, as delays and refusals slow the rate of buildout.

These three introductory paragraphs add more detail.

Solar PV buildout in the UK continues to pick up, with year-on-year growth forecast for 2025, the seventh year of growth in a row.

With government-led initiatives like Clean Power 2030 (CP30) encouraging buildout and the Contracts for Difference (CfD) mechanism incentivising development, this growth is unlikely to slow down.

However, there are several factors at play stunting this growth, hurting the UK’s chances of hitting the CP30 target of 45-47GW solar generation capacity by 2030.

The article also talks about the problems of grid connections and says that some solar farms will take thirty-three years to get a connection.

In Technology Behind Siemens Mobility’s British Battery Trains Hits The Tracks, I said this.

Cameron Bridge station is lucky in that there is already a 132,000 KVAC electricity connection to the distillery next door.

But at other places, where there is no connection, you could wait as long as seven years to be connected to the grid.

So could the clever engineers at Siemens, devise some sort of electrical gubbins, that connects a solar farm directly to Siemens innovative Rail Charging Converter?

Instead of needing two connections to the grid, the setup won’t need any.

Surely, other types of users could be driven directly, or through an appropriately sized battery?

 

 

May 21, 2025 Posted by | Energy, Energy Storage, Transport/Travel | , , , , , , | Leave a comment

Mayors Head To Parliament With Plan For Northern Arc To Deliver Green Growth

The title of this post, is the same as that of this news item from Liverpool City Region.

These four bullet points act as sub-headings.

  • Steve Rotheram and Andy Burnham take case for backing Northern Arc to Treasury – as new data shows North can drive green growth and unlock £90bn for UK economy
  • Liverpool City Region and Greater Manchester Mayors will meet with ministers and MPs today, and Andy Burnham will give evidence at Business and Trade Select Committee on the UK’s industrial strategy
  • Economic analysis shows that investing in transport infrastructure and a pipeline of projects across the North would benefit the whole UK economy, improving living standards and closing the North-South productivity gap
  • Mayors will also address Innovation Zero World Congress in London, showing how city-regions can create high quality jobs by pioneering low-carbon innovation

These two paragraphs add a bit more detail.

The right investment would create a growth corridor, stretching from the Mersey to the Pennines and connecting into West and South Yorkshire, underpinned by transport networks that would include a new railway linking Liverpool and Manchester.

The Northern Arc area spans regions with close economic ties to Lancashire, North Wales, Hull and the North East. With international connections through the Port of Liverpool and Manchester Airport, it’s well positioned for global trade.

If I have a problem with the mayors’ thoughts, the plan outlined in the news item is rather Liverpool/Manchester-based with Hull being the only city outside that area getting a mention. Do Blackburn, Blackpool, Bradford, Burnley, Doncaster, Huddersfield, Leeds, Preston, Rotherham, Scunthorpe, Stockport, Wigan and York exist?

For instance you would expert a report from Liverpool and Manchester’s Mayors to call for a new railway between their two cities. And of course they do!

The current TransPennine Lines has two main routes across the Pennines between East and West.

If ever there was a rail route, designed by Topsy, it is the North TransPennine Route.

  • There are six separate services, if you ignore Newcastle and Edinburgh Waverley, which is a shuttle to fill a gap in rail services.
  • In the West trains terminate at Huddersfield, Liverpool Lime Street, Manchester Airport, Manchester Piccadilly and Manchester Victoria
  • In the East trains terminate at Edinburgh Waverley, Hull, Leeds, Newcastle, Redcar Central, Scarborough and York.
  • Terminals like Huddersfield, Hull, Liverpool Lime Street, Newcastle and York are some of the best terminal stations in the UK, but others are very second rate.

I suspect, this North TransPennine Route structure brought about the demise of TransPennine Express.

The  South TransPennine Route on the other hand, although it was built by several different railway companies, they were all intent on the same thing. An East-West route across the Pennines through Doncaster, Manchester and Sheffield.

  • The Western terminal is Liverpool Lime Street, which in my view is the finest grand terminus in the UK, in terms of architecture, onward connections and operation. It is also the oldest still-operating grand terminus mainline station in the world, in that it dates from 1836.
  • The Eastern terminal is Cleethorpes, which is an efficient four-platform recently-refurbished station, that is within a hundred metres of some of the best gluten-free fish and chips, I’ve ever tasted on the pier.
  • Intermediate stations include Liverpool South Parkway, Warrington Central, Birchwood, Irlam, Urmston, Manchester Oxford Road, Manchester Piccadilly, Stockport, Sheffield, Meadowhall, Doncaster, Scunthorpe, Barnetby, Habrough and Grimsby Town.
  • Liverpool South Parkway has a bus connection to Liverpool Airport
  • Liverpool Lime Street, Manchester Oxford Road, Manchester Piccadilly, Stockport, Sheffield and Doncaster are stations with comprehensive onward connections.
  • The route is electrified between Liverpool Lime Street and Manchester Piccadilly and at Doncaster.Liverpool Lime Street and Cleethorpes is 148.2 miles
  • Hazel Grove and Doncaster is without electrification and is 52.3 miles long.
  • Cleethorpes and Doncaster is without electrification and is 52.1 miles long.
  • I believe that Hitachi, Siemens and Stadler could supply battery-electric trains, that would be able to work the route, with the addition of a short length of overhead wires at Cleethorpes, so that trains could return to Doncaster.
  • Trains go straight through all the intermediate stations, so there are no time-wasting reverses.
  • Journey time is just over three and a half hours.

I believe that a mouse-quiet battery-electric train would pack in the punters, if only for the novelty.

But.

A battery-electric train would probably knock perhaps thirty minutes off the journey.

The timetable would be an hourly train at all stations.

The service would pass the mother’s birthday test, in that you could easily visit any station from any other and buy your mother lunch before returning on a convenient train.

There are connections to and from London at Liverpool Lime Street, Manchester Piccadilly, Stockport, Sheffield and Doncaster.

It could be a very useful East-West train service.

 

April 30, 2025 Posted by | Energy, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

Grand Central To Submit Application For Direct Services Between Lincolnshire And London

The title of this post, is the same as that of this news item from Grand Central.

These three bullet points act as sub-headings.

  • Grand Central has today launched an application process for direct services between  Cleethorpes, Grimsby, Habrough, Scunthorpe and London – plans to bring significant benefits to underserved areas. 
  • The application will be welcomed by communities, businesses, and organisations, who have been actively campaigning for the introduction of direct rail links to London.
  • If approved, the new services could unlock £30.1 million annually for the region.

These three paragraphs add more details.

Grand Central has today notified Network Rail of its plans to operate new direct services between Lincolnshire and London that, if approved by the rail regulator (the ORR), will bring significant benefits to underserved areas across Lincolnshire and the wider region.

Under the proposals, direct services to London will be provided from Cleethorpes, Grimsby, Habrough, and Scunthorpe, with Grand Central planning to operate the services from as early as December 2026.

The plan makes best use of capacity on the rail network by running trains from the proposed new stops before connecting into existing Grand Central services at Doncaster.

The service seems very similar to the proposed King’s Cross and Cleethorpes service described in the this section of the  Grand Central Wikipedia entry, where this is said.

In December 2017, Grand Central announced plans to bid for a service from London King’s Cross to Cleethorpes in early 2018 for a date in 2020. It would involve the existing Bradford Interchange service extended to ten coaches from London to Doncaster then dividing with five coaches going to Cleethorpes via Scunthorpe, Barnetby, Habrough and Grimsby. The other five coaches would be the existing service to Bradford Interchange. This proposal would require permission for a split of trains as it has not been used on the East Coast Main Line before. In February 2018, Grand Central announced plans for an additional call at Crow The company planned to operate four trains per day from 2020. However, in July 2018, the Office of Rail and Road announced new access charges which would affect the business case for the new service, leading to Grand Central announcing that it would delay bidding until 2019.

Note.

  1. It appears that the service is not calling at Crow.
  2. By splitting and joining at Doncaster, Grand Central will be getting more coaches and passengers, up and down a single path between King’s Cross and Doncaster stations.
  3. Grand Central run four trains per day (tpd) between King’s Cross and Bradford Interchange, so as four tpd will be running between King’s Cross and Doncaster stations, it appears Grand Central will be running a full service.

It appears that open access applications come to those who wait eight years.

I have some further thoughts.

What Class Of Trains Do Grand Central Currently Use?

According to Real Time Trains on Friday the 21st of March 2025, two Class 180 trains and two Class 221 trains each ran a service between King’s Cross and Bradford Interchange stations.

Both type of train appear to be able to run as a pair of trains.

As Bradford is the UK City of Culture in 2025, that could prove useful.

What Trains Will Grand Central Use For The New Service?

It would appear that either type of train type could run the service,

So it would probably come down to factors like reliability, comfort and what is available.

I Was Mildly Surprised When I Saw This Application Had Gone In

But, circumstances change.

  • Grand Central now run two Class 221 trains, in addition to the Class 180 trains.
  • There are more Class 221 trains in store, if needed.
  • The UK has had several changes of government since the original application in 2017 and track-access charges may have been reduced.
  • Cleethorpes station has been refurbished.

Cleethorpes Station – 28th June 2023 shows the station in 2023.

But a new problem has arisen. The new Transport Secretary doesn’t seem keen on open access services, from some of the things she’s said.

Perhaps, she has had a change of heart or as she looks to be a good doer, someone has bought her a decent meal of fish and chips in Cleethorpes? My meal in the town is described in Lunch On The Pier In Cleethorpes.

But would Grand Central put in an application, if they knew they were wasting their money?

Or could this be an application funded by all the open access operators to get a definitive view on the government’s policy?

Could The Cleethorpes Service Be Run By Battery-Electric Trains?

Consider.

  • Doncaster and Cleethorpes are 52.1 miles apart.
  • Surprisingly Doncaster and Bradford Interchange are 52.1 miles apart.
  • King’s Cross and Doncaster are 155.9 miles apart and fully-electrified.
  • A battery that had enough capacity to do the return trips from Doncaster to either Cleethorpes or Bradford Interchange, would be easily recharged on the way to and from London.

With careful calculation of the battery size and good capacity management, I also suspect a battery-electric train could be able to take the GNGE Diversion via Lincoln.

Could The Cleethorpes Service Be Run By Hydrogen-Electric Trains?

Consider the daily services will be made up of these runs.

  • Eight runs between London and Bradford Interchange each consisting of  155.9 miles on wires and 52.1 miles on hydrogen.
  • Eight runs between London and Cleethorpes each consisting of  155.9 miles on wires and 52.1 miles on hydrogen.

Which means there are 833.6 miles per day run on hydrogen.

If there are four trains running the service as now, that is 208.4 miles per train per day on hydrogen.

A hydrogen-powered train with this daily range is very much a possibility.

The German Dimension To Grand Central Trains

Consider.

  • Grand Central are owned by Arriva.
  • Arriva are owned by Deutche Bahn.
  • Siemens have a train factory at Goole close to Doncaster.
  • Siemens have built quite a few electric multiple units for various UK railways.
  • Siemens have designs for battery-electric and hydrogen-electric multiple units, that would be suitable for Grand Central Trains.
  • Jürgen Maier was senior in Siemens UK, when the train factory at Goole was built and is now chair of Great British Energy.

I believe that Siemens at Goole could build trains, that would do nicely for Grand Central Trains.

  • It would surely be handy for Grand Central Trains to have their fleet stabled in easy reach of the factory.
  • In addition, hydrogen will soon be readily-available in the Doncaster area.

Grand Central trains could do a lot worse than buy trains built or assembled at Siemen’s factory at Goole.

 

 

 

March 24, 2025 Posted by | Food, Transport/Travel | , , , , , , , , , , , , , , , , , | 2 Comments

HiiROC Partners With Siemens To Boost Clean Hydrogen Production

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

These two bullet points, act as sub-headings.

  • HiiROC and Siemens sign a Memorandum of Understanding to provide advanced control technology and ensure the safe automation of hydrogen production.

  • HiiROC’s Thermal Plasma Electrolysis (TPE) process produces clean hydrogen and solid carbon, using significantly less electricity than water electrolysis and without creating carbon dioxide.

These five paragraphs explain the deal.

Clean hydrogen producer HiiROC, has partnered with technology company Siemens on its hydrogen production technology, helping customers to decarbonise their operations and support their Net Zero ambitions.

Under the agreement, HiiROC will leverage Siemens’ control technology and factory and automation expertise to ensure the safe, efficient automation of hydrogen production and support in scaling.

HiiROC’s proprietary Thermal Plasma Electrolysis (TPE) technology is designed to meet rising demand for low-cost, scalable solutions for clean hydrogen production at the point of use, which helps to significantly reduce costs by removing the need for specialised storage and transportation.

The TPE process disassembles gaseous hydrocarbons into hydrogen and solid carbon without creating carbon dioxide. This highly efficient process, recognised under the UK’s Low Carbon Hydrogen Standard, requires only a fifth of the electricity of water electrolysis.

As a key technology partner, Siemens will collaborate with HiiROC to advance product development, while its global developer support community will help in achieving the hydrogen producer’s international expansion goals. Siemens, which has ambitious commitments to decrease carbon emissions and contribute to a more sustainable society, works with organisations across sectors to decarbonise using technology.

Many chemical processes are all about brute force and very large amounts of energy. This marriage made in chemical heaven, is all about elegance and finesse.

The investors in HiiROC are not without substance and include Melrose Industries, HydrogenOne, Centrica, Hyundai and Kia.

I wrote more about HiiROC and a similar process in Centrica Partners With Hull-Based HiiRoc For Hydrogen Fuel Switch Trial At Humber Power Plant.

November 15, 2024 Posted by | Energy, Hydrogen | , , , , , , , | 1 Comment

Spotlight On The IVECO E-WAY H2: Less Weight, 15% More Passenger Capacity

The title of this post, is the same as that of this article on Sustainable Bus.

This is the sub-heading.

Up to seven time less batteries than a BEV bus (one module instead of 7), with 15% more passengers. These are the specifications mostly stressed by IVECO BUS when outlining the features of IVECO BUS E-WAY H2, presented at Busworld 2023 in Brussels. The bus model derives directly from the E-WAY BEV bus model

Note.

  1. The hydrogen fuel cell technology is from Hyundai.
  2. The bus is designed to be lighter in weight, which increases passenger capacity from 93 to 111 and gives an enhanced range.
  3. The driveline is from Accelera by Cummins, with a Siemens electric motor.
  4. IVECO provide the front axle and ZF the rear.
  5. Surprisingly, the bus is assembled from stainless steel panels, onto a steel floor.

It strikes me, that if the late great Colin Chapman had designed a bus, it would follow some of IVECO’s design.

Conclusion

This bus could set the standard for hydrogen-powered buses.

I particularly liked the saving in lithium compared to an electric bus.

August 25, 2024 Posted by | Design, Hydrogen, Transport/Travel | , , , , , , , | Leave a comment

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