Cleethorpes Station – 25th March 2025
When I got to Cleethorpes station, I took these pictures.
Note.
- The weather wasn’t up to much.
- The restaurant, where I had intended to have lunch appeared closed.
- So I just turned round and went back to Doncaster.
- The station appears to have four long platforms and a siding, where trains could be cleaned during a short or possibly overnight stay.
I do have a few thoughts about Cleethorpes station.
The Platform Lengths At Cleethorpes Station
In
Taking Pictures In Doncaster And Cleethorpes Today
My faith was restored a bit in UK railways today.
I had to go to Cleethorpes at the last minute to take some pictures for this blog.
I went with a change at Doncaster each way.
- I bought the single ticket to Doncaster from a person in King’s Cross for £28.55 on LNER.
- I bought the return ticket to Cleethorpes from a person in Doncaster for £20.55 on TransPennine Express.
- I bought the single ticket to King’s Cross from a person in Doncaster for £15.30 on Hull Trains.
I bought all tickets with my railcard on a walk up basis.
All four trains were on time.
The only problem was the weather in Cleethorpes and the pictures could have been better.
Arriva’s Grand Central Applies For Extended Track Access Rights
The title of this post, is the same as that of this news item from Arriva.
These three bullet points, act as sub-headings.
- Grand Central to submit application to the rail regulator for extended track access up to 2038.
- Proposals for a new, greener fleet are outlined as part of the application.
- Application signals Arriva’s long-term commitment to UK rail.
These three paragraphs add more detail to the application.
Arriva Group’s UK open access train operating company, Grand Central, has today announced it is seeking to extend its existing track access rights until 2038, securing its services for the next 15 years and unlocking Arriva’s intentions to invest in new, state-of-the-art trains.
Grand Central has been operating services on the East Coast mainline since 2007 as an open access operator, which means it receives no government funding or subsidy. It directly links 15 destinations, including cities in Yorkshire and the North East with London’s Kings Cross.
The application represents a significant commitment to long-term services and supports its plans to expand services with improved connectivity and increased frequency, as outlined in a previous application, submitted to the Office of Rail and Road in May this year.
These are my observations and thoughts.
Grand Central’s Current Services
Grand Central currently runs two separate services.
- King’s Cross and Sunderland via Peterborough,York, Thirsk, Northallerton, Eaglescliffe and Hartlepool – six tpd
- King’s Cross and Bradford Interchange via Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor – four tpd
Note.
- tpd is trains per day.
- Weekend services are reduced.
- Peterborough is served by one train in each direction.
Grand Central have applied to run more services.
Distances Without Electrification On Current Services
Only the Northern ends of both routes are not electrified.
- King’s Cross and Sunderland – Longlands junction and Sunderland – 48.5 miles
- King’s Cross and Bradford Interchange – Doncaster and Bradford Interchange – 52.1 miles
Note.
- Going North, any train batteries could be charged on the East Coast Main Line.
- Before returning South, train batteries could need to be charged at the two terminals.
- Battery-electric trains would need infrastructure changes at the two terminals.
The two terminals; Bradford Interchange and Sunderland are not particular spacious.
These pictures show Bradford Interchange station.
And these pictures show Sunderland station, which is underground.
Putting even a short length of catenary to charge battery-electric trains might not be that easy at either station.
Grand Central’s New Trains
Arriva’s news item, gives these details on the new trains.
- Increased capacity: The new trains would feature approximately 20 per cent more seats than the current Class 180 units, providing additional capacity to meet growing passenger demand.
- Modernised fleet: The new Bi-Mode trains would replace the existing 24-year-old Class 180 units bringing new customer focussed features and a more comfortable experience for passengers.
- Greener services: The Bi-mode trains would cut carbon emissions and provide smoother journeys for passengers. They can operate on electric and non-electric tracks, so they can serve long into the future as track electrification gathers pace across the UK.
Note.
- A five-car Class 802 train has approximately twenty percent more seats than a four-car Class 180 train.
- Hull Trains, LNER, Lumo and TransPennine Express all run Hitachi Class 80x trains on the East Coast Main Line, which could ease operations, if all trains were similar.
- Bi-mode trains are specified. Grand Central will change mode once on each trip.
- LNER have specified CAF Tri-mode trains for their new fleet. Will these have an extra level of complication, that Grand Central don’t need?
I suspect that rand Central will opt for the Hitachi trains.
Using The Joint Line Between Peterborough and Doncaster via Lincoln
The diesel Class 180 trains can use this line, in times of incidents or engineering works.
Class 800 and Class 802 trains can also use this diversion, so it might be sensible to be able to use the line in time of trouble.
Chiltern Trains’ London And Birmingham Services
Both Arriva and Chiltern Trains are subsidiaries of Deutsche Bahn.
Currently, Chiltern run six-car rakes of Mark 3 coaches, with a Class 68 locomotive at one end and a driving van trailer at the other, between London and Birmingham.
They are nice trains, but they are not zero-carbon.
Could these be replaced by an eight-car Class 802 train?
- Chiltern have said that they are looking for new trains.
- An eight-car Class 802 train could be a similar length to the current trains.
- London Marylebone and Birmingham Moor Street is only 111.7 miles.
- The Hitachi trains would offer an increase in capacity.
- They might save a few minutes.
But the trains will still be not zero-carbon.
This page on the Hitachi web site is entitled Intercity Battery Trains.
The trains for London Marylebone and Birmingham Moor Street would be built as conventional eight-car Hitachi trains, with perhaps four diesel engines.
- Over the years, the Chiltern Main Line would be partially electrified, starting perhaps in the middle around Banbury.
- One by one, the diesel engines would be replaced by batteries, so that the trains could run on battery power between the electrified sections.
- Eventually, the London Marylebone and Birmingham Moor Street service would be fully battery-electric.
- As Kidderminster is only twenty miles past Birmingham Moor Street, there must surely be possibility for extension of the service.
I believe that Hitachi’s Intercity Battery Train, is going to play a large part in the decarbonisation of UK railways.
Chiltern Trains’ London And Oxford Services
If eight-car Hitachi Intercity Battery Trains can handle London Marylebone and Birmingham Moor Street services, then I am fairly sure that five-car Hitachi Intercity Battery Trains could handle London Marylebone and Oxford services.
They would also have more capacity, than the current trains, that serve Oxford and Bicester Village.
Conclusion
It may be advantageous for Deutsche Bahn to put the two orders together.
Brand New Battery Technology To Be Trialled On TransPennine Train
The title of this post, is the same as that of this press release from Hitachi.
These three bullet points, act as sub-headings.
- First-ever trial in the UK to replace a diesel engine with a battery on an intercity train is underway.
- Pioneering collaboration between Angel Trains, TransPennine Express, Turntide Technologies and Hitachi Rail.
- Hitachi Rail has built a battery using the North East supply chain, with one battery unit predicted to reduce emissions and fuel costs by as much as 30%.
These are my thoughts on some of the paragraphs in the press release.
The First Paragraph
This is the first paragraph.
Testing of the UK’s first intercity battery train commenced earlier today. The battery, which generates a peak power of more than 700kw, has now been successfully retrofitted onto a TransPennine Express ‘Nova 1’ train (five-carriage intercity Class 802), ahead of the trial on Transpennine routes this summer.
Each of the three diesel power packs in on of TransPennine Express’s Class 802 trains can generate 700 kW, so the battery packs can provide the same power as the current Rolls-Royce mtu diesel power packs.
The Third Paragraph
This is the third paragraph.
The single battery unit is incredibly powerful, storing enough electricity to power more than 75 houses for a day. This impressive energy and power density will deliver the same levels of high-speed acceleration and performance, while being no heavier than the diesel engine it replaces.
This equity of high-speed acceleration and performance is to be expected, as the train power and weight is the same, if the power is diesel engines or batteries.
The Fourth Paragraph
This is the fourth paragraph.
The installation of a battery will reduce emissions and improve energy efficiency. It is predicted to reduce emissions and fuel costs by as much as 30% on a Hitachi intercity train.
I would assume that this improvement in emissions and fuel costs, is due to the use of regenerative braking to recharge the batteries, when the train slows down.
The Fifth Paragraph
This is the fifth paragraph.
Most importantly for passengers, the trial will test how intercity trains can enter, alight and leave non-electrified stations in zero-emission battery mode to improve air quality and reduce noise pollution.
As the trains enter a non-electrified station, the regenerative braking will recharge the batteries to both power the train in the station and accelerate the train on its way.
The Seventh Paragraph
This is the seventh paragraph.
The trial will provide real-world evidence to inform the business case for a 100% -battery-electric intercity train, capable of running up to 100km in battery mode. This remarkable range means this battery technology could be deployed to cover the final non-electrified sections of intercity routes in the coming years. It will also demonstrate how battery technology can reduce infrastructure costs by reducing the need for overhead wires in tunnel sections and over complex junctions.
Note that 100 kilometres is 62.1 miles.
You can never do too much real world testing!
These are my further thoughts.
Acceleration And Braking Under Battery Power
This graph from Eversholt Rail, shows the acceleration and deceleration of a five-car Class 802 electric train.
As Hitachi have said in the press release that.
- The weight of a battery pack is the same as a diesel engine.
- The power of a battery pack is the same as a diesel engine.
The acceleration and braking curve for a Class 802 train, with a single traction battery will surely be the same.
Would this mean, that if a battery-electric train replaced a diesel-electric train, the timetable would be the same?
What would be the effects, if a second diesel engine were to be replaced with a battery pack?
- The train would still weigh the same.
- The train’s performance would still be the same.
- The train would have 1400 kW of power available, but I doubt this could be used efficiently, as it might exceed the train’s performance limits.
- The train would have enough electricity for a 200 kilometre or 124.3 mile range.
There might be a need for a sophisticated control system to set the power mode, but in my experience of riding in the cab of an InterCity 125 and a Boeing 747, drivers or pilots have enough intelligence and fingers to control systems with multiple engines.
What would be the effects, if a third diesel engine were to be replaced with a battery pack?
- The train would still weigh the same.
- The train’s performance would still be the same.
- The train would have enough electricity for a 300 kilometre or 186.4 mile range.
The range is sufficient for a lot of routes.
London And Beverley
Consider.
- This route has 44.3 miles of unelectrified track between Temple Hirst Junction and Beverley.
- One battery range is 100 kilometres or 62.1 miles.
- As the trains have three slots for battery packs or diesel engines, they could always carry a diesel engine for emergencies.
The route could be run in one of two ways.
- By using one battery, that would be charged at Beverley.
- By two batteries, that would be charged on the main line to the South of Temple Hirst Junction. One battery would be used in each direction.
Note.
- The second method would not require any new infrastructure at Beverley or Hull.
- All batteries would be identical 100 km batteries.
- Trains would just swap an appropriate number of diesel engines for batteries.
The service could run as soon as the trains had the power transplants.
Using The Lincoln Diversion
In Extra Luggage Racks For Lumo, I also talked about Lumo taking the diversion via Lincoln.
Consider.
- This route is 88.5 miles of unelectrified track.
- It would be possible to be handled by a Class 802 train with two battery packs.
- Hull Trains will need battery packs to get to Beverley.
- Some LNER services will use battery packs.
Perhaps trains will use one battery to Lincoln and one from.
Crewe And Holyhead
In October 2023, the government said, that the North Wales Coast Line would be electrified.
Consider.
- Crewe and Holyhead are 105.5 miles apart.
- The route currently has no electrification.
- It has been planned to electrify the 21.1 miles between Crewe and Chester for some time.
- A lot of the route West of Chester may arouse the wrath of the Nimbies and be politically difficult to electrify, as castles and electrification don’t mix.
- Llandudno Junction station might be a station, where trains could be charged.
- Shotton and Chester stations need rebuilding.
- The line is not short of electric power, because of Electric Mountain and the windfarms along the coast.
- The route will soon be served by Hitachi Class 805 trains.
I believe the North Wales Coast Line could be one of those routes, which Hitachi’s partial electrification might be ideal.
I also believe that, it could be an extension of High Speed Two from Crewe, which provided a zero-carbon route between London and Ireland.
Conclusion
I can see if the tests perform as expected, that there will be some battery express trains running soon.
Battery Traction Trial Ahead As TransPennine Express Fortunes Improve
The title of this post, is the same as that of this article on Railway Gazette International.
This is the sub-heading.
Overcrowding and short-notice cancellations at state-owned TransPennine Express have declined since the December timetable change, prompting Managing Director Chris Jackson to suggest the operator is in a ‘better place’.
It is a must-read article and the section called Battery Power Trial, says this.
Meanwhile, the Class 802 trainset which was damaged in a shunting accident in March 2022 remains out of traffic. Although No 802 207 has now been repaired, it will not be returning to service yet, as it is receiving modifications for use as a battery testbed.
This will see a 6 m long, 2·2 m wide battery module installed in place of one of the existing engines, which will improve fuel efficiency by using two diesel powerpacks rather than three.
The battery module will provide top-up power for peak demand and give regenerative braking capability when operating in diesel mode, which the trains currently do not have. Arrival and departure at stations is also to be trialled in battery mode to assess noise and air-quality improvements. The train is planned to re-enter traffic in December.
‘We’re supplying that unit to support what we think is a sensible industry scheme to look at whether we can do something to move from bi-mode to tri-mode, which could be beneficial for the industry from a green perspective’, Jackson confirms.
That looks to be a good plan, but I can’t help feeling that battery power for the Class 802 trains has been a long time coming.
This press release from Hitachi is entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%, which announced the project was published on the 15th December 2020.
It will be four years from when Hitachi and Eversholt Rail said go, before the prototype is running.
Is this why LNER bought their new trains from CAF?
High Speed Yorkshire
In December 2019, I wrote Could High Speed Two Be A One-Nation Project?, which I started like this.
As currently envisioned, High Speed Two is very much an English project, with the following routes
- London and Birmingham
- London and Liverpool via Birmingham
- London and Manchester Airport/Manchester via Birmingham and Crewe
- London and Sheffield via Birmingham and the East Midlands Hub
- London and Leeds via Birmingham and the East Midlands Hub
There are large numbers of mid-sized towns and cities that it won’t serve directly.
This is what I said about the East Coast Main Line in the post.
The East Coast Main Line serves the following routes.
- London and Bradford
- London and Cambridge
- London and Edinburgh via Doncaster, York and Newcastle
- London and Harrogate via Leeds
- London and Hull
- London and Kings Lynn via Cambridge
- London and Lincoln via Newark.
- London and Leeds via Doncaster
- London and Middlesbrough
- London and Skipton via Leeds
- London and Sunderland
The East Coast Main Line could become another high speed line.
Extra services could be added.
- London and Norwich via Cambridge
- London and Nottingham
- London and Grimsby and Cleethorpes via Lincoln.
- London and Sheffield via Retford.
Add the East Coast Main Line and High Speed Two together and there could be a wider range of towns and cities served.
- Peterborough and Doncaster could play the same role in the East as Birmingham and Crewe will play in the West.
- The East Coast Main Line between London and Doncaster will be upgraded to in-cab ERTMS signalling in a few years time, which will allow 140 mph running on several sections of the route.
- Improvements are either under way or being planned to reduce bottlenecks on the East Coast Main Line.
- If High Speed Two can handle eighteen trains per hour (tph), then surely the East Coast Main Line, which has a lot of quadruple track, can handle upwards of twelve 140 mph trains per hour between London and Doncaster, after the improvements to track and signalling.
- I estimate that 140 mph running between London and Doncaster could save as much as twenty minutes.
- I feel that Barnsley, Doncaster, Hull, Leeds, Sheffield and York could all be reached in under two hours from London using the existing Azuma trains.
- This morning the 0700 from Kings Cross is timetabled to reach York at 0852. Would it be possible for London and York to be around just ninety minutes?
- Savings would also apply to trains between London and Leeds, Middlesbrough, Newcastle, Scotland and Sunderland.
- Sub-four hour journeys between London and Edinburgh would be commonplace.
Note that the Internet gives a driving time of nearly three and a half hours between London and Leeds. Surely, two hours or less on High Speed Yorkshire would be much preferable.
I would add this infrastructure.
- There might be a good case to create electrified routes to Hull and Sheffield and between Sheffield and Leeds, but they wouldn’t be needed to start the service or obtain the time savings. But they would ease operation, cut carbon emissions and save a few more minutes.
- A station at Doncaster-Sheffield Airport.
- A parkway station at Barnsley on the Dearne Valley Line with direct services to Doncaster, Leeds, London and Sheffield.
The two latter improvements have been proposed in Sheffield Region’s transport plans.
High Speed Yorkshire should be finished as soon as possible. A completion date of 2024 is not unreasonable.
This was the first time I used the term High Speed Yorkshire.
Benefits Of Digital Signalling On The East Coast Main Line
The obvious benefit is there will be 140 mph running on several stretches of the East Coast Main Line.
But as a Control Engineer, I believe that the digital signalling can be used to eliminate two major bottlenecks on the route.
- The Digswell Viaduct, which I wrote about in Is There An ERTMS-based Solution To The Digswell Viaduct?.
- The Newark Flat Crossing, which I wrote about in Could ERTMS And ETCS Solve The Newark Crossing Problem?.
Digital Signalling will also offer techniques to run more trains per hour on the route.
LNER Orders CAF Tri-Mode Sets
The title of this section, is the same as this article in the December 2023 Edition of Modern Railways, which has this paragraph.
Modern Railways understands the new fleet will be maintained at Neville Hill depot in Leeds and, like the ‘225’ sets, will be used predominantly on services between London and Yorkshire, although unlike the ‘225s’ the tri-modes, with their self-power capability, will be able to serve destinations away from the electrified network such as Harrogate and Hull.
Note.
- This surprised me, as I’d always expected the Yorkshire routes will be served by Hitachi battery-electric trains.
- But it does look that both Harrogate and Hull stations, have long enough platforms to hold a ten-car train.
- With their tri-mode technology, it also looks like the CAF trains won’t be needed to be charged before returning to London.
The last point would enable them to try out new routes.
But it does look like LNER are planning to strengthen their Yorkshire routes.
- Does Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, also mean that they’re looking at a service to Cleethorpes?
- The curtailment of High Speed Two was hard on Yorkshire.
- The Government has had time to get a verdict from experts on TransPennine Express.
It could just be that, it’s easier to sell rail tickets to Yorkshire folk, than Lancashire folk.
FirstGroup Applies To Run New London To Sheffield Rail Service
The title of this section, is the same as that of this press release from First Group.
These two paragraphs outline FirstGroup’s initial plans.
FirstGroup plc, the leading private sector transport operator, has today submitted the first phase of an application for a new open access rail service between London and Sheffield to the Office of Rail and Road (ORR).
FirstGroup plans to expand its open access rail operations as part of its award-winning Hull Trains business, building on their successful existing service which has transformed long-distance connectivity between Hull and London.
Note.
- FirstGroup want to run two trains per day (tpd) between London King’s Cross and Sheffield stations via Retford.
- Services will be non-stop between London King’s Cross and Retford.
- The service will be run by Hull Trains.
- I suspect that Hull Trains will use a fleet of identical Hitachi trains for both services.
- Hull Trains could decarbonise the services by using battery-electric trains.
- I believe a time of 82 minutes will be possible between London King’s Cross and Sheffield.
- High Speed Two were promising a time of 87 minutes for their route from London Euston via Birmingham and Nottingham.
I believe there could be up to seven tpd to both Hull and Sheffield.
Timings On High Speed Yorkshire
In FirstGroup Applies To Run New London To Sheffield Rail Service, I felt the following is possible, between London King’s Cross and Sheffield.
- After the digital signalling is completed between King’s Cross and Retford, I suspect that a 135 mph average speed can be maintained between Woolmer Green and Retford. This would mean that a King’s Cross and Retford time of 68 minutes would be possible.
- If Network Rail improve the track between Retford and Sheffield, I believe that a 70 mph average could be achieved on the Retford and Sheffield section. This would mean that a Retford and Sheffield time of 20 minutes would be possible.
- I would expect at least six minutes would be saved by missing stops.
This gives a time of 82 minutes between London King’s Cross and Sheffield.
I will use these timings to calculate other possible times.
- Current time between London King’s Cross and Retford – 82 minutes
- Digitally signalled average speed between Woolmer Green and Retford – 135 mph
- Digitally signalled time between London King’s Cross and Retford – 68 minutes
- Digitally signaled time between London King’s Cross and Sheffield – 82 minutes
These are my estimated timings from London King’s Cross.
Barnetby via Newark Northgate and Lincoln
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 114 minutes
Barnetby via Peterborough and Lincoln
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 128 minutes
Barnsley via Sheffield
Operator: Hull Trains
Served by High Speed Two: No
Time to/from London King’s Cross: 112 minutes
Note: Uses Penistone Line and Hull Trains times to Sheffield
Beverley
Operator: Hull Trains
Served by High Speed Two: No
Time to/from London King’s Cross: 101 minutes
Note: Uses Hull Trains times from Doncaster
Bradford Foster Square via Leeds
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 146 minutes
Note: Uses LNER times from Leeds
Bradford Interchange via Doncaster
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 166 minutes
Note: Uses Grand Central times from Doncaster
Brighouse via Doncaster
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 143 minutes
Note: Uses Grand Central times from Doncaster
Brough
Operator: Hull Trains
Served by High Speed Two: No
Time to/from London King’s Cross: 101 minutes
Note: Uses Hull Trains times from Doncaster
Cleethorpes via Newark Northgate and Lincoln
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 141 minutes
Cleethorpes via Peterborough and Lincoln
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 155 minutes
Darlington
Operator: LNER
Served by High Speed Two: Yes
High Speed Two time to/from London Euston: 116 minutes
Time to/from London King’s Cross: 127 minutes
Doncaster
Operator: Grand Cenreal, Hull Trains, LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 76 minutes
Durham
Operator: LNER
Served by High Speed Two: Yes
High Speed Two time to/from London Euston: 136 minutes
Time to/from London King’s Cross: 160 minutes
Eaglescliffe
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 155 minutes
Note: Uses Grand Central times from Northallerton
Edinburgh
Operator: LNER
Served by High Speed Two: Yes
High Speed Two time to/from London Euston: 220 minutes
Time to/from London King’s Cross: 234 minutes
Grantham
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 53 minutes
Grimsby Town via Newark Northgate and Lincoln
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 134 minutes
Grimsby Town via Peterborough and Lincoln
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 148 minutes
Halifax via Doncaster
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 153 minutes
Note: Uses Grand Central times from Doncaster
Harrogate
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 147 minutes
Note: Uses LNER times from Leeds
Hartlepool
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 175 minutes
Note: Uses Grand Central times from Northallerton
Horsforth
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 124 minutes
Note: Uses LNER times from Leeds
Huddersfield via Leeds
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 161 minutes
Note: Uses LNER times from Leeds
Huddersfield via Sheffield
Operator: Hull Trains
Served by High Speed Two: No
Time to/from London King’s Cross: 140 minutes
Note: Uses Penistone Line and Hull Trains times to Sheffield
Hull
Operator: Hull Trains
Served by High Speed Two: No
Time to/from London King’s Cross: 114 minutes
Note: Uses Hull Trains times from Doncaster
Keighley via Leeds
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 178 minutes
Note: Uses LNER times from Leeds
Leeds
Operator: LNER
Served by High Speed Two: Yes
High Speed Two time to/from London Euston: 81 minutes
Time to/from London King’s Cross: 116 minutes
Lincoln via Newark Northgate
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 85 minutes
Lincoln via Peterborough
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 99 minutes
Market Rasen via Newark Northgate and Lincoln
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 101 minutes
Market Rasen via Peterborough and Lincoln
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 115 minutes
Meadowhall via Sheffield
Operator: Hull Trains
Served by High Speed Two: No
Time to/from London King’s Cross: 90 minutes
Note: Uses Penistone Line and Hull Trains times to Sheffield
Middlesbrough
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 155 minutes
Mirfield via Doncaster
Operator: Grand Ccentral
Served by High Speed Two: No
Time to/from London King’s Cross: 136 minutes
Note: Uses Grand Central times from Doncaster
Newark Northgate
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 60 minutes
Newcastle
Operator: LNER
Served by High Speed Two: Yes
High Speed Two time to/from London Euston: 137 minutes
Time to/from London King’s Cross: 145 minutes
Northallerton
Operator: Grand Central, LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 126 minutes
Peterborough
Operator: Grand Central, LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 40 minutes
Pontefract Monkhill
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 103 minutes
Note: Uses Grand Central times from Doncaster
Retford
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 68 minutes
Selby
Operator: Hull Trains
Served by High Speed Two: No
Time to/from London King’s Cross: 92 minutes
Note: Uses Hull Trains times from Doncaster
Sheffield
Operator: Hull Trains
Served by High Speed Two: Yes
High Speed Two time to/from London Euston: 87 minutes
Time to/from London King’s Cross: 82 minutes
Shipley via Leeds
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 168 minutes
Note: Uses LNER times from Leeds
Skipton via Leeds
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 191 minutes
Note: Uses LNER times from Leeds
Sleaford
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 83 minutes
Spalding
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 61 minutes
Sunderland
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 194 minutes
Note: Uses Grand Central times from Northallerton
Thirsk
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 116 minutes
Note: Uses Grand Central times from Northallerton
Thornaby
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 146 minutes
Wakefield Kirkgate
Operator: Grand Central
Served by High Speed Two: No
Time to/from London King’s Cross: 118 minutes
Note: Uses Grand Central times from Doncaster
Wakefield Westgate
Operator: LNER
Served by High Speed Two: No
Time to/from London King’s Cross: 95 minutes
Worksop
Operator: Hull Trains
Served by High Speed Two: No
Time to/from London King’s Cross: 81 minutes
York
Operator: LNER
Served by High Speed Two: Yes
High Speed Two time to/from London Euston: 84 minutes
Time to/from London King’s Cross: 98 minutes
Note.
- Times have improved because of the digital signalling.
- As the digital signalling goes further North timings will will come down further.
- Unelectrified branches like those to Beverley, Cleethorpes, Grimsby, Harrogate, Huddersfield, Hull, Lincoln, Middlesbrough and Sheffield will be improved and further bring down times.
Sheffield could be as low as 80 minutes, with York at 91 minutes.
Northumberland Line ‘Phased Reopening’ By Summer
The title of this post, is the same as that as this article on the BBC.
These are the first three paragraphs.
The Northumberland Line will partially reopen this summer days after it was announced it would not be in service until the end of 2024.
Conservative county council leader Glen Sanderson said there had been “challenges” with the project, but when fully reopened the rail line would be a “game changer” for travellers.
The stations due to be open in the summer are Seaton Delaval, Ashington and Newsham.
In my lifetime, the Victoria, Jubilee and Elizabeth Lines in London, have opened on a phased manner.
So why shouldn’t the Northumberland Line?
In fact given the route, it could be opened with a shuttle between Ashington and Newcastle stations, to train drivers and test the concept.
- The intermediate stations could be added over a couple of years.
- I would add a station with lots of parking early.
- If the views live up to the pictures, a lot of passengers will have a day out for the views.
- I’m sure enthusiasts and locals, especially with their kids will be exploring this short railway in droves.
To me, this is definitely a line, that will suffer from London Overground Syndrome.
This OpenRailwayMap shows the railways to the North of Newcastle.
Note.
- The red track is the electrified East Coast Main Line.
- Ashington station is at the top of the map and is marked by a blue arrow.
- The blue track is the Tyne and Wear Metro.
- Newcastle station is where the Metro crosses the East Coast Main Line at the bottom of the map.
- The black trackrunning North-South to the East of the East Coast Main Line is the Northumberland Line.
This OpenRailwayMap shows the railways to the North of Ashington.
Note.
- The red track is the electrifed East Coast Main Line.
- Ashington station is at the bottom of the map and is marked by a blue arrow.
- There are a few disused colliery lines to the North of Ashington.
I believe that these railways to the North of Newcastle could and should be developed.
The East Coast Main Line Is Congested
Consider.
- The East Coast Main Line has only two tracks.
- It is one of only two rail routes between England and Scotland.
- It carries local services as well as long distance express services.
- In recent years more services have been added by Lumo and TransPennine Express.
It is my belief that applying digital signalling between Newcastle and Edinburgh via Berwick, should be a high priority project to increase the capacity of the East Coast Main Line.
Local Services Can Be Extended
The Northumberland Line opens up possibilities for extension, where track already exists..
- From Ashington to Newbiggin-on-Sea and Lynemouth.
- From Bedlington to Morpeth and the East Coast Main Line.
- From Bedlington to North Blyth.
It would appear that it might be possible to run a new line North from Ashington to connect with the East Coast Main Line.
Distances Are Short
Consider.
- Ashington and Newcastle is 20.6 miles
- Newcastle and Morpeth is 16.6 miles
- Newcastle and Berwick is electrified.
- In The Data Sheet For Hitachi Battery Electric Trains, I stated that Hitachi’s battery-electric express trains have a range of 43.5 miles on one battery. A slower commuter train would certainly achieve this distance.
I have a feeling that a passenger-friendly network of battery-electric trains can be developed along and around the Northumberland Line and the East Coast Main Line.
What Will Be The Power Unit In LNER’s New CAF Tri-Mode Trains?
There is a short article in the January 2024 Edition of Modern Railways, that is entitled New LNER Fleet To Have Joint Line Capability.
This is said about the diesel engines in the new CAF tri-mode trains.
CAF will supply 10×10-car trains with overhead electric, battery and diesel capability, financed by Porterbrook. The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries. The configuration of diesel engines and batteries within the sets has yet to be decided.
As the paragraph says that the diesel engines can be replaced by batteries and the trains are from CAF’s modular Civity family, it sounds like CAF are using a modular power system.
The CAF Class 195, 196 and 197 diesel multiple units, that are used in the UK, use mtu Railcar Power Packs, which are shown on this web page.
mtu are a Rolls-Royce subsidiary.
mtu also make a Hybrid Power Pack, which is shown on this web page.
This is the sub-title on the web page.
Individual hybrid drive with a modular design
Underneath is this sub-heading.
It takes revolutionary thinking to develop a smart rail drive system like the Hybrid PowerPack. Find out what makes mtu different, and why our Hybrid PowerPack brings added value to operators while benefiting passengers and the environment alike.
These paragraphs describe the mtu Hybrid PowerPack.
The Hybrid PowerPack was developed from the successful mtu underfloor drives: Tried and tested mtu PowerPacks were modified and equipped with additional components and functionalities in order to integrate hybrid technology. The mtu hybrid concept consists of a modular kit with a variety of drive elements. It satisfies all existing railway standards and can be arranged according to customer specifications.
Thanks to its compact design and the use of power-dense electrical machines, the Hybrid PowerPack can be easily integrated in the existing installation space under the floor, both in new rail vehicles or for repowering. mtu EnergyPacks – the energy storage – can be positioned at various places in the vehicle: on the roof or underfloor. The modular design creates great flexibility for operators who are planning new diesel hybrid vehicles or want to convert existing vehicles.
Based on specifications for the hybrid train and the profile of the planned routes, mtu can simulate the lifecycle costs (capital, maintenance and operating costs) of specific projects. This means that a variety of drive options can be defined even before the design stage. Together with you, we then determine an optimal concept based on your needs.
Note.
- mtu Hybrid PowerPacks can be used in new rail vehicles or for repowering.
- It looks to me, that the total of 161 of Class 195, 196 and 197 trains, that will soon be all in service in the UK may well have been designed to be converted to hybrid power using mtu Hybrid PowerPacks.
- In Would You Buy A Battery Energy Storage System From Rolls-Royce?, I talk about how mtu EnergyPacks are also used for battery storage.
- In fact, mtu EnergyPacks could be the secret ingredient to both systems.
This looks like a typical Rolls-Royce product, that pushes the design to the full.
I will be very surprised if LNER’s new CAF tri-mode trains are not powered by mtu Hybrid PowerPacks.
I have a few thoughts.
CAF Are Going For A Proven Solution
CAF are going for a proven power solution, that they will also need for 161 trains in the UK.
Integration of systems like these can be difficult but CAF are using another company to combine diesel, electric and battery power in an efficient way.
I also feel that mtu Hybrid PowerPacks have a big future and Rolls Royce mtu will do what it takes to make sure they dominate the market.
Decarbonising The Trains
I suspect given Rolls-Royce’s philosophy, that the diesel engines will run on sustainable fuels from delivery.
But as the extract from the Modern Railways article says, the space used by diesel engines can be used for batteries.
Follow The Money
Consider.
- Porterbrook and Rolls-Royce are both based in Derby.
- Porterbrook are a rolling stock leasing company, who own a lot of rolling stock, that could be converted to hybrid trains, using mtu Hybrid PowerPacks.
- Porterbrook are financing LNER’s new CAF tri-mode trains.
I wouldn’t be surprised if Porterbrook and Rolls-Royce have done a lot of due diligence on these trains.
Other Train Operators Will Follow
LNER’s new CAF tri-mode trains may be a bespoke design for LNER, but other train operators will need a similar train.
- CrossCountry need a replacement low-carbon fleet.
- ScotRail need a replacement fleet for their Inter7City services.
- Great Western Railway need a replacement fleet for their GWR Castles.
- Grand Central need a replacement low-carbon fleet.
- TransPennine Express need new trains.
- Open Access Operator Grand Union Trains will need trains.
I think CAF are gong to be busy.
Conclusion
The more I read about Rolls-Royce and its engineering, the more I’m impressed.
My First Ride In A Class 397 Train – 15th November 2023
I took these pictures during my first ride in a Class 397 train, between Wigan North Western and Liverpool Lime Street stations.
Note.
- Reading the plates, the total weight of the train is 188.4 tonnes.
- There are 268 seats.
- The ride wasn’t bad at all.
- Seats were comfortable.
Build quality was about the same as a Hitachi train.
