Thoughts And Facts About Class 319 Flex Trains From Manchester And Blackburn Into The Hills
On Thursday and Friday last week, I spent two days in the Premier Inn at Blackburn and explored the rail lines around the town with journeys all over the area that should by now have been fully electrified.
Class 319 Flex Trains
The main reasons to go was to see some Friends In The North and to see Ipswich play at Barnsley, but I also wanted to explore some of the hilly routes in Lancashire.
Porterbrook in their brochure for the Class 319 Flex trains says that the objective for the train is that it can run from Manchester Piccadilly to Buxton on the Buxton Line, under the power that is available, which is electrification only as far as Hazel Grove station.
The Routes With Hills
There are three routes from Manchester and Blackburn that climb into the hills.
- The Ribble Valley Line to Blackburn via Bromley Cross and then on to Clitheroe and Hellifield stations.
- The East Lancashire Line Line to Colne station
- The Buxton Line to Buxton station.
The lines are not for low-powered trains and the current Class 150 or Class 156 trains struggled on the three climbs I did.
- Hazel Grove to Buxton in the afternoon.
- Blackburn to Clitheroe early in the morning.
- Bolton to Blackburn, crush-loaded in the rush hour.
Someone told me, that leaf fall can be a problem in the Autumn.
In no particular, these are my thoughts and some facts from other sources and my observations.
Blackburn Depot
A conductor told me that Northern Rail will be creating a depot and basing train crew at Blackburn.
This article in the Lancashire Telegraph is entitled Multi-million pound train depot set for Blackburn.
This is said.
Blackburn is to get a new multi-million pound train depot as the latest stage of East Lancashire’s rail revolution.
The stabling, maintenance and cleaning centre will include an office block and new connection to the existing Bolton junction where the tracks to Preston and Darwen divide.
If as I believe the Class 319 Flex trains could serve Clitheroe/Hellifield and Colne, then it could be an ideal location. Especially, if the Clitheroe/Hellifield and Buxton services were run back-to-back across Manchester.
Double Track Most Of The Way
The three lines have the following track layouts.
- The Ribble Valley Line has a large proportion of double track, which stretches to Hellifield.
- The Buxton Line is double-track.
- The East Lancashire Line is single-track from Rose Grove station to Colne station.
So hopefully, if two trains per hour (tph) were to be run on these three branches, passing would be possible.
Hellifield
Hellifield station is where the Ribble Valley Line connects to the Settle-Carlisle Line.
A conductor told me that he’d heard that Northern would like to serve Hellifield more regularly.
Since I first wrote this, I’ve heard that the tracki at Hellifield has been recently replaced and is in good condition.
Housing And Other Property Development
As I travelled along the lines to Clitheroe and Buxton, there was a lot of housing development along the line, at places like Clitheroe, Hazel Grove, Whalley to name just three.
The crowded trains I used in the Peak to Blackburn are going to carry even more passengers and the need for capacity with power on these lines will increase.
Tourism Issues
Buxton, Clitheroe Colne and Hellifield all have reasons for tourists and especially those that enjoy visiting the hills.
I have no figures to back it up, but I suspect leisure passengers often go loaded with children in buggies, bicycles and heavy rucksacks and cases. They certainly do in the Summer on the trains of East Anglia and that is flat.
Add in the weather forecast and the effects of new trains and at times, there could be a large increase in leisure and tourism-related travel.
If the trains connected the Settle and Carlisle Line at Hellifield to Blackburn, Manchester and perhaps Buxton, this would surely open up a tourist train route, that Doctor Beeching wouldn’t have thought was the least bit feasible.
Future Train Frequencies
Train frequencies to Manchester could possibly grow to the following.
- Blackburn – 2 tph to Manchester Piccadilly
- Blackburn – 2 tph to Manchester Victoria
- Buxton – 2 tph
- Clitheroe – 2 tph
- Hazel Grove – 4 tph
In addition, the intersecting route from Blackpool South to Colne via Preston and Blackburn, could be running 2 tph.
I do suspect though, that 1 tph to and from Hellifield will be enough. But who knows? I could just be as wrong as Beeching.
The lines probably have a Peak problem, that is fairly unusual in the UK, but probably is common in countries with real mountains like Austria, Japan and Switzerland. One direction of Peak travel is downhill, but the other is up a very steep railway.
On train frequencies, this is said in the Wikipedia entry for the Ribble Valley Line.
A six-week engineering blockade saw the existing passing loop there extended by 1 mile (1.6 km) at each end and signalling improvements made to add capacity on the line and allow for service frequencies between Bolton & Blackburn to be doubled to two trains per hour each way throughout the day from December 2017.
Could this be why, Porterbrook are planning to deliver four refurbished Class 319 Flex trains by the end of 2017, according to their brochure?
Some powerful extra trains will probably be needed to achieve the objective of 2 tph to Blackburn and four Class 319 Flex will help.
Future Train Capacity
I did two journeys in the Peak to Blackburn; in the first I took the slower service via Todmorden and Burnley in a two-car train and in the second, I took the direct route via Bromley Cross, in a four-car formation.
The second was the most crowded, but it was Friday. It also struggled up the hill from Bolton to Blackburn.
Northern’s decision to go for a four-car Class 319 Flex train which could be used on some of these routes, is understandable.
Blackburn To Huddersfield
I travelled to Huddersfield station from Manchester Victoria and didn’t see any signs of electrification on this important route.
Returning to Blackburn from Huddersfield, my train was a direct service which travelled via Manchester Victoria, Bolton and Bromley Cross.
This would be an ideal service to run using a Class 319 Flex train, until Network Rail get their act together and electrify Manchester Victoria to Huddersfield. Even if they only get the wires as far as Stalybridge, the Class 319 Flex would be an enormous improvement compared to the asthmatic Class 156, that struggled with its full load of passengers to Blackburn.
The Calder Valley Line
The Calder Valley Line goes through very picturesque countryside between Preston and Leeds.
I think that full electrification of this line could never happen.
- The line has large numbers of stone and brick viaducts and bridges, which would be very expensive to modify for electrification.
- The station at Hebden Bridge is Grade II Listed.
- There is electrification between Leeds and Bradford, which could probably be extended as far as Halifax.
- Preston is fully electrified and affordable electrification to Blackburn or perhaps Rose Grove or Burnley Manchester Road stations should be possible.
- Electrification to Rose Grove would mean that the service between Blackpool South and Colne could be run using electricity between Rose Grove and Kirkham and Wesham stations.
But the biggest problem would be the opposition to overhead gantries in the hills.
The distances are revealing.
- Burnley to Halifax is just over twenty miles
- Blackburn to Halifax is just over thirty miles.
If Halifax to Bradford wasn’t electrified then that adds another ten miles.
All distances would be within range of a modern bi-mode train, including a Class 319 Flex.
Other Destinations
From Hazel Grove, it is possible for diesel trains to access the Hope Valley Line towards Sheffield.
There must be stations on this line that are possible destinations for a Class 319 Flex train.
Chester and Windermere have also been mentioned as future destinations for the train.
Electrification
Electrification has been painfully slow in the North-West, as it has in most places in the UK.
It looks like that by the end of 2017, Manchester to Preston via Bolton and the Blackpool Branch to Blackpool North station will be electrified.
The advantage of the Class 319 Flex is that it can use this electrified set of lines to run services to stations like Barrow, Blackburn, Blackpool South, Burnley, Chester, Hebden Bridge, Sellafield and Windermere, that are off the electrified network in conjunction with the Class 319 trains.
The Need For A Train To Climb The Hills
From this brief analysis and my observations, it would seem that Northern need a few four-car trains with adequate power to get up the hills at a speed, that enables an efficient timetable. As some of the routes from Manchester Piccadilly and Victoria are electrified, the ideal train would need the capability to use the wires.
If ever, there was a series of routes that need a bi-mode train, then it is these routes.
The Class 319 Flex And The CAF Civity
The Class 319 Flex has according to the brochure I’ve seen been designed to run from Manchester to Buxton with a full load of passengers in the Peak or perhaps after a City-United Derby.
But Northern have ordered new CAF Civity trains in the following versions.
- 25 two-car Class 195 diesel trains
- 30 three-car Class 195 diesel trains
- 31 three-car Class 331 electric trains
- 12 four-car Class 331 electric trains.
This is said in the Wikipedia entry for the Class 331 trains.
In early 2016 it was confirmed that Spanish rolling stock manufacturer CAF would construct the new electric powered trains which are planned to operate in West Yorkshire to replace Class 321 and Class 322 trains and work alongside the current fleet of Class 333 units. The four-car Class 331 units will be deployed on electrified services from Manchester Piccadilly to replace the Class 323 units which are due to return to Porterbrook at the end of their current lease in 2018.
So it would appear that the Class 319 trains will continue to operate for a few years yet! Hopefully with better seats, wi-fi and a few other smaller improvements.
I think that Northern have decided that until the Class 195 trains arrive that the Class 319 Flex trains are the best short-term solution. But given the overcrowding on the routes will the future three-car trains have enough capacity?
So I suspect, if Northern go the CAF Civity route, I feel that Northern will acquire some longer diesel trains or even some dual-power Civitys.
But at least running Class 319 Flex trains on the route will effectively produce the specification for these hilly routes.
Is Ilkeston Station Going To Open Early?
National Rail’s journey planner doesn’t get it wrong often.
So look at the screen-shot for Monday 27th of March.
Ilkeston station isn’t supposed to open until the 2nd of April.
Searching the on-line timetable shows it is just Northern Rail’s Nottingham-Leeds services that seem to call both ways.
Is it the truth, finger trouble or even Fake News?
Barnsley Interchange Is One Of My Favourite Stations
Barnsley Interchange station is unusual in that it is a combined train and bus station, that seems to be well-positioned in the town.
There is only one real problem and that is like Lincoln station, it is a town centre station with a level crossing.
The other problem with the station, is that it is a steep walk up the hill to the Football Ground.
The only solution would be a tunnel under the hill with a large lift to bring you into the Ground.
I don’t think it woud be very affordable or practical.
There is a lot to like about the station and this Google Map shows the overall layout.
Note the level crossing at the South end of the station.
If you read the section on Services in the Wikipedia entry for the station, you’ll see that the station handles three or four trains per hour in both directions at times. The track layout on the Penistone Line doesn’t help, as this extract from Wikipedia describes.
Barnsley also marks the last continuous dual running track (except for parts) for trains heading towards Huddersfield, or the first continuous dual running track for trains heading towards Sheffield.
I suspect Network Rail and the Penistone Line Partnership have ideas for increasing capacity, but they’d really like the level crossing removed.
I did notice though, that trains in opposite directions, didn’t always seem to pass in the station, which is a technique that has been used in several places to cut the number of times crossings close.
Perhaps because of the single-track sections on the Penistone Line this is not possible.
But other factors will help.
- Northern’s new Class 195 trains will probably handle the stops a couple of minutes faster, than the current Pacers.
- As there are upwards of a dozen stops, this could save a lot of time and allow organising the passing of trains better.
- There are some other level crossings, which might be removed.
- Most of the line is single-track, but it does seem from my helicopter that the track-bed has been left wide enough to reinstate the original double-track.
So in a few years time with the new Class 195 trains, some track modifications and perhaps better signalling, a more frequent and better service might be possible.
From Liverpool To Huddersfield
These pictures document a trip I took between Liverpool and Huddersfield.
Some thoughts on the trip.
The Class 319 Interior
The first batch of Northern’s Class 319 trains are very much pack-it-in specials for running commuter services around the Blackpool, Liverpool, Manchester Airport triangle.
They are good for a thirty-year-old train, but they could be better.
In Porterbrook’s Class 319 Flex brochure, they show a proposed interior based on a Class 319/4 with the following.
- A mix of 2×2 and 2×3 seating.
- 12 First Class seats
- 255 Standard Class seats
- A full-accessible toilet.
- Two luggage racks per car.
It would certainly be a much better passenger experience.
Works At Edge Hill
Buckingham Group obviously have a big project on to the East of Edge Hill station.
This Google Map shows the lines through and to the East of Edge Hill.
Note how to the South of the Retail Park and/or warehouses, work seems to be going on. Are extra tracks being created?
There is also a white scar at Wavertree Technology Park station, so if this was two fast lines, then fast services between Liverpool and Manchester and Wigan could storm in and out.
The Atherton Line
The Atherton Line is part of the Manchester-Southport Line and runs between Wigan Wallgate and Salford Crescent stations.
Wikipedia says this about Improvements to the Atherton Line.
There is ongoing feasibility into the conversion of parts of this line (Wigan–Atherton–Manchester) to operate as a Manchester Metrolink service with a higher frequency metro service for the Greater Manchester Boroughs of Wigan and Salford into the city centre. In November 2013, the Greater Manchester Combined Authority approved a recommended strategy for reconfiguring existing commuter services into tram-train operation, identifying the Atherton line as providing an opportunity for extending potential tram-train services from the south-east (Marple, Glossop) across the city centre and outwards to the north west.[2] Southport and Kirkby services on this line would be diverted to operate via Bolton. Additionally, Network Rail has identified electrification of Wigan to Southport, together with the Ormskirk–Preston line and the Burscough Curves as a possible source of new services.
I also think that the route from Salford Crescent to Southport via Atherton and Wigan could be ideal for electrifying in stages using Class 319 Flex trains to bridge any gaps.
The tools seem to be there, now is the time to think about how the work will be done.
Salford Crescent
Salford Crescent station could look very different in the future, as modern station design might be seen to favour two island platforms, one face of each dealing with Manchester Victoria station and the other Manchester Piccadilly station.
- Passengers going in to Manchester, needing trains to the other terminus, would just wait on the platform and catch the next train.
- Passengers coming from Manchester, who needed a different distination would change at Salford Crescent to their desired train.
- Comprehensive information would be provided.
The platforms would be built with lots of space, waiting rooms and coffee kiosks and would be well-staffed.
Manchester Victoria Station
Manchester Victoria station is starting look dirty again.
It must be all those elderly diesel trains.
Huddersfield Line
The Huddersfield Line took me to Stalybridge station and then later on to Huddersfield station.
There was no sign of any electrification work.
Stalybridge Station
As a coeliac, I found Stalybridge station one of the most gluten-free-unfriendly stations I have ever found.
In future, if I’m going that way, I’ll make sure that I stock up in Manchester or Leeds first.
TransPennine Express
The train was crowded and getting on at Stalybridge for the short trip to Huddersfield was delayed, as the conductor couldn’t get near to the doors to open them. Whereas the driver could have had a clear view.
It’s about time the NUR stopped this Driver Only Operation farce, which nearly all passengers think is sillier than the Teletubbies.
I hope the idiot, who landed TransPennine routes with the inadequate number of Class 185 trains, now has a job where he can do no harm, like in charge of the railways on the Scilly Isles.
Huddersfield
I don’t know Huddersfield and the only thing I’ve ever bought in the town is a ticket to the football.
You arrive in the Grade I Listed Huddersfield station and walk out into the magnificent St. George’s Square, which should be a welcoming gateway to the town.
Compare it to Kings Cross Square, where there is generally something going on and on a Friday is bustling with food stalls.
I walked to the shops and did find Marks and Spencer in a prominent place, but why wasn’t the route for pedestrians only, as it was crammed with traffic and parked cars.
Huddersfield needs to think how they organise their town centre, as except for the square ut’s about as weloming to visitors as Turkey is to the Dutch.
This Google Map shows the area.
I feel that Huddersfield needs what most European towns of this size would have and that is a tram, that goes through the centre.
You would walk out of the station and in the square would be a tram stop. Trams would go South along a pedestrianised John William Street and New Street. Obviously the route would be designed to go through the town to the main hospital, the University and if possible the the Council Offices, the Courts and the football/rugby stadium.
Incidentally, if you search for Huddersfield Hospital, you don’t find the NHS hospital, but a private one. All major hospitals should have a name like Ipswich, Reading or Crawley Hospital. It should also be galleria for sports venues to constantly change their names.
Huddersfield might wonder, why it doesn’t get the visitors, it thinks it should. It’s because it isn’t visitor friendly.
If I was a businessman wanting to set up a depot, warehouse or whatever in a large town in the North of England, Huddersfield would put me off because of its non-existent and chaotic transport system, built around everybody having a car with a sat-nav.
From Blackburn To Liverpool
I took these pictures as I went from Blackburn to Liverpool by a rather roundabout route mainly using a Lancashire Day Ranger.
These are my notes on the pictures.
The North Wakes Up Slow
I usually wake up about five and listen to the early news and Wake Up To Money on BBC Radio 5.
One of the reasons, I stay in Premier Inns, is that when I’m in one, I don’t have to change my routine.
I often leave home around seven and get my paper from the shop on the corner, which opens at the same time. Even on Sundays!
But in Blackburn and many places in the North, try getting a paper at that time and nothing’s open.
The Morrisons in Blackburn Town Centre didn’t open until 08:30, which is almost the afternoon for me!
Clitheroe Station
I did take one of the first stations to Clitheroe station, which cost me just £2.70 with my Senior Railcard.
Clitheroe is the sort of station, that has a homely atmosphere and serves as the terminal for the Ribble Valley Line, with a ticket office, four-car platforms and an underpass to get across the tracks.
To Southport via Bolton
I took the train back to Bolton station and I just had time to buy a Lancashire Day Ranger in time to get a train to Southport station.
Southport station has a direct entrance to the town’s Marks and Spencer, so it must have the biggest food hall in any UK station.
I took the opportunity to pick up some sandwiches for an early lunch.
Kirkby Station
Kirkby station is like Ormskirk station, where the Merseyrail third-rail electric trains meet Northern’s services from Manchester or Preston.
It is not the best of designs, but Merseyrail are aiming to move the interchange to a new station at Headbolt Lane, which will hopefully have electric trains to Manchester on the Kirkby Branch Line, via Wigan Wallgate and Atherton stations.
Kirkdale Station
Kirkdale station is architecturally unusual, in that everything is on a step-free bridge across the tracks. Liverpool has another similar one in Wavertree Technology Parkstation, but why haven’t we got a standard station like this for lines in cuttings?
St. Luke’s Church
I always visit St. Luke’s Church, if I have time, when I pass through Liverpool.
It was one of C’s favourite places in the City and to me, it sums up Liverpool’s attitude to the troubles that beset us all!
Sadly, it would appear that La Bussola in old Street is no more, as it’s reincarnation as a Starbucks has been turned into a clothes shop.
The places of 1960s Liverpool are disappearing. At least Phred seemed to still be standing tall on the shell of the former Lewis’s Department Store.
Walking Manchester Metrolink’s Second City Crossing
I took these pictures when I walked the route of Manchester Metrolink‘s Second City Crossing (2CC).
I think it could be more interesting than just a second route across the City Centre for the trams.
This Google Map shows the train and tram lines through Deansgate station and Deansgate-Castlefield tram-stop,
Note.
- St. Peter’s Square tram-stop, which is the Western end of the 2CC, is the next one to the East from Deansgate-Castlefield.
- The rail and tram lines run close together to the West of Deansgate station.
- The rail line runs to Trafford Park, Warrington Central and then on to Liverpool.
This Google Map shows the train and tram lines to the immediate East of Manchester Victoria station.
Note.
- Victoria station is the Eastern end of the 2CC.
- The rail and tram lines run close together to the East of Victoria station.
- The rail lines run to Rochdale, Burnley, Hebden Bridge and Ashton-under-Lyme.
I can’t believe that the 2CC wasn’t designed without thinking about incorporating it as part of a tram-train route across the City.
Consider the Class 399 tram-train being trialled in Sheffield.
- It can work as a standard tram on a tram network, running under tram rules.
- It can work as 62 mph train on an electrified rail line.
- It can run on both 25 KVAC and 1500 VDC overhead electrification.
- On rail lines it can share with any train, like for instance a Class 319 pr Class 185 train.
It would probably need to be a version tailored to Manchester’s tram standards, but once the Manchester to Liverpool Line via Warrington and the Calder Valley Line are electrified, a Class 399 tram-train could work the following route.
- Starting from Liverpool Lime Street it would run as a train until just before Deansgate station.
- It would then switch to the tram lines and take the 2CC to Manchester Victoria station, running as a tram.
- To the East of Victoria station, the tram-train would switch to the Calder Valley Line and run as a tram, perhaps to Burnley or Hebdeb Bridge.
You have to remember that tram-trains are a bit like 4x4s and if there is a route on which they can run, then they can take it given that track, electrification and signalling are in place.
There would be no reason, why once at Burnley say, the tram-train could not go walkabout around the town.
Conclusion
On a quick look, it would appear that the Second City Crossing (2CC) has been built so that tram-trains across the city centre have not been ruled out.
Hazel Grove Station
Hazel Grove station is an important station on the Buxton Line.
Just to the South of the station, there is a large housing development, which probably helps to explain the what looks to be new expansion to the car parking at the station.
This Google Map shows the area around Hazel Grove station.
There are two main railways on the map.
- The Buxton Line runs North-West to South-East, connecting Stockport and Manchester in the North-West to Buxton in the South-East.
- The Buxton Line goes through Hazel Grove station, where some trains stop and under Chester Road.
- The rail line running East-West connects the Hope Valley Line in the East to a freight-only going West.
There is also a single-track bi-directional chord that connects the Hope Valley Line with Stockport.
The East Midlands Trains service between Norwich and Liverpool uses this chord, but doesn’t stop in Hazel Grove station.
Current Services At Hazel Grove Station
Under Services in the Wikipedia entry for Hazel Grove station, this is said.
Today Hazel Grove is served by two trains per hour to/from Manchester Piccadilly – the hourly Manchester Piccadilly to Buxton and the hourly Preston to Hazel Grove DMU services. Only a few of the local DMU services between Manchester and Sheffield go via Hazel Grove – most travel via New Mills Central. Few services from Buxton now continue past Manchester Piccadilly and those that do (currently seven services in total) operate in the early morning and evening business peak periods.
So Hazel Grove has a just two diesel multiple units per hour to Manchester Piccadilly..
The Class 319 Flex Train
If the building, testing and delivery of the Class 319 Flex train goes according to the Porterbrook/Northern plan, then the following will happen before the December 2017 Timetable Change..
- Four Class 319 Flex trains will be in service.
- Four more Class 319 trains will be in progress of being converted to Class 319 Flex trains.
- Class 319 Flex trains will be running between Manchester Piccadilly and Buxton.
- Class 319 Flex trains must be running to Blackpool and Windermere, if the sub-leased Class 185 trains have to go back to TransPennine.
Without any extra electrification, the Class 319 Flex trains will be able to run from Hazel Grove to to Barrow-in-Furness, Blackpool North, Buxton, Manchester Piccadill, Preston, Wigan North Western and Windermere
New Track/Electrification Before December 2017 Timetable Change
These changes and upgrades, should happen before the December 2017 Timetable Change.
- Manchester to Preston via Bolton should be electrified.
- The Blackpool Branch Lines to Blackpool North should be electrified.
- Manchester Victoria to Stalybridge could be electrified.
- According to Network Rail, the Ordsall Chord should be in operation.
They could make a lot of difference to services from Hazel Grove station.
- Class 319 electric trains could run to Blackpool North, Bolton, Liverpool, Manchester Piccadilly, Manchester Victoria, Preston and Wigan North Western.
- Class 319 Flex bi-mode trains could run to Barrow-in-Furness, Blackburn, Blackpool South, Buxton, Clitheroe, Stalybridge and Windermere
Northern Rail have an awful lot of sensible possibilities for electric or bi-mode services.
Lunch In Buxton
These pictures show my time in Buxton.
The lunch in the Hydro Cafe was excellent.
Onward From Buxton
There are lines that branch off to the left as you reach Buxton. This the closed Ashbourne Line, which still carries stone and other quarried products from Hindley.
I wouldn’t be surprised that some of this route and others in the area, were reopened to passenger traffic.
Down The Buxton Line
On the return from Buxton, I took these pictures.
I sat on the wrong side of the train, as the views are better on the left-side going up and the right-side going down.
Up The Buxton Line
I took these pictures as my train went between Manchester Piccadilly and Buxton.
It was a hard climb for a poor clapped-out Class 150 train.
The Anonymous Widower 