The Anonymous Widower

Changes Signalled For HS2 Route In North

The title of this post is the same as that as this article on Rail News.

This is the first two paragraphs.

The government is reconsidering the route of HS2 between Crewe and Manchester and also between Birmingham and Leeds, which are jointly known as Phase 2b.

A consultation has been launched on proposals to use HS2 as a regional route, by providing two new junctions so that Northern Powerhouse Rail services could use HS2 to reach Manchester.

The Times also has a news item entitled HS2 To Link With Northern Powerhouse Line, that adds some other details to the story.

This is the start of the news item.

HS2 trains will be able to run across Northern England under plans for a fully-integrated high-speed network.

The government said yesterday that HS2 would connect into a proposed east-west route across the Pennines, enabling trains to run directly between more cities.

Four years ago, I wrote Whither HS2 And HS3?, which argued for greater integration of the two routes and more tunnelled stations under major cities to build High Speed Two and Northern Powerhouse Rail with less disruption.

Part of that post was deliberately over the top, but it seems that others have been thinking in a similar way.

The Times also says the following.

  • Two junctions near High Legh will connect High Speed Two and the East-West line.
  • High Speed Two will be realigned between Nottingham and Derby to avoid a year-long part-closure of the M1.
  • The government has insisted that both High Speed lines are necessary.
  • Northern Powerhouse trains would be able to use High Speed Two.
  • High Speed Two trains may be able to run at speed direct to Liverpool, Bradford and Hull.
  • The CBI are quoted as liking the proposal.

The Times also has a map that shows the proposed routes of the High Speed railways.

At A Glance – Northern Powerhouse Rail

This is the name of this report on the Transport for the North web site.

I will use information from this report , when it is relevant and the best available.

My Thoughts

These are my thoughts on the project taking information from the two articles and the Transport for the North report.

A Liverpool and Manchester High Speed Line

Looking at the map and the position of High Legh, it appears that a new High Speed line could be built Vaguely along the route of the M56 between Liverpool  and Manchester.

  • It appears to cross the Mersey to the West of Warrington.
  • It appears to go South of Warrington, where there could be a station.
  • It would call at Manchester Airport.

From this article in the Knutsford Guardian, which is entitled Government Releases New HS2 Plans For High Legh And Ashley, I suspect there will be a lot of opposition from local politicians and residents.

I seem to remember, a lot of opposition to the building of the M56.

This could be a difficult route to persuade the local people to accept.

This Google Map shows Manchester Airport.

Note how the M56 motoway passes across the North-West of the Airport.

Could the Liverpool and Manchester High Speed Line be alongside the motorway or even in a tunnel underneath?

This second Google Map shows the area around High Lrgh.

Note.

  1. The M56 going across the top of the map.
  2. The spaghetti in the North-East corner of the map is Junction 8 on the M56, where it joins the A556.
  3. The new A556 by-pass route to the West of the original route.
  4. The M6 running diagonally across the map.
  5. High Legh village is just to the North-West of the middle of the map.

This clip of a map from the Transport for the North report shows a schematic of the rail links in the area.

High Speed Two would appear to come North and split into two routes.

  • One continues North to join the existing West Coast Main Line just South of Wigan.
  • Another goes through Crewe station.

North of Crewe, the two routes join and then split into three at the Junction labelled 6.

  • To Warrington and Liverpool
  • To Wigan, Preston and Scotland
  • To Manchester Airport and Manchester.

A second Junction labelled 5, allows Northern Powerhouse Rail trains to run Liverpool-Warrington-Manchester Airport-Manchester.

This is a new layout and has the following advantages.

  • I estimate that trains could save 7-8 minutes on services running between Crewe and Wigan because of the longer running at High Speed Two speeds.
  • , if they don’t stop at Crewe, further minutes could be saved.
  • Trains between London and Preston and London And Glasgow could skip the stop at Warrington to save further minutes.
  • There could be an advantageous reorganisation of stopping patterns.
  • London and Liverpool services and Liverpool and Manchester services would stop at Warrington, which would give Warrington very good connections.
  • The Liverpool-Manchester and Liverpool-Crewe Lines can be built to High Speed Two standards, which could allow 225 mph running.

I also think the track layout can be run alongside or underneath the various motorways in the area for a lot of the route between Liverpool, Crewe, Warrington and Manchester Airport.

It would appear to be a very good solution to a complex problem and overall, I suspect it gives better connectivity, at a more affordable cost, whilst creating a railway that can be built with less disruption and will ultimately produce less noise.

The Transport for the North report, also says the following.

  • There could be a new Warrington South Parkway station.
  • Six trains per hour (tph) between Liverpool and Manchester via Warrington are planned.
  • Journey times will be 26 minutes.

The Twenty-first Century will finally get a modern and fast Liverpool and Manchester Railway.

Between Manchester Airport And Manchester Piccadilly

Most current trains between Manchester Piccadilly and Manchester Airport stations take between 15-18 minutes.

I don’t believe that these times are compatible with a 26 minutes time between Liverpool and Manchester Piccadilly.

So I am fairly certain that to achieve the planned time in the Transport for the North report, that an almost direct tunnel between Manchester Airport and Manchester Piccadilly stations is necessary.

Could the tunnel pass through underground platforms at Manchester Piccadilly stations, which run across the station and then surface to connect with the chosen route to Leeds?

This tunnelled approach has the following advantages.

  • High Speed services between Manchester Piccadilly and Manchester Airport stations would have their own dedicated High Speed line.
  • Through and terminal platforms as needed would be provided under the current Manchester Piccadilly station.
  • Escalators and lifts would connect the underground platforms to local services and the Manchester Metrolink.
  • By choosing the right orientation for the tunnel and position for the underground platforms, it may be possible to have a second entrance to the  underground station in Piccadilly Gardens.
  • The current Manchester Piccadilly station would only need remodelling, rather than a total rebuild.

Manchester would have the fastest conventional airport link in the world. Who needs Hyperloop and Maglev?

Liverpool And Manchester Journeys

I also suspect that nearly all Liverpool and Manchester passengers would use the High Speed services running between the city centres and Manchester Airport every ten minutes, which would take twenty-six minutes.

One estimate on the Internet says it takes fifty minutes to drive!

As both cities have extensive and interconnecting local rail, tram and bus networks, would this mean simplification of the other services between the cities.

The Castlefield Corridor

Hopefully something will be done to sort out this route between Manchester Piccadilly and Manchester Victoria stations.

  • I am very surprised that freight trains for Trafford Park Freight Terminal still use the Castlefield Corridor.
  • Will there still be a need to provide as many services to Manchester Airport, as surely passengers will use the High Speed route, which will be running every ten minutes?
  • Would there be any need for long distance services to run through the route?
  • Manchester Airport to Edinburgh, Hull, Leeds, Newcastle and York would go via Northern Powerhouse Rail under Manchester Piccadilly and the City Centre.
  • Manchester Airport to Liverpool and Warrington would leave the airport to the West and go direct.
  • Manchester Airport to Blackpool, Glasgow, and Preston would leave the airport to the West and would take the West Coast Main Line at High Legh.
  • Manchester Airport to Birmingham, and London would leave the airport to the West and would take High Speed Two at High Legh.

I think the Castlefield Corridor end up as a series of train or tram-train routes across Manchester.

Consider.

  • Merseyrail’s Northern Line is a series of routes across Liverpool.
  • The Cross-City Line is a series of routes across Birmingham.
  • The Tyne and Wear Metro is a series of routes across Newcastle.
  • Thameslink is a series of routes across London.
  • The East London Line is a series of routes across London.

Note that the last two routes handle in excess of 16 tph.

Why should the Castlefield Corridor routes be any different?

It’s just another cross-city line!

If there was a direct escalator and lift connection from Platforms 13 and 14 at Manchester Piccadilly station, the routes through the Castlefield Corridor would be a superb system connecting passengers to  High Speed Two and Northern Powerhouse Rail.

The Future Of The West Coast Main Line

Consider.

  • It appears Crewe and Warrington will be by-passed by new High Speed tracks.
  • A new Warrington station will have good rail links to Chester, East Liverpool, North Wales and West Manchester.
  • Wigan station is well-connected with commuter lines to Kirkby, Liverpool, Manchester and Southport, which would bring passengers to High Speed services stopping in the station.
  • Preston station will connect passengers from Blackpool and North West Lancashire to High Speed services.

I wouldn’t be surprised to see the West Coast Main Line between Crewe and Preston converted into quadruple track all the way.

  • Two High Speed tracks with at least 140 mph running and only one stop at Wigan.
  • Two slow tracks for freight and local services, with stops as necessary.

Separation of High Speed services on 140 mph tracks with perhaps a capacity of fifteen tph, raises the possibility of using 140 mph electric multiple units running High Speed suburban services.

  • Northern terminals could be Blackburn, Blackpool and Burnley.
  • Southern terminals could be Crewe, Liverpool and Manchester.
  • Manchester services would call at Manchester Airport.
  • Trains would be something like the Class 395 train used for High Speed commuter services between St. Pancras and Kent.

If bi-mode Class 802 trains were to be used, the towns and cities served could increase dramatically.

  • Northern terminals could be Barrow, Hebden Bridge and Windermere.
  • Southern terminals could be Chester and Llandudno.
  • Carlisle could be served using the Cumbria Coast Line via Barrow, Sellafield, Workington and Whitehaven.

I can see a large High Speed regional network developing around a 140 mph West Coast Main Line between Crewe and Preston.

North of Preston, the West Coast Main Line will become a double-track line with the passenger trains travelling at 140 mph.

A Manchester And Leeds High Speed Line

In Lord Adonis On Crossrail Of The North, I compared the current route between Leeds and Manchester with the Ipswich and Norwich route, that I know well.

  • Both routes are roughly the same length.
  • Ipswich and Norwich has a 100 mph line speed, with usually just two stops.
  • Manchester and Leeds has a much slower line speed, with umpteen stops.
  • The fastest trains between Manchester Victoria and Leeds take forty-nine minutes, with a stop at Huddersfield, and are just 1 train per hour (tph).
  • Norwich to Ipswich in a couple of years, will take 30 minutes at a frequency of 3 tph.

This clip of a map from the Transport for the North report shows a schematic of the rail links to the East of Manchester.

Two alternative routes are proposed.

  • The black route would be created by upgrading the Huddersfield Line.
  • The yellow route would be a new route via Bradford.

The Transport for the North report says this about the Leeds-Manchester service.

  • There will be six tph.
  • The journey will take 25 minutes.

The next two sections give my thoughts on these options.

Upgrading The Huddersfield Line

It will be a tough ask to upgrade this line so that a twenty-five minute time can be achieved.

I suspect though, it wouldn’t have been suggested unless it were possible.

Manchester And Leeds Via Bradford Low Moor

The Transport for the North report indicates that this could be via Bradford Low Moor station.

To get a twenty-five minute time between Leeds and Manchester with a ten minute frequency, which I believe is the minimum service the two cities deserve, would be like passing a whole herd of camels through the eye of a single needle.

The Swiss, who lets face it have higher hills, than we have in Northern England would create a new route mainly in tunnel between the two cities, with perhaps an underground station beneath the current Grade I Listed; Huddersfield station.

The transport for the North report suggests Bradford Low Moor station, as an intermediate station, so why not Bradford Low Moor and Huddersfield stations?

Note that the Gotthard Base Tunnel, which opened a couple of years ago, deep under the Alps, is about the same length as a Leeds and Manchester tunnel, and cost around eight billion pounds.

It would be expensive, but like Crossrail in London, the tunnel would have big advantages.

  • It could be built without disrupting current rail and road networks.
  • It would have a capacity of up to thirty tph in both directions.
  • Unlike Crossrail, it could handle freight trains.
  • It would unlock and join the railway systems to the East and West.

I believe, it would be a massive leap forward for transport in the North of England.

Upgrade Or Tunnel Between Manchester And Leeds?

Obviously, the tunnel would take several years to bore.

So to get Northern Powerhouse Rail up and running, the Huddersfield Line would be upgraded first.

At a future time, the tunnel would be constructed.

Hopefully, it could be built, when the finance became available, without disrupting existing train services.

After the tunnel was built, there could be a division of services.

  • High Speed Two and Northern Powerhouse Rail services would use the tunnel.
  • Stopping services would use the Classic route on the Huddersfield Line.

All passengers would get the service they need.

Freight would have an extra route, if it could use the High Speed tunnel.

High Speed Lines East Of Leeds

I’ll repeat the map I included earlier, which shows the route of High Speed Two and the  two Northern Powerhouse Rail routes to the East of Leeds.

The three Junctions labelled on the map are.

  1. Junction on High Speed Two mainline for Leeds – North East services.
  2. Junction on High Speed Two Leeds spur to facilitate through services via existing Leeds station.
  3. Junction on High Speed Two mainline for Sheffield – Leeds services.

The two main Northern Powerhouse Rail routes East of Leeds are.

  • A connection to the East Coast Main Line for York, Newcastle and Edinburgh.
  • An extension Eastwards to Hull.

Having ridden around these lines in the last few weeks, I believe that these routes could be  upgraded to a High Speed standard.

  • The East Coast Main Line is mainly four-track and could be capable of 140 mph running, with in-cab digital signalling.
  • An electrified link between Leeds and the East Coast Main Line has been promised for years.
  • Replace the Selby swing bridge and the line between Leeds and Hull could probably be upgraded to an electrified 125 mph line with 140 mph available with in-cab signalling.

The Northern Powerhouse Rail report gives these proposed details of services East of Leeds.

  • Leeds and Newcastle -four tph in 58 minutes.
  • Leeds and Hull – two tph in 38 minutes

If all the lines East of Leeds were electrified, local services could be run by 125 mph electrical multiple units, like Class 395 trains, that would not delay the High Speed trains.

Liverpool and Hull Timings

The Northern Powerhouse Rail report doesn’t give a timing for this route across Northern England, but it does give the intermediate timings

  • Liverpool and Manchester – 26 minutes
  • Manchester and Leeds – 25 minutes
  • Leeds and Hull – 38 minutes

This gives a time of 90 minutes between Liverpool and Hull, which compares with the current fastest time of 2:32 hours.

Hull Station As A High Speed Terminal

Hull station has been earmarked for some time as an Eastern terminal for Northern Powerhouse Rail.

This Google Map shows the station.

The station is large, with six platforms, and would have no problem accommodating long High Speed Two trains.

Could using Hull station as a terminal for a London-Birmingham-Manchester Airport-Manchester-Leeds-Hull service be a sensible response to saving costs and reducing disruption in the building of High Speed Two to Leeds?

  • Northern Powerhouse Rail will need a High Speed link across or under the Pennines, but Leeds station is congested.
  • The new Junction 2 on the Northern Powerhouse Rail map, has been designed to allow services through Leeds station.
  • Leeds station probably would not be able to turn round a High Speed train from London, without the previously planned substantial rebuilding.
  • Could the passengers at Leeds cope with all the disruption?
  • One extra High Speed train in both directions between Manchester and Hull every hour, could probably be accommodated using modern digital signalling.
  • The train might even split and join at Leeds to serve both Newcastle and Hull.

Using Hull as a terminal probably has other advantages.

  • There is probably space to add a stabling facility close to the station.
  • Upgrading the route between Hull and Selby, would speed-up London to Kings Cross services via the East Coast Main Line.
  • Electrification between Hull and Leeds would allow substantial improvement in local services around Hull.

If you look at the whole High Speed route between London and Hull via Manchester and Leeds, the route would be as follows.

  • High Speed Two between London and Crewe.
  • New High Speed railway between Crewe and Manchester via High Legh and Manchester Airport
  • New High Speed route across or under the Pennines to Leeds.
  • Upgraded line between Leeds and Hull.

I believe that it would be possible to run between London and Manchester at 225 mph and up to 140 mph on all the rest of the route.

High Speed East Coast Between London and Yorkshire, the North East Of England and Edinburgh

The East Coast Main Line is not mentioned in either of the articles, I have quoted in this post.

This line will see big changes in the next few years.

  • All services from East Coast Trains, Hull Trains and LNER and some services from TransPennine Express will be run by 140 mph-capable Class 800/801/802 trains.
  • ERTMS will be installed between London and Doncaster.
  • Extra tracks will be added in places.
  • Werrington Junction will be improved.

Large sections of the line will be capable of 140 mph running.

Currently, the fastest non-stop trains between London and Doncaster take a few minutes over ninety minutes. With 140 mph trains, I think the following times are easily possible.

  • London and Doncaster – 80 minutes
  • London and Hull  – A few minutes over two hours, running via Selby.
  • London and Leeds – A few minutes less than two hours, running on the Classic route.

For comparison High Speed Two is quoting 88 minutes for London Euston and Leeds, via Birmingham and East Midlands Hub.

I think we may have the making of a railway race between London and Leeds

  • London Kings Cross via Peterborough, Wakefield and Doncaster
  • London Euston via Birmingham and East Midlands Hub
  • London Euston via Birmingham, Manchester Airport, Manchester and Bradford.

In addition, if the Leeds and Hull Line via Selby were to be upgraded to a High Speed route capable of running at up to  140 mph , I believe that by 2024 or 2025 could see London and Hull covered in under two hours.

The East Coast Main Line will be a High Speed line in all but name.

The improvements and the 140 mph operating speed will create more capacity and I believe services from Kings Cross could be something like.

  • London and Bradford – Two tph
  • London and Edinburgh – Three or Four tph – One or two tph via Leeds
  • London and Hull – Two tph
  • London and Leeds – Three or four tph
  • London and Newcastle – Four tph
  • London and Scarborough – One tph
  • London and Sunderland – Two tph
  • Leeds and Edinburgh – Two or three tph

Selective joining and splitting will be used to make better use of paths South of Doncaster.

I haven’t proven it, but my gut feeling for the numbers, is that LNER with their fleet of Azumas, will be capable of running a Turn-Up-And-Go service of four tph between London Kings Cross and Leeds, Newcastle and Edinburgh.

With the open access operators providing extra services, I suspect that there will be at least two tph between London Kings Cross and Bradford, Harrogate, Hull, Scarborough and Sunderland.

It would be the ultimate High Speed service based on a route that was designed in the Victorian era.

To make the most of the East Coast Main Line improvements, the following Northern Powerhouse Rail improvements should be done.

  • Leeds to Hull
  • Leeds to the Northward East Coast Main Line

I’ve already discussed the first, but the second would do the following.

  • Speed up services between Leeds and Newcastle and Scotland.
  • Allow LNER to run electric trains between London and Scotland via Leeds.
  • Create an electrified route between Neville Hill Depot and York.
  • It creates an electrified diversion through Leeds for the East Coast Main Line

High Speed East Coast is on the way.

High Speed Trains To Sheffield

This clip of a map from the Transport for the North report shows a schematic of the rail links in East Yorkshire.

I can remember, when the Master Cutler used to run to Sheffield via the East Coast Main Line in the 1960s.

Even if a train took thirty minutes to go between Sheffield and  Doncaster, it will still be a journey time of under two hours between London Kings Cross and Sheffield.

But note that on the map the route between Sheffield and Doncaster is shown as to be improved for Northern Powerhouse Rail.

If the route were to be electrified, it could give Sheffield and Rotherham a High Speed route to London Kings Cross.

The Classic route to Sheffield via the Midland Main Line is being upgraded.

  • It will be electrified as far North as Market Harborough.
  • Much of the route will have a 125 mph operating speed and perhaps 140 mph with in-cab signalling.
  • It  will share the 15.5 mile Northern section of the spur between High Speed Two and Sheffield, meaning it will be electrified between Clay Cross Junction and Sheffield.

So when the new 125 mph bi-mode trains start running between St. Pancras and Sheffield, I would suspect that timings on this route could be below the two-hour mark.

Sheffield will get a much improved train service to and from the South.

Sheffield And Hull

The map in the Northern Powerhouse Rail report.Map shows a route between Sheffield and Hull via Doncaster as  improved Northern Powerhouse Rail.

  • It includes Sheffield and Doncaster, which could be improved to a High Speed electrified line.
  • Part of the route between Doncaster and Selby is  the East Coast Main Line, which should be able to sustain 140 mph running in a few years.
  • Selby and Hull, is another route to be improved by Northern Powerhouse Rail.

Northern Powerhouse Rail are planning two tph in fifty minutes between Sheffield and Hull.

They could be 125 mph electric multiple units, which are a bit better than the current Pacers.

Some local services use a second route via Doncaster, Thorne, Goole, Gilberdyke and Brough.

Between Doncaster and Gilberdyke is not planned for improvement in the Northern Powerhouse Rail report, but at only twenty-five miles, it could easily be run by using 125 mph battery-electric trains, which would charge their batteries wilst running at both ends of the route.

  • I wonder if it would be best to electrify the Thorne/Goole first, to give diversion for trains between Doncaster and Hull, whilst the Selby Swing Bridge is electrified.
  • I have just read on this page of the Historic England web site, that the Selby Swing Bridge was Listed as Grade II ion the 23rd April 2015. So is this the reason why the electrification between Leeds and Hull has stalled?
  • An electrified Thorne/Google route, might be used for local trains, whilst expresses used the Selby route.
  • Selby has a couple of useful West-facing bay platforms.

There certainly seems to be some innovative Project Management at work

After all, train operators wouldn’t probably want to cut off one of their markets, whilst upgrading and electrification are underway.

Sheffield and Grimsby Via Doncaster and Scunthorpe

This route is shown on the Northern Powerhouse Rail map.

  • There is an hourly TransPennine Express service between Cleethorpes station and Manchester Airport via Scunthorpe, Doncaster and Sheffield.
  • There are a few sundry local services.
  • The route serves the important Port of Immingham.
  • A large renewable energy industry is developing in North Lincolnshire.
  • British Steel has just folded at Scunthorpe.

The route doesn’t really fit the Northern Powerhouse ideal and it has a totally inadequate passenger service.

Could this route be improved to provide better rail services to the area, that sometimes, the rest of the UK forgets?

  • Electrification might be needed to handle the heavy freight from Scunthorpe and Immingham.
  • Would an LNER service between London Kings Cross and Cleethorpes be welcomed?
  • Cleethorpes and Manchester Airport needs to at least be doubled in frequency.

With all the energy projects going on in North Lincolnshire, this area could become the Lincolnshire Powerhouse.

Sheffield And Leeds

Long-terms plans for traffic between these two cities will probably be by Junctions 2 and 3 on the map in the Northern Powerhouse Rail report.

The Northern Powerhouse Rail report, suggests that the trains will use High Speed Two and some infrastructure improvements and will run at a frequency of four tph and take 28 minutes.

This is a good service and compares well with what is planned between Ipswich and Norwich.

In the meantime, the main route is the Hallam Line, where trains take eighty minutes for the forty-five miles

Let’s hope Northern’s more powerful new Class 195 trains, bring the journey time under the hour.

Barnsley mustn’t be left out of thebenefits of Northern Powerhouse Rail.

Sheffield And Manchester

The Northern Powerhouse Rail map has this route marked as Northern Powerhouse Rail.

As a lot of freight traffic is generated along the Hope Valley Line, which is the only route between the two cities, will this route be upgraded for a faster speed and greater capacity.

Will the Hope Valley Line be electrified?

  • At the Western end, it is electrified as far as far as Hazel Grove station.
  • At the Eastern end, High Speed Two will mean there will be electrification at Dore Junction.
  • The distance between Dore Junction and Hazel Grove station is about thirty miles.
  • My helicopter didn’t show that many bridges or level crossings.
  • There are three long tunnels on the route, which are a total of eight miles long. Depending on their condition, these could be easy or difficult to electrify.
  • Much of the electrification at the Western end looks in need of replacement.

 

This is one for the project engineers and accountants, but I wouldn’t be surprised to see this route electrified.

High Speed Two Routes

From the map it appears that in addition to the current proposed routes for High Speed Two trains.

  • London-Birmingham-Liverpool
  • London-Birmingham-Manchester
  • London-Birmingham-Wigan and then on the West Coast Main Line to Glasgow.
  • London-Birmingham-East Midlands Hub-Sheffield-Leeds and then on the East Coast Main Line to Newcastle.

Two new routes would be added via the new High Legh junctions.

  • London-Birmingham–Manchester Airport-Manchester-Leeds-Hull
  • London-Birmingham-Manchester Airport-Manchester-Leeds-Newcastle

In addition Liverpool would be served via the High Legh junctions.

Building High Speed Two And Northern Powerhouse Rail

There is an old Project Management phrase about

Getting All Your Ducks In A Row!

I think, that someone has been thinking hard as it appears the building of the second phase of High Speed Two and Northern Powerhouse Rail together can offer a lot of benefits.

These are my thoughts on the project order.

Devise An Intelligent Electrification Philosophy

Transport for Wales and their contractors are devising an intelligent discontinuous electrification philosophy for the South Wales Metro.

The Hallam, Hope Valley and Huddersfield Lines will be tricky to improve and electrify.

  • They run through picturesque countryside.
  • There are a large number of overbridges and some level crossings..
  • There could be objections.
  • There are some long tunnels.
  • Access could be difficult.
  • Speed limits will need to be increased.

Every trick will need to be employed.

Instead of rebuilding overbridges, electrification  could be discontinuous as in South Wales.

Trains would have enough energy storage to bridge gaps in electrification.

Tunnels will be electrified using rails on the roof or as third-rail.

Intelligent fast-charging for trains with batteries will be deployed.

Less obtrusive electrification could also be used, as  I described in Prototype Overhead Line Structure Revealed.

It does seem to be a good attempt to reduce the clutter of girders, gasntries and wires!

Lines East Of Leeds

These are the lines East of Leeds.

  • A connection to the East Coast Main Line for York, Newcastle and Edinburgh.
  • An extension Eastwards to Hull.

These would not be the most expensive sub-project, but they would give the following benefits, when they are upgraded.

  • Electric trains between Hull and Leeds.
  • Electric trains between Hull and London.
  • Electric access to Neville Hill Depot from York and the North.
  • An electric diversion route for the East Coast Main Line between York and Doncaster.
  • The ability to run electric trains between London and Newcastle/Edinburgh via Leeds.

Hull and Humberside will be big beneficiaries.

The trains that the train operators have ordered can run all the services.

Once ERTMS is installed on the East Coast Main Line, train travel between London and Hull could be under two hours.

Conclusion – These lines should be improved sooner rather than later.

Midland Main Line Between Clay Cross Junction And Sheffield

This section of track will be shared between High Speed Two and the Midland Main Line.

  • It is 15.5 miles long.
  • It will be electrified.
  • The only intermediate station is Chesterfield, which will need to be substantially rebuilt.
  • It will have a high line speed, perhaps even in excess of 140 mph.

Currently, the line carries about ten tph in both directions.

Completing this sub-project early would give benefits.

  • The bi-mode trains due to be introduced on the Midland Main Line in 2022, would benefit from the improved electrified line.
  • Timings on services between London and Sheffield would be reduced to under two hours.

An electrical supply for the electrification would have to be provided in Sheffield, which would be useful, if other electrification projects were to be started in the area.

Conclusion – This line should be improved and electrified, sooner rather than later.

Electrification Of The Hope Valley Line

Work is already planned to upgrade capacity on the Hope Valley Line.

Having looked at several electrification projects in the last few years, it is my belief that delays can occur because of bad surveys and preparation work done too late and in great haste.

So why not do as much of this work, whilst the capacity is upgraded?

Electrification of what would be a well-surveyed and prepared railway, with an immaculate track, must be a lot easier to plan, install an deliver on time.

Conclusion – This line should be improved and electrified, sooner rather than later, especially as it could be a test project for other lines through the hills.

Improvement And Possible Electrification Of The Huddersfield Line

Improvement of this line could probably give a large benefit to services between Leeds and Manchester via Huddersfield.

  • Current services on the line would be speeded up.
  • More services could be possible.

On the down side, it is a busy route and improvement will be very difficult.

Conclusion – This important route should be improved as soon as possible.

Building The Liverpool And Manchester High Speed Line

This will be a large and complex project.

It will involve building the following.

  • Around thirty miles of new railway.
  • New platforms and/or stations in Liverpool, Warrington, Manchester Airport and Manchester.
  • A Tunnel between Manchester Airport and Manchester.
  • Diversion of the West Coast Main Line through or around Crewe and Warrington.
  • Building of the two junctions at High Legh.
  • Connection to High Speed Two towards Birmingham and London.

It is my opinion, that the diversion of the West Coast Main Line should be opened at the same time as High Speed Two reaches Crewe, in 2027.

Conclusion -The diversion of the West Coast Main Line should be given priority, but the Liverpool and Manchester High Speed line can be done later.

Good Project Management Is Needed

I am sure, that Northern Powerhouse Rail and High Speed Two can work together to produce a schedule that delivers benefits in a steady stream.

They must be bold and not allow the politicians to derail the project or move it in an unsustainable direction, based on pressure from their constituents.

Conclusion

Linking the building of Phase Two of High Speed Two and Northern Powerhouse Rail would appear to be a sensible solution to expanding the economy of Northern England.

 

 

June 9, 2019 - Posted by | Transport | , , , , , , , ,

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  1. TfN has been pushing for this, so I expect they’re pleased the ‘passive provision’ of connections with NPR is now out for consultation. https://transportforthenorth.com/wp-content/uploads/TFTN_-_NPR_At_a_Glance.pdf gives a rough sketch map of these junctions, which also shows which bits are new line and which are upgrades. I wouldn’t read too much into any more detailed maps, as there isn’t any detailed route proposal for NPR as yet. But assuming this all gets built:

    * NPR would run from Liverpool via Warrington to the HS2 Manchester/WCML jcn at High Legh https://www.hs2.org.uk/where/route-map/#11/53.3488/-2.5328
    * HS2 trains to/from Liverpool would no longer use the classic-compatible WCML route via Runcorn but would branch off at High Legh (6 on the map) and use the NPR route. As there’s a stop at Warrington, I would doubt whether this would be particularly high speed
    * NPR trains from Liverpool would join the HS2 line at High Legh (5 on the map) and use that into Manchester
    * as you say, there’s then scope for running higher-speed HS2 trains on the upgraded NPR lines

    Having the 2 schemes use the same stretch of railway clearly makes sense.

    The detailed map of the 2 new interconnections is at https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/806362/DRC_-_Passive_provision_for_two_junctions_at_High_Legh_wm.pdf

    Comment by Peter Robins | June 9, 2019 | Reply

    • an obvious disadvantage of using the HS2 line to get from Liverpool to Man is that it approaches Picc from the SE, i.e. the wrong direction for through services on to Leeds and beyond. The HS2 station is designed as a terminus. Either trains would have to back out – which doesn’t sound very high speed – or there would have to be a tunnel extending from Picc to the north. Then again, if they’re serious about digging a new tunnel under the Pennines between Man and Bradford, such a tunnel would be a minor addition. In fact, the train would be in a tunnel for much of the time between Man Airport and Yorkshire – not very scenic. Not sure they’ve given much thought to this yet.

      Comment by Peter Robins | June 10, 2019 | Reply

      • My preference would be for an East-West tunnel under Manchester with perhaps stations under a selection of Deansgate, Oxford Road Exchange Square and/or Victoria. Portals could be at Trafford Park in the West and on the Victoria-Stalybridge line in the East. Trains could either go across the Pennines on an upgraded Huddersfield Line or in later years through a tunnel. Freight trains for Trafford Park would use Northern Powerhouse Rail via High Legh from the West or come through the Manchester Tunnel from the East. There would be no freight trains through the Castlefield Corridor, just frequent electric local trains. There is no need for High Speed Two or Northern Powerhouse Rail to serve Piccadilly, which would become a terminal for non-High Speed trains to and from the South.

        Note that if freight trains were to use any of the tunnels to Trafford Park, they must use electric traction. This means that the TransPennine route must be electrified. It probably also means the Canada Dock Branch in Liverpool must be electrified too!

        Comment by AnonW | June 10, 2019

      • AIUI, the reason for approaching Man like that is so that HS2 goes via Man airport. The NPR plan includes creating a new hub station at Picc, but I’m not sure what they mean by that, or where exactly it would be, or how it ties in with the HS2 station https://www.hs2.org.uk/stations/manchester-piccadilly/ which gives no thought to possible through routes. If you did have a tunnel NE from Picc, that would take much of the long-distance traffic and should significantly reduce the congestion on the Castlefield corridor.

        If you did have a high-speed link on to Leeds, you could run circular HS trains Birmingham-Man-Leeds-Birmingham and vv.

        Comment by Peter Robins | June 10, 2019

      • I would take it as read that all NPR routes would be OLE

        Comment by Peter Robins | June 10, 2019

  2. I would now, but I do have a feeling that after Brexit, third-rail will appear in places like tunnels, stations and on top of viaducts.Not necessarily on any main routes, but it could be ideal with battery-electric trains on branch and secondary lines.

    1. It’s reliable.

    2. It connects and disconnects automatically, without driver action or automation.

    3. Modern systems can probably handle 125 mph.

    4. Vivarail are proving it is an excellent way to charge a battery train.

    5. Third-rails can be shielded or only switched-on when a train is connected for safety.

    6. It can be hidden in sensitive areas.

    7. Installation is easier with no need to raise bridges or erect gantries, which can be problematical.

    8. There are many who object to electrification gantries marching across beautiful landscapes.

    9.. It can be powered by solar, water and wind power in remote locations.

    10. Most electric trains and locomotives can be fitted with third rail gear.

    I wouldn’t bet against third-rail systems making a come-back.

    Comment by AnonW | June 10, 2019 | Reply

    • Where ist the connection between Brexit and HS2 ?

      Comment by Wolfgang Maresch | June 11, 2019 | Reply


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