Flex… and flexibility
This is the title of an article in Rail Magazine, which is an interview with Helen Simpson and Mark Isbern of Porterbrook.
There is a lot of information about why Porterbrook went the hybrid route rather than batteries.
These are some of facts disclosed.
- Manchester Piccadilly to Buxton was chosen as the test route as it uphill all the way with 12 stops.
- They have simulated running on routes on Great Western, London Midland and in Wales.
- The Flex technique could be applied to other EMUs such as Electrostars.
- Top speed is 100 mph under the wires and 91-92 mph when running on diesel.
- Conversion takes between four and six weeks.
- Most of the changes are in the driving vehicles.
- Porterbrook are converting an initial batch of eight trains and that they will be based on the Class 319/4 version of the train.
Above all the air of professionalism, that I felt from the advance brochure they sent me, has been maintained.
I am impressed.
These are my thoughts.
The Conversion Process
The conversion process appears to be designed for simplicity and a fair bit of throughput.
- The starting point appears to be a Class 319 train, updated with the required interior and paintjob by Knorr-Bremse at Wolverton.
- Existing Northern trains could also be converted.
- Engine rafts will be assembled and tested in advance.
- Engine rafts and other equipment are fitted to the driving cars.
My project management knowledge, leads me to feel this is a well-designed production process.
As there are 86 Class 319 trains in total, if the orders roll in, production should run smoothly.
It’s also not as if, everybody’s working on a train they don’t know well.
The Initial Eight Trains
It would appear that four trains are to be delivered by the end of December 2017. After that, at 4-6 weeks a train, the other four should be delivered in time for the May 2018 timetable change.
When I wrote Why Not Buxton To Hellifield?, I calculated that to run an hourly service between Buxton and Clitheroe would need four trains and a half-hourly service would need eight trains.
It’s not that this Buxton to Clitheroe service will be run, but running intensive services on stiff routes needs a lot of trains.
Now, if the trains do what the specification says in practice, as they do on the computer, I can see a situation, where Northern and its drivers will be able to use these trains on more and more of Northern’s numerous partly-electrified routes.
So if it all works out, I can see more trains being converted!
But if the conversion process is well-planned, that won’t be a problem.
The 91-92 mph Speed On Diesel
This surprised me, but it is significant.
My trip from Huddersfield to Blackburn in the Peak on Friday wasn’t the best of trips.
- The Class 156 train was severely asthmatic.
- Half the four-car unit was unserviceable.
- The train was full to bursting.
It gave me the impression that the train needed a major refurbishment.
The Class 156 train is a 75 mph train and if the Class 319 Flex can do over 90 mph on diesel, it would be an obvious train, with which to run services like Huddersfield to Blackburn.
Class 185 Replacement
Northern currently hire four Class 185 trains from TransPennine for the following routes.
- Manchester Airport to Blackpool North
- Manchester Airport to Barrow in Furness
- Oxenholme to Windermere
The sub-lease runs out in December 2017.
If things work out as planned and the Blackpool Branch is electrified, then Manchester Airport to Blackpool North could be worked by an electric Class 319 train.
If the wires don’t get switched on, then like the other two routes, Class 319 Flex trains will be needed.
It will be interesting to see how a Class 319 Flex performs against a Class 185 on these routes, as they are both 100 mph trains, where there is electrification.
From Tottenham Hale To Northumberland Park
I wanted to see if I could see any more of the works to create STAR, so I walked between Tottenham Hale and Northumberland Park stations.
I first crossed the railway on the road bridge and then used a footbridge to cross back again.
The Google Map show the area.
Note.
- The footbridge crosses the road and the various railway lines at the top of the map. The blue dot at its Eastern End is a bus stop.
- STAR will run on the Eastern side of the railway, in the space, which looks green on this map.
- Northumberland Park is the next station to the North
- Tottenham Hale is the next station to the South.
The map shows it is a tight space to thread a railway.
A Neat Seat
These pictures show some seats by Vauxhall Bridge, as part of a new development.
The idea is so brilliant and probably affordable, I’m surprised I haven’t seen something like it before.
My Meter Installation
This may seem an odd post, but I want to have the pictures easily available, as fitting a smart meter to my house seems to be an obstacle course.
Let’s hope it means, that I don’t take any more pictures!
Why Not Buxton To Hellifield?
Hellifield station, which connects to the Settle and Carlisle Line, is the Northernmost station on the Ribble Valley Line from Manchester and Blackburn.
I’ve not been there, as you need to get there from Blackburn on a Sunday, but surely, as a conductor told me, Northern Rail should provide a service seven days a week.
The Track To Hellifield
This is an extract from an e-mail from Ribble Valley Rail.
The line north of Clitheroe to Hellifield is entirely double track (in use) with a double track junction on to the S&C line at Hellifield South Junction at the south end of the station. Approximately 19 sets of points and a large amount of trackwork were renewed at Hellifield a few years ago.
They also said, that there is one small addition, they would make at Hellifield, but if services to Hellifield get a lot more numerous, I’m sure Network Rail would do what is necessary.
As the line is double-track from Blackburn to Hellifield, this would mean that running more trains on the line is determined by the number of passengers and the revenue and profit generated, rather than some quirky passing loop by a level crossing or some of British Rail’s pitiful attempts to save money.
Blackburn to Hellifield is a real railway.
Platform Lengths
The e-mail from Ribble Valley Rail, also said this about platform lengths.
All Ribble Valley intermediate stations were lengthened a few years ago and can now accommodate 4-car class 150s which now operate quite regularly, especially on Sundays. 4-car class 156 do overhang and involve locking some doors out-of-use until Blackburn or Clitheroe.
So how long is a four-car formation of the various trains?
- Class 150 – 80.24 metres – 75 mph
- Class 156 – 92.1 metres – 75 mph
- Class 172 – 94.48 metres – 100 mph
- Class 319 Flex – 79.5 metres – 100 mph
I included the Class 172, as it’s a typical modern diesel multiple unit.
So Porterbrook’s new train has an advantage in that British Rail made the Bedpan Specials, a little bit shorter, to save steel and other materials.
I’ve just received another e-mail where this is said.
Despite the lengthening of the Ribble Valley line intermediate stations, because of various constraints with adjacent bridges they have finished up different lengths. The shortest is the Down platform at Ramsgreave & Wilpshire which I am told is79 m. However a 4-car class 150 does fit on with careful stopping, all doors on the platform and only a slight overhang of the train at each end.
Look at this picture of a Class 319 train.
The end passenger doors would appear to be several metres back, so the train fits a platform, that is a few metres shorter than the train. Was this British Rail’s solution to the non-invention of selective door opening?
Health and safety might want a little fence on the platform, but it looks like the Class 319 trains were designed so that British Rail could get away without lengthening platforms on Thameslink.
Current Timings On The Route
These are timings of the various sections of the whole route from Buxton to Hellifield.
- Buxton to Hazel Grove (up) – 37 minutes
- Hazel Grove to Buxton (down) – 33 minutes
- Hazel Grove to Stockport – 9 minutes
- Stockport to Bolton – 48 minutes
- Stockport to Manchester Piccadilly – 22 minutes for a Hazel Grove to Blackpool North train via Bolton
- Stockport to Manchester Piccadilly (fastest) – 9 minutes
- Bolton to Manchester Piccadilly (fastest) – 22 minutes
- Bolton to Blackburn (up) – 29 minutes
- Blackburn to Bolton (down) – 26 minutes.
- Blackburn to Clitheroe (up) – 26 minutes
- Clitheroe to Blackburn (down) – 23 minutes
- Clitheroe to Hellifield (up) – 25 minutes
- Hellifield to Clitheroe (down) – 11 minutes
Note the differences between up and down times.
Based on these timings, I reckon that these timings are possible now with a Class 150 or Class 156 train.
- Buxton to Blackburn – 102 minutes
- Blackburn to Buxton – 103 minutes
- Buxton to Clitheroe – 128 minutes
- Clitheroe to Buxton – 126 minutes
- Buxton to Hellifield – 153 minutes
- Hellifield to Buxton – 137 minutes
This would give round trip times something like these.
- Buxton to Hellifield – 290 minutes
- Buxton to Clitheroe – 254 minutes
- Buxton to Blackburn – 205 minutes
Obviously, the two turnround times would have to be added.
But various factors would reduce the times, if a Class 319 Flex were to be used from December 2017.
- The route will be fully electrified between Bolton and Hazel Grove stations.
- Two trains per hour will be possible between Bolton and Blackburn from December 2017.
- The Class 319 Flex is a 100 mph train.
- As the Class 319 Flex has been optimised to climb the hills, it must be faster on the uphill sections.
- Drivers have told me, that the Class 319 train has excellent brakes, so they may be faster coming down.
The Bolton to Hazel Grove route is currently timetabled at 48 minutes. But surely a 100 mph electric train can knock quite a few minutes off that, when the route is fully electrified.
If this section could be done in thirty minutes, which I suspect is possible, this brings the round trip times down as follows.
- Buxton to Hellifield – 254 minutes
- Buxton to Clitheroe – 218 minutes
- Buxton to Blackburn – 169 minutes
In some ways the interesting one is the round trip from Buxton to Clitheroe, which allowing ten minutes for each turnround at Clitheroe and Buxton means that the round trip is under four hours.
This means that an hourly Buxton to Clitheroe service would need four trains and two trains per hour would need eight trains.
The Blackburn Service From December 11th 2017
On this day Northern introduced two trains per hour between Manchester Victoria and Blackburn along the Ribble Valley Line, with one train per hour exytending to Clitheroe.
If the service went to Buxton instead of Manchester Victoria, I think this service would require seven trains. If the Clitheroe service was extended to Hellifield, that would need another two trains.
Conclusion
I wonder when the real timings are obtained using Class 319 Flex trains, what cunning plan Northern Rail will come up with, to satisfy their passengers, staff and profits.
Marketing says that running between Hellifield and Buxton on a 24/7 basis, even at one train every two hours could be a very popular route.
The Four-Car Bi-Mode Train
The Class 319 Flex train is an affordable four-car bi-mode or electro-diesel train, promoted by Porterbrook and to be used by Northern.
- The train is affordable, as it is based on a refurbished Class 319 train, which was built thirty years ago.
- The train is a dual-voltage unit and can be powered by either 25 KVAC overhead or 750 VDC third-rail electrification.
- Each unit also has two rail-proven MAN diesel engines, for powering the train on lines without electrification.
If there is a drawback, it is that with their interiors so far, Northern have opted for a no-frills interior with no wi-fi.
Compare this with the interior of a Class 455 train.
The trains were originally built within a couple of years, but the updated interior specified by South West Trains is much more impressive and passenger-friendly than that used by Northern.
Both trains are four-car units and are based on the Mark 3 coach, so underneath the skin, they probably have a lot in common.
There are a large number of four-car trains on UK railways so it must be a train length that is convenient for operators.
But strangely until now there has not been a four-car bi-mode train.
But then bi-mode trains are not that common, with the only UK train of that type; the Class 800 train, yet to enter service.
But the Class 800 train is for the long distance market and is a five-car or nine-car 125 mph train.
I do wonder, if the reason we have no four-car bi-mode trains, is that no-one has bothered to design one so no-one has wanted one.
But Porterbrook own 86 of these Class 319 trains, which are reliable 100 mph trains, that drivers tell me they like, because of their performance and excellent brakes.
Because of their age, they’re probably not worth a great deal more than scrap value, but because of the depth of knowledge of what can be done with Mark 3 coaches, they can be turned into a useful train by quality engineering.
Porterbrook have seen a gap in the market with Northern for a train specifically designed to be able to handle their toughest route, which is Manchester Piccadilly to Buxtonup the very steep Buxton Line. But the train is no one-trick pony and can run on virtually any of Northern’s routes, whether they are electrified or not.
So Northern can use the train for a variety of purposes.
- Running services on routes, that are not fully electrified.
- New route development.
- Extension of existing electrified routes.
- Replacement of a failed unit, which could be electric or diesel
Northern will have two versions of the Class 319 train; electric and bi-mode, just like other train operating companies will have electric and bi-mode versions of the Class 800 train.
I suspect that to passengers and all train staff except the driver, there will not be many obvious differences between the two versions.
Some routes will probably be able to be served by both versions.
The Bombardier Aventra
I feel very much that the Aventra will have one or more independently-powered versions.
The Aventra has a slightly unusual and innovative electrical layout.
This article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-Iron batteries if required.
This was published six years ago, so I suspect Bombardier have improved the concept.
Perhaps instead of a power storage device, they could squeeze in a small diesel engine and an alternator.
I’ve believed for a long time, that the Class 710 train being built by Bombardier for the London Overground, has onboard energy storage and that I wouldn’t be surprised if it used the storage to capture energy from regenerative braking, just as a lot of hybrid vehicles, like a London Routemaster and a Toyota Prius.
It won’t be a high-power bi-mode like the Class 319 Flex train, but it could have a useful range on the stored energy.
But it will be an all-electric train and probably more energy-efficient.
Other Four-Car Bi-Modes
I can’t believe that other train manufacturers are not looking at various forms of bi-mode trains.
Hitachi make the Class 800 trains at Newton Aycliffe, where they also make the four-car Class 385 train for ScotRail.
And what about Alstom, CAF, Siemens and Stadler?
What About Five Cars?
Four-car trains mean that operators can run eight and twelve car trains, when they are convenient. But other companies prefer five-car and ten-car trains.
We have the Class 800 trains, which are a 125 mph bi-mode, but we don’t have a five-car bi-mode suburban trundler. A few would surely be useful for Southern to handle Uckfield and the Marshlink Line.
I also believe that Greater Anglia’s five-car Aventras could have the limited independent capacity given by onboard energy storage.
I suspect that what the train operators need, the train operators will get!
Conclusion
We will see a complete spectrum of bi-mode four-car trains. And a few fuve-cars too!
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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.
The Anonymous Widower 