The Anonymous Widower

FIRST TO THE FUTURE: Lumo Owner Bids To Turbo-Charge UK Rail With New Routes

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

These first three paragraphs introduce FirstGroup’s application for the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services.

FirstGroup plc plans to expand its open access rail operations through its successful Lumo business, boosting connectivity, improving UK productivity and passenger choice across the UK.

The expansion aims to replicate the success of Lumo’s Edinburgh to London service in driving material growth on the East Coast Main Line. Lumo operates without government subsidy and contributes more per train mile to infrastructure investment than any other long-distance operator – delivering growth on the railway and connectivity to local communities, at a substantial benefit to the taxpayer.

FirstGroup has submitted the first phase of three separate applications to the Office of Rail and Road (ORR) for new and extended open access rail services, which are described in these bullet points.

  • A revised application to run new services between Rochdale and London Euston via Manchester Victoria from December 2028; 
  • An extension to Lumo’s current Stirling to London Euston track access agreement to operate services beyond 2030;
  • A new route between Cardiff and York via Birmingham, Derby, and Sheffield from December 2028; and
  • Purchase of new trains meaning continued investment in UK manufacturing of c.£300 million, and long-term jobs.

This paragraph from the press release describes the philosophy of the rolling stock.

Should these applications be successful, FirstGroup will make use of its option to commit further investment in new Hitachi trains built in County Durham. This investment will include five battery electric trains for the Stirling route and three battery electric trains for Rochdale, supporting jobs at Hitachi’s Newton Aycliffe plant. For the services between Cardiff and York, it will deploy refurbished Class 222s.

Note.

  1. The Class 222 trains will run the Euston and Stirling service until the future Hitachi trains are delivered in 2028.
  2. The Class 222 trains will run the Cardiff and York service from 2028.
  3. The Class 222 trains have a maximum speed of 125 mph
  4. Avanti West Coast’s Class 390 trains have a maximum speed of 125 mph.
  5. Avanti West Coast’s Class 805 trains have a maximum speed of 125 mph on electrification.
  6. Avanti West Coast’s Class 807 trains have a maximum speed of 125 mph.
  7. Grand Central Trains’s future Hitachi trains have a maximum speed of 125 mph.
  8. Hull Trains’s Class 802 trains have a maximum speed of 125 mph.
  9. Lumo’s current Class 803 trains have a maximum speed of 125 mph.
  10. LNER’s current Class 800 and 801 trains have a maximum speed of 125 mph.
  11. LNER’s current InterCity 225 trains have a maximum speed of 125 mph.
  12. LNER’s future Class 897 trains have a maximum speed of 125 mph.
  13. All of the trains, with the exception of the Class 222 trains are electric and have been designed for 140 mph running and can do this if there is appropriate 140 mph signalling.

If the Class 222 trains don’t run on the East and West Coast Main Lines, then these lines could introduce 140 mph running in stages to speed up rail travel between London and the North of England and Scotland.

Rochdale And London

These three paragraphs from the press release describe the proposed Rochdale and London service.

The new Lumo service will operate the first direct service since 2000 between Rochdale and London. Services will call at Manchester Victoria, Eccles, Newton-le-Willows and Warrington Bank Quay. Eccles station connects other parts of the city of Salford, including the fast-growing MediaCity area, via the nearby interchange with Metrolink. Services to Newton-le-Willows will deliver greater rail connectivity for St Helens.

There will be three new return services on weekdays and Sundays, and four return services on Saturdays, which will provide 1.6 million people in the north-west with a convenient and competitively priced direct rail service to London, encouraging people to switch from cars to train as well as providing additional rail capacity. It will also deliver material economic benefits for the communities along the route, including regeneration areas such as Atom Valley and the Liverpool City Region Freeport scheme.

The application has been revised to address the ORR’s concerns about network capacity set out in its letter of July 2025 rejecting FirstGroup’s original application. Supported by extensive modelling, the company has identified sufficient space on the network to accommodate the proposed services. Services will also make use of the Government’s recent investment in power supply for the West Coast Mainline (WCML).

In FirstGroup’s Lumo Seeks To Launch Rochdale – London Open Access Service, I gave my thoughts for Lumo’s application last year.

Differences between the two applications include.

  • The service will be run by Lumo’s standard battery-electric Hitachi trains.
  • The original application was for six return journeys per day, whereas the new application is for three return services on weekdays and Sundays, and four return services on Saturdays.

Note.

  1. The battery-electric trains will be able bridge the 10.4 mile gap between Manchester Victoria and Rochdale, and return after charging on the West Coast Main Line.
  2. The battery-electric trains could be useful during engineering works or other disruptions.
  3. The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
  4. Is the extra return service on a Saturday to cater for football and rugby fans?

I still feel, that with Lumo’s battery-electric trains one or more services could extend across the Pennines to Hebden Bridge, Bradford Interchange or Leeds. Trains would be recharged for return at Leeds.

Stirling And London

This  paragraph from the press release describes the proposed Stirling and London service.

Stirling has a wide catchment area, with an estimated three million people living within an hour’s drive. Extending the current track access agreement for the Stirling route from May 2030 will support the shift from car to rail, and investment in the city, as well as in the service’s intermediate stations which include Larbert, Greenfaulds and Whifflet, thanks to greater connectivity to London. The four return services weekdays and Saturdays, and three on Sundays, on the new route are expected to start early in the company’s 2027 financial year.

In Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026, I gave my thoughts for Lumo’s application in June 2025.

Differences between the two applications include.

  • The service will only be run initially by Class 222 trains.
  • The service will be run by Lumo’s standard battery-electric Hitachi trains after 2028.
  • The original application was for five return journeys per day, whereas the new application is for four return services on weekdays and Saturdays, and three return services on Sundays.
  • In the original application, Lumo’s new route was to link London Euston directly to Stirling, also calling at Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet (serving Coatbridge), Greenfaulds (serving Cumbernauld) and Larbert.

Note.

  1. The battery-electric trains could be useful during engineering works or other disruptions.
  2. The trains would be ready for 140 mph running on the West Coast Main Line, when the digital signalling is installed.
  3. Is the extra return service on a Saturday to cater for football and rugby fans?

It should be noted that there are always more return services per day going to Stirling, than Rochdale.

Could The Rochdale and Stirling Services Share A Path?

Consider.

  • The two services use the West Coast Main Line South of Warrington Bank Quay station.
  • Pairs of Class 803 trains can split and join.
  • A pair of Class 803 trains are shorter than an 11-car Class 390 train.
  • An 11-car Class 390 train can call in Warrington Bank Quay or Crewe stations.

I believe that the Rochdale and Stiring services could share a path.

  • One Weekday service per day would be a single train.
  • Going South, the trains would join at Warrington Bank Quay or Crewe stations.
  • Going North, the trains would split at Warrington Bank Quay or Crewe stations.
  • The pair of trains would share a platform at Euston station.

Operating like this would increase the connectivity and attractiveness of the services, and probably increase the ridership and profitability.

Cardiff And York  via Birmingham, Derby And Sheffield

These four paragraphs from the press release describe the proposed Cardiff and York service.

Lumo’s new route between Cardiff and York will join up the entire Great British Railway network, connecting all four main lines from the Great Western Main Line to the East Coast Main Line. The plans will also deliver more capacity and drive passenger demand on a previously underserved corridor.

The application proposes six return services each weekday – a significant increase from the current single weekly service.

Bringing Lumo’s popular low-cost model to the corridor will support local communities between Cardiff, Birmingham, Derby, Sheffield, and York. These cities alone have a combined population of more than 2.5 million people. The new services will give local communities access to jobs and services along the route, in support of significant investment that has already been committed by the Government and private sector. This investment includes the Cardiff Capital Regional Investment Zone, the £140million proposed refurbishment at Cardiff Central station, the West Midlands Investment Zone which is expected to create £5.5 billion of growth and 30,000 new jobs, as well as investment plans in Derby, Sheffield and York.

The ORR will now carry out a consultation exercise as well as discuss the applications with Network Rail to secure the required approvals.

Note.

  1. Only minimal details are given of the route.
  2. The TransPennine Upgrade will create a new electrified route across the Pennines between York and Huddersfield via Church Fenton, Leeds and Dewsbury.
  3. The Penistone Line is being upgraded, so that it will handle two trains per hour.
  4. In the 1980s, the Penistone Line took InterCity 125s to Barnsley.
  5. The connection with the Penistone Line at Huddersfield has been upgraded.

I am reasonably certain, that FirstGroup intend to route the York and Cardiff service over this partially electrified route.

Sections of the route will be as follows.

  • Cardiff and Westerleigh junction – 38 miles – Electrified
  • Westerleigh junction and Bromsgrove – 65.2 miles – Not Electrified
  • Bromsgrove and Proof House junction – 15 miles – Electrified
  • Proof House junction and Derby – 40.6 miles – Not Electrified
  • Derby and Sheffield – 36.4 miles – Not Electrified
  • Sheffield and Huddersfield – 36.4 miles – Not Electrified
  • Huddersfield and York – 41.9 miles – Electrified

There are only two sections of track, that is not electrified.

  • Westerleigh junction and Bromsgrove – 65.2 miles
  • Proof House junction and Huddersfield – 113.4 miles

Out of a total of 273.5 miles, I believe in a few years, with a small amount of extra electrification or more powerful batteries, Hitachi’s battery-electric high-speed trains will have this route cracked and the Class 222 trains can be sent elsewhere to develop another route.

October 30, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Midlands Rail Hub Looks To The Future With Preferred Alliance Partners

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

The press release has a spectacular picture, which I’m showing here.

Note.

  1. High Speed Two’s Curzon Street station is on the left.
  2. Birmingham Moor Street station is in the centre.
  3. There appears to be parkland between the two stations.
  4. Is that the West Midlands Metro running across in front of Moor Street station?

This OpenRailwayMap shows the railway lines in the area.

Note.

  1. Electrified tracks are shown in red.
  2. Tracks without electrification are shown in black.
  3. West Midlands Metro tracks are shown in mauve.
  4. The red tracks going diagonally across the map are the four electrified tracks going into Birmingham New Street station.
  5. Birmingham New Street station is off the map to the West.
  6. To the North of the tracks going into Birmingham New Street station, there are the seven  platforms of High Speed Two’s Curzon Street station.
  7. The four platforms without electrification are shown South of the tracks into Birmingham New Street station.
  8. Two platforms at Birmingham Moor Street station are through platforms, that pass under Birmingham City Centre to Birmingham Snow Hill station.
  9. The other two platforms at Birmingham Moor Street station are bay platforms.
  10. The West Midlands Metro appears to take a loop around the stations.

But when you get into the words of the press release, there are a lot of vegetables and very little meat.

  • The Midlands Rail Hub could cost around £1.75bn if delivered in full.
  • The government’s recent spending review committed to progress the next stage of Midlands Rail Hub.
  • Alongside this, planning is underway to begin to deliver two smaller but significant upgrades to benefit passengers as quickly as possible.
  • The Alliance partners will be VolkerRail, Laing O’Rourke, AtkinsRéalis, Siemens Mobility, and Network Rail.

These four paragraphs indicate the work, that could be done.

The biggest change will be connecting the Chiltern main line, which runs into Moor Street, with the Camp Hill lines which run towards the South West and East Midlands via two new chords in Bordesley, near Birmingham city centre.

The transformation of the network will include running more train services on key routes through Birmingham and significantly improving connections for the millions of people who use the railway every day.

Work will be prioritised to explore how smaller, but vital, pieces of work which will provide passengers and communities with quicker benefits, including new journey options and more trains can be delivered as soon as possible.

They include reopening platform 4 at Snow Hill station so additional Chiltern Railways services can run directly between Birmingham’s business district and London Marylebone, and redeveloping Kings Norton station and the lines through it so extra Cross City trains can be added and new Midlands Rail Hub-enabled services can call there.

Three projects are specifically mentioned.

  1. The new chords in Bordesley.
  2. The reopening of platform 4 at Snow Hill station.
  3. The redeveloping of Kings Norton station.

I shall now look at each in detail.

The New Chords At Bordesley

This OpenRailwayMap shows the tracks going into and around Birmingham Moor Street station.

 

Note.

  1. Electrified tracks are shown in red.
  2. Tracks without electrification are shown in black.
  3. West Midlands Metro tracks are shown in mauve.
  4. The red tracks going diagonally across the map are the four electrified tracks going into Birmingham New Street station.
  5. Birmingham New Street station is off the map to the West.
  6. To the North of the tracks going into Birmingham New Street station, there are the seven  platforms of High Speed Two’s Curzon Street station.
  7. The black track running NW-SE is the Chiltern Main Line between London Marylebone and Birmingham Moor Street stations.
  8. Birmingham Moor Street station is indicated by the blue arrow in the North-West corner of the map.
  9. The black track running NE-SW is the Camp Hill Line, that allows services to cross Birmingham.

Two new chords will be built where the Chiltern Main and the Camp Hill Lines cross, to allow services on the Camp Hill Line to call at Birmingham Moor Street station.

Consider.

  • The press release described these chords as the biggest change.
  • The chords will probably not be fully used, until the new stations are built on the Camp Hill Line.
  • There may be need for extra platforms at Birmingham Moor Street station to accommodate any new services.

For these reasons, I suspect that these chords could well be the project that is pushed back to a later date.

The Reopening Of Platform 4 At Snow Hill Station

This OpenRailwayMap shows the track layout at Birmingham Snow Hill station.

Note.

  1. The two lilac tracks are the West Midlands Metro.
  2. The two orange tracks are the two through tracks between Birmingham Moor Street and Stourbridge Junction stations.
  3. Platform 3 is the Southbound track to Birmingham Moor Street on the right.
  4. Platform 2 is the Northbound track to Stourbridge Junction on the left
  5. Platform 1 is a loop on left.
  6. Platforms 1, 2 and 3 are all bi-directional.
  7. The closed Platform 4 is on the right and is shown by the black track.

I would expect that this reopening could be fairly straightforward and may also have worthwhile benefits.

  • Would an extra platform, allow all Chiltern services to serve both Birmingham Moor Street and Birmingham Show Hill stations?
  • Chiltern would probably find it easy to extend services from Birmingham to the North-West of the city.
  • In this century, services have run as far as Wrexham from Marylebone.
  • If all Chiltern services terminated at Birmingham Show Hill station would this have operational and/or marketing advantages?
  • If all Chiltern services terminated at Birmingham Show Hill station would this, make it easier for some passengers to get a train to London and the South?
  • If all Chiltern services terminated at Birmingham Show Hill station would this release a platform at Birmingham Moor Street station for other services?

These are a few pictures of Birmingham Snow Hill station.

Platform 4 at Birmingham Snow Hill station could be a Build One Platform-Get One Free At Another Station situation!

The Redeveloping Of Kings Norton Station

This will probably be needed for running services on the Camp Hill Line, so why not get some of the work done early, so the rebuilding doesn’t effect existing services?

This OpenRailwayMap shows the Eastern end of Kings Norton station

Note.

  1. Electrified tracks are shown in red.
  2. Tracks without electrification are shown in black.
  3. The station has four platforms, but some are unused.
  4. Two platforms are on an island, with a single platform on either side.

This OpenRailwayMap shows the Western end of Kings Norton station.

The notes to the previous map apply.

These two paragraphs from the Wikipedia entry for Kings Norton station, describe the station.

With the development of both bus and tram services, the need for such a large facility reduced from the 1930s onwards. The result is that today although all four platforms remain in place, only the outer two are in passenger use, with the middle island platforms now derelict.

Refurbished as part of the Cross-City line in 1978, it retained some of its original features following refurbishment, unlike the other ‘cross city line’ stations. The original station building survived, leased out for commercial purposes, until it was demolished in February 2006 for safety reasons. An extension car park provides a Park and Ride facility.

Disabled-access doesn’t seem to be the best either.

These pictures show the station.

Note.

  1. As I guessed, there is no disabled-access.
  2. But there are Braille  markings on the handrails down to the platforms.
  3. Two CrossCountry trains are seen going through the station.
  4. The local Class 730 trains, lights and information screens appeared to be new.
  5. Three platforms are electrified, but the fourth is not.
  6. The electrification structure could probably be used to electrify the fourth platform.
  7. Only the two outside platforms ; 1 and 4 are in use, with the central island platforms ; 2 and 3 left derelict.
  8. There is car parking and possibly space for more.
  9. The two active platforms are 150 metres long and the six-car Class 730 trainstrains appear to be 144 metres long.
  10. The Class 220 trains, that are run by CrossCountry Trains appear to be 93 metres long.

It was one of the scruffiest stations, that I’ve ever seen.

These are my thoughts on the station.

Handling The Camp Hill Line

Refurbishing Kings Norton Station

I don’t feel, that this will be the most horrendous of jobs, as it is very much a job, where all the rubbish and wild forest is removed and new platforms and a bridge are built.

 

 

 

August 29, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | Leave a comment

Heads Of The Valleys Road Upgrade Officially Opens

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

This is the sub-heading.

The final phase of the £2 billion Heads of the Valleys Road upgrade programme has officially opened.

These first two paragraphs add detail to the project.

The Welsh Government said it marked the completion of “one of the UK’s largest and most technically challenging road projects”.

The £1.4 billion Section 5&6 Dowlais to Hirwaun final phase links the Valleys, South and West Wales to the English Midlands and beyond, together with ports serving Irish and other European destinations. As well as improving the resilience of the South Wales trunk road network, the road provides a vital link across the top of the South Wales valleys for the Metro project improving links to the Cardiff and Swansea Bay City Regions, the Welsh Government said.

From the statistics of work done and the money involved, it would appear that a comprehensive upgrade has fixed a big gap in the UK’s motorway network in South Wales.

This Google Map shows the locations of Dowlais and Hirwaun.

Note.

  1. Dowlais is in the North-East corner of the map.
  2. Hirwaun is in the South-West corner of the map and is outlined in red.
  3. The Heads of the Valleys Road links Dowlais and Hirwaun.
  4. Going East from Dowlais leads to Abergavenny, Monmouth, Raglan and the English Midlands.
  5. Abergavenny has a station, but Monmouth and Raglan don’t!
  6. Abergavenny station has comprehensive services to stations as far apart as Cardiff, Crewe, Holyhead, Manchester Piccadilly,  Swansea and Wrexham General.

Abergavenny station could eventually turn out to be a parkway station for the South Wales Valleys.

I can certainly understand, why Lumo wants to run a service to Hereford.

I also feel that the Welsh government and Transport for Wales would be in favour of the service.

  • Three towns in Wales; Cwmbran, Pontypool and Abergavenny get a direct service to Bristol Parkway and London Paddington stations.
  • Hereford already has an hourly connection to Birmingham New Street via Worcester and University.
  • If a coach were to be provided between Bristol Parkway and Bristol Airport, this could make getting to Bristol Airport easier.

I can see further improvements to services, that terminate at Abergavenny.

June 14, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Thoughts On Tram-Trains In Manchester

The State Of Public Transport In the North

Over the last few years plans have been put in place to improv the state of the public transport of the major cities of the North and progress has started to happen, with new trains, trams and light rail systems being planned and in some cases coming into service.

Birmingham, Coventry And The West Midlands

A lot of investment has been made and it is continuing.

  • Birmingham New Street station has been rebuilt.
  • Coventry and Wolverhampton stations have been remodelled.
  • Two new stations were built in Birmingham for the Commonwealth Games.
  • A large number of new Class 730 local  trains are being brought into service.
  • Birmingham stations are being updated for High Speed Two.
  • The West Midland Metro has been extended at both ends and a second line is under construction.

Transport in the wider West Midlands has been greatly improved.

Derby, Nottingham, Sheffield And The East Midlands

The major investment in this area is the electrification of the Midland Main Line and the provision of new Hitachi electric Class 810 trains.

In addition the following has been done.

  • The Hope Valley line between Manchester and Sheffield has been improved.
  • Derby station has been improved.
  • The local trains have been refurbished.
  • The power supply has been improved.
  • An application for an Open Access service to Sheffield has been made.

The improvements in the East Midlands, will not be on the same scale as in the West Midlands, but they will make a difference.

Leeds, Bradford And West Yorkshire

For decades, West Yorkshire and especially Bradford has lagged behind the rest of the North.

But at least things are stirring.

  • Plans have been laid to create a through station in Bradford.
  • Leeds station has been refurbished.
  • An extra platform is being added at Bradford Forster Square station.
  • The TransPennine Upgrade is underway to electrify between Huddersfield and York.
  • Hitachi have developed a battery-electric high speed train for the TransPennine route.
  • Bradford is installing a hydrogen electrolyser, so that the city can have hydrogen buses to cope with the hills.
  • Plans are now being developed to create a metro for Leeds and Bradford.

West Yorkshire is closing the gap to the rest of the North.

Liverpool And Merseyside

Again, a lot of investment has been made.

  • The approaches to Liverpool Lime Street station have finally been sorted, with more tracks and new signalling.
  • Liverpool Lime Street station has been improved and is now one of the finest stations in Europe.
  • Trains are now approaching High Speed Two times between Crewe and Liverpool.
  • More services between London and Liverpool can now be planned, with the arrival of new Class 807 trains.
  • Some new stations have been built and more are planned.
  • A large number of new Class 777 local  trains are being brought into service.

Transport in the wider Merseyside has been greatly improved.

Newcastle, Tyneside And Northumberland

The area is getting investment, but not as much in proportion as others.

  • The Metro trains are being replaced and the Metro itself, is getting a major update.
  • The East Coast Main Line has received improvements to power supplies, signalling and some bottlenecks.
  • The Northumberland Line to Ashington is being brought back into operation.

It’s a start, but if the Northumberland Line is a success, I can see a call for more line re openings.

Manchester And Greater Manchester

If you look at each of the areas, they generally have one or more large projects.

  • Birmingham, Coventry And The West Midlands – Birmingham New Street station, Class 730 Trains, High Speed Two, West Midland Metro
  • Derby, Nottingham, Sheffield And The East Midlands – Midland Main Line, Class 810 Trains, Hope Valley Line, Open Access To Sheffield
  • Leeds, Bradford And West Yorkshire – Leeds station, Bradford improvements, TransPennine Upgrade, Battery-Ekectric Trains, Leeds Metro
  • Liverpool And Merseyside – Liverpool Lime Street Improvements, Class 807 Trains, Class 777 Trains
  • Newcastle, Tyneside And Northumberland – Metro upgrade with New Trains, Northumberland Line

So what improvements are in the pipeline for Greater Manchester?

This Wikipedia entry is entitled Proposed Developments Of Manchester Metrolink.

The proposed developments include in the Wikipedia order.

  • New Metrolink Stop: Stop to serve new housing development  proposed at Elton Reservoir on the Bury Line.
  • New Metrolink Stop: Stop to serve new housing development  proposed at Sandhills on the Bury Line.
  • New Metrolink Stop: Stop to serve new housing development  proposed at Cop Road on the Oldham and Rochdale Line.
  • Airport Line extension to Terminal 2: A short extension of the Airport Line from the current Manchester Airport station to the site of the expanded Terminal 2.
  • Airport Line extension to Davenport Green: An extension of the Airport Line from Roundthorn to the site of the proposed Manchester Airport High Speed station on the HS2 high speed network.
  • Oldham–Heywood via Rochdale tram-train pathfinder: A tram-train service utilising the heavy rail Calder Valley line to connect Oldham to Heywood through Rochdale railway station.
  • Manchester Airport–Wilmslow via Styal tram-train pathfinder: A tram-train service operating on the southern section of the heavy rail Styal Line between Manchester Airport and Wilmslow in Cheshire.
  • South Manchester–Hale via Altrincham tram-train pathfinder: An extension of Metrolink’s Altrincham Line using tram-train to reach Hale on the heavy rail Mid-Cheshire line.
  • Improved Metrolink frequency between Piccadilly and Victoria stations: Increasing capacity to provide a direct service from Rochdale and Oldham to Manchester Piccadilly.
  • Interventions to improve Metrolink capacity and reliability: Includes improvements to turnback facilities and double-tracking currently single-track sections.
  • Further interventions to improve Metrolink capacity and reliability: Includes longer vehicles, a third depot and double-tracking currently single-track sections.
  • Manchester–Stalybridge extension: An extension of the East Manchester Line from Ashton-under-Lyne to Stalybridge.
  • Manchester–Middleton extension: A proposed spur from the Bury Line connecting to the town of Middleton.
  • Oldham–Middleton extension: A spur from Oldham to Middleton.
  • MediaCityUK–Salford Crescent: A line connecting the MediaCityUK tram stop to the Salford Crescent railway station interchange. Further new Metrolink.
  • Connections between Salford Crescent, Inner Salford and the City Centre: Extension of the MediaCityUK–Salford Crescent line into the regional centre.
  • Completion of the Airport Line (Wythenshawe Loop): Completion of the Wythenshawe Loop by connecting the Metrolink lines between the Davenport Green and Manchester Airport Terminal 2 extensions.
  • Port Salford/Salford Stadium extension: Extending the Trafford Park Line from the Trafford Centre to a proposed container terminal at Port Salford.
  • Glossop tram-train: A tram-train service utilising the Glossop line between Manchester and Glossop in Derbyshire.
  • Marple tram-train: A tram-train service utilising the Hope Valley line branches north of Marple towards Manchester.
  • Manchester–Wigan via Atherton tram-train: A tram-train service utilising the Atherton section of the Manchester–Southport line between Manchester and Wigan.
  • Manchester–Warrington tram-train: A tram-train service utilising the southern route of the Liverpool–Manchester lines between Manchester and Warrington.
  • Stockport–Hazel Grove tram-train: A tram-train service between Stockport and the suburb of Hazel Grove.
  • Stockport–Manchester Airport tram-train: A tram-train service between Stockport and Manchester Airport.
  • Rochdale–Bury via Heywood tram-train: Extension of the Oldham–Heywood tram-train pathfinder from Heywood to Bury.
  • Manchester Airport–Mid Cheshire tram-train: A tram-train service from Manchester Airport using a proposed Western Link rail line to the Mid-Cheshire line.
  • Stockport–Ashton via Denton and Reddish tram-train: A tram-train service utilising the Stockport–Stalybridge line from Stockport to Ashton.
  • Cornbrook–Manchester Airport via Timperley tram-train: A tram-train service from Cornbrook using the Altrincham line to Timperley, the Mid Cheshire line to Baguley, then the Wythenshawe Loop to Manchester Airport.
  • Regional centre metro tunnel: Providing capacity for more services on the network.
  • Oldham–Greenfield via Grotton extension: A Metrolink spur from Oldham town centre to Greenfield railway station on the Huddersfield line.
  • Oldham–Royton extension: A Metrolink spur from the Oldham and Rochdale line to the town of Royton.

Note.

  1. The number of times that tram-trains are mentioned.
  2. But with its numerous rail and tram lines, Greater Manchester is ideally suited for conversion to tram-trains.
  3. There are three pathfinder routes for tram-trains, which will be converted first to prove the technology.

These are my detailed thoughts on tram-trains in Greater Manchester,

All Routes Could Be Run By Identical Tram-Trains

If this can be arranged, it is surely preferable from the operator, staff and passengers point-of-view.

Tram-Trains Can Run On Secondary Routes Like The Calder And Hope Valley Lines

In Manchester, this would enable some routes to be swapped from the rail to the tram network.

It would also allow trams to run between networks, so you could have a direct tram service between say Stockport and Sheffield on the Hope Valley Line.

Tram-Trains Can Be Faster

Tram-trains can be faster, when running on rail lines, so they don’t hold up expresses.

What Do Tram-Trains Look Like?

This is one of Sheffield’s Class 399 tram-trains at Rotherham Parkgate.

Note.

  1. This tram-train is a member of the Stadler Citylink family.
  2. this version can be powered by either 750 VDC or 25 KVAC.
  3. The Welsh version will also have battery-power.
  4. It is a three-car tram train.
  5. There is step-free access.

The Wikipedia entry for the Stadler Citylink has lots more details.

Stadler have just launched a new smaller one- or two-car tram-train.

This image from the press release shows the prototype hydrogen-powered one-car RS ZERO.

Note.

  1. The Regio-Shuttles can run as up to seven car trains.
  2. These RS ZERO are powered by overhead electrification, battery or hydrogen power.
  3. They can carry 170 passengers at 75 mph.
  4. They can run as train-trams using the Chemnitz model on compatible tram networks.
  5. The interiors are very flexible.
  6. An RS ZERO can be fitted with toilets for the posher parts of Manchester.
  7. Typically, a one-car RS ZERO handles a similar passenger load to a one-car Metrolink vehicle.

The more I compare the RS ZERO with the Metrolink’s trams, the more it looks like Stadler’s design has a Metrolink order firmly in its sights.

A Simple Tram-Train Example

The Altrincham Line of the Metrolink, runs between Altrincham and Deansgate-Castlefield in Central Manchester.

  • Tram-trains would be capable of sharing the tracks with the current trams.
  • Initially, they would run an identical service to the same destinations in the North.
  • At either Navigation Road or Altrincham stations, they would switch to the heavy rail track.
  • They would then travel to Hale or whatever station is determined to be the terminus.

Tram-trains would be a simple way of extending a tram service along a heavy eail line.

The Range Of The RS ZERO

This article on the Railway Gazette is entitled Prototype RS Zero Hydrogen Or Battery Railcar For Secondary Lines Unveiled At InnoTrans, has this paragraph.

The hydrogen powered RS Zero has a range of more than 700 km in the single car version, and a two-car version would offer more than 1 000 km. Battery trains will offer ranges of 80 to 110 km or 90 to 180 km. The maximum speed is 120 km/h.

As Chester and Manchester is only 45 miles or 72.4 kilometres, ways and means of running the battery versions on the route should be possible.

In fact, as Stockport and Manchester Piccadilly is already electrified at 25 KVAC and a return trip to Manchester Piccadilly from Stockport probably takes about twenty-five minutes, I would envisage that an RS ZERO would leave Stockport for Chester with a full battery. As Stockport and Chester is only 39.2 miles or 63 kilometres, the RS ZERO  should do the trip if it started with a full battery and had a short length of electrification at Chester to top up the battery, if needed.

Other Possible Tram-Train Routes From Stockport

It is indicated the Metrolink would like to run other tram-train routes from Stockport.

  • Ashton – Not sure of the route
  • Buxton – 31.8 km
  • Hazel Grove – 5 km – Electrified
  • Manchester Piccadilly – 9 km – Electrified
  • Manchester Airport – Not sure of the route
  • Sheffield – 59 km – Will be electrified at Sheffield

Note.

  1. This would speed up Sheffield services.
  2. Buxton would be an interesting route and would probably use Newton’s friend to help on the return.

I suspect that nearly all local services from Manchester through Stockport could be run by battery-electric or hydrogen tram-trains.

The Glossop Line Could Be Converted To Tram-Train

It’s already electrified so why not?

Conclusion

It strikes me, that a lot of Manchester’s suburban rail network could be converted to RS ZERO tram-trains.

The RS ZERO  tram-trains could also be used on existing tram routes to convert them to tram-train operation and extend them.

As a bonus Manchester’s trains would be substantially decarbonised.

 

 

 

December 4, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 1 Comment

Could Open Access Operators Use High Speed Two?

In Mayors Propose New Staffordshire To Manchester Rail Line, I suggested the Grand Union Trains might like to run their service between London Euston and Stirling via High Speed Two.

But would this be a feasible idea?

These are my thoughts.

What Is An Open Access Operator?

The Wikipedia entry for Open-Access Operator, provide this answer.

In rail transport, an open-access operator is an operator that takes full commercial risk, running on infrastructure owned by a third party and buying paths on a chosen route and, in countries where rail services run under franchises, are not subject to franchising.

It then lists fifty-four operators in fifteen countries.

As the companies, who provide the services take full commercial risk and don’t get a subsidy from the taxpayer, I don’t see why, that providing, the operator can get the paths, they should be allowed to operate.

If they fail, then that’s the operator’s problem.

Are Any Paths Available On High Speed Two?

These are High Speed Two services as originally planned.

Since the Eastern Leg was cancelled, the following has happened.

  • There are only eleven trains per hour (tph) between London Euston and Birmingham Interchange.
  • There are only ten tph between Birmingham and Crewe.
  • There is one tph between Birmingham and Macclesfield via Stafford and Stoke-on-Trent.

Note.

The Trent Valley Line section between Stafford and Crewe is 24.3 miles.

The Trent Valley Line between Handsacre Junction and Crewe is nearly all four tracks.

Currently, this section carries these fast trains.

  • Avanti West Coast – 1 tph – London Euston to Blackpool North, Edinburgh or Glasgow via Birmingham New Street.
  • Avanti West Coast – 1 tph – London Euston to North Wales
  • Avanti West Coast – 1 tph – London Euston to Liverpool Lime Street
  • Avanti West Coast – 2 tph – London Euston to Manchester Piccadilly
  • Avanti West Coast – 1 tph – London Euston to Scotland
  • West Midlands Trains – 1 tph – London Euston to Crewe.
  • West Midlands Trains – 1 tph – Stafford to Crewe.
  • West Midlands Trains – 1 tph – Birmingham New Street to Liverpool Lime Street.

This totals nine tph and will be 10 tph, when a second London Euston to Liverpool Lime Street is added.

When High Speed Two opens between London Euston  and Birmingham Curzon  and Handsacre Junction, trains between London Euston and Liverpool, Manchester, the North and Scotland will switch to the Trent Valley Line at Handsacre Junction.

The Trent Valley Line section between Stafford and Crewe will carry these fast trains.

  • Avanti West Coast – 1 tph – London Euston to North Wales
  • High Speed Two – 2 tph – London Euston to Liverpool Lime Street
  • High Speed Two – 3 tph – London Euston to Manchester Piccadilly
  • High Speed Two – 2 tph – London Euston to Scotland
  • High Speed Two – 1 tph – Birmingham Curzon Street to Scotland
  • High Speed Two – 2 tph – Birmingham Curzon Street to Manchester Piccadilly
  • West Midlands Trains – 1 tph – London Euston to Crewe.
  • West Midlands Trains – 1 tph – Stafford to Crewe.
  • West Midlands Trains – 1 tph – Birmingham New Street to Liverpool Lime Street

Note.

  1. This totals to ten tph for High Speed Two, 1 tph for Avanti West Coast and the tph for West Midlands Trains.
  2. There is no service to Blackpool.
  3. It looks to me that the London Euston to North Wales should, as soon as the North Wales Coast Line is electrified become a High Speed Two service.
  4. Should the Birmingham New Street to Liverpool Lime Street service be replaced with a High Speed Two from Birmingham Curzon Street to Liverpool Lime Street?

There is plenty of paths South of Handsacre Junction on High Speed Two to accommodate a few services to Blackpool and an open access operator like Grand Union Trains, who have been given permission to run a service to Stirling.

Conclusion

My rough calculation says that open access services could be fitted in on the latest variant of High Speed Two.

In Mayors Propose New Staffordshire To Manchester Rail Line, the two Andies; Burnham and Street proposed that the Handsacre Junction and Manchester Airport section of High Speed Two should be built.

If this should happen, then it would open up several possibilities for open access services for the North.

 

March 24, 2024 Posted by | Transport/Travel | , , , , , , , , , , , | 1 Comment

Air-Purifying Totems Trial At Birmingham New Street Station

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

These two paragraphs outline the trial.

The use of air-purifying totems to reduce the impact of diesel train exhaust fumes on air quality is to be tested at Birmingham New Street station.

The Pluvo Column devices take in air at the bottom of the totem and pass it through a series of filters before releasing it at head height.

Note.

  1. This is the Pluvo web site.
  2. The company has an impressive list of backers including Innovate UK and Land Securities.
  3. Land Securities Group plc is the largest commercial property development and investment company in the United Kingdom.
  4. From my experience of Birmingham New Street station, the station could be an interesting application of the technology.

I believe this technology can be developed for a large number of applications.

August 5, 2023 Posted by | World | , , , , , | 4 Comments

Ozzy Puts The Bull Into New Street Station

I went to Birmingham New Street station today to see Ozzy, the Birmingham Bull in his new home.

I don’t think we’ve seen such a camera frenzy in the UK, since the days of Princess Diana.

In The Birmingham Bull – 5th August 2022, there are pictures of the Bull a year ago. Ozzy has changed, but a year ago, he wasn’t intended to be permanent.

This picture is from last year.

There are differences. Note the loader underneath to give the artwork movement.

A year ago, I said this in the post.

This wonderful work of engineering art, is far too good and is now too well-loved to be scrapped.

As it needs to go inside, why not bring it inside High Speed Two’s new Curzon Street station, to greet passengers visiting Birmingham?

Ozzy has found a new permanent home in Birmingham New Street station, but I wouldn’t rule out a move to Curzon Street station, for several decades.

July 26, 2023 Posted by | Transport/Travel | , , , , | Leave a comment

Perry Barr Station – 6th June 2022

I visited Perry Bar station in May last year and wrote about it in Perry Barr Station – 7th May 2021.

 

What a difference thirteen months makes!

I have a few thoughts.

Platform Lengths

As some of the pictures show a four-car Class 350 train, which fills the platform, I suspect the station can only accept a four-car train.

Will this be enough for the Commonwealth Games?

Train Frequency

Currently, there are two trains per hour (tph) through the station.

The four-car trains, I took between Perry Bar and Birmingham New Street stations were about half-full and I suspect four tph will be needed for the Games.

Toilets

There is only a single disabled toilet in the station.

Lifts

There is a large lift to each platform.

Ramps

The ramps for the old station have been left.

Will these be used on busy days to expand the capacity.

Steps

Uniquely, the number of steps on each set of steps is displayed.

Is this a good idea, as many passengers with reduced mobility,  will know their Limitations?

Conclusion

I am fairly sure, it will handle the Commonwealth Games

June 6, 2022 Posted by | Transport/Travel | , , | 2 Comments

New Station Proposed For National Arboretum

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

This is the first two paragraphs.

It has been revealed that a new station is being proposed at Alrewas between Lichfield Trent Valley high level and Wichnor Junction, which is on the line linking Tamworth and Burton-on-Trent. The original station serving the village of Alrewas was closed in 1965, although the line remained open.

A new Alrewas station would serve the National Memorial Arboretum, which is visited by more than 300,000 people a year and stages 250 events, including services of remembrance. It includes a Railway Industry Memorial, which was unveiled in May 2012, and also a memorial commemorating the thousands of prisoners of war who were forced to work on the infamous Burma Railway in the Second World War.

I first wrote about this proposed station in Everybody Could Do Better For Rail In South Staffordshire.

Two totally unrelated events had happened.

  • I heard the exchange during Prime Minister’s Questions and Michael Fabricant was passionate about creating the rail service on the freight-only line to give passenger train access to the National Memorial Arboretum and Alrewas.
  • Burton were playing Manchester City in the League Cup, so the Police thought it would be a good idea to shut the M6. Nothing moved for hours and many Burton supporters missed the match.

Note.

  1. Quite frankly, it is a disgrace, that the National Memorial Arboretum, has been designed for most visitors to come by car.
  2. The M6 incident was caused by illegal immigrants stuffed into the back of a truck, but surely the Police reaction to shut the motorway for so long was over the top?
  3. I have been to Burton by train a couple of times and it is one of those places, you wouldn’t go to by train, unless it was absolutely essential.

It would appear that after a quick glance, Michael Fabricant’s proposal could be one of those ideas, that would benefit a lot of travellers.

These are a few thoughts on the new service.

Services To And From Burton-on-Trent Station

I said this about services to and from Burton-on-Trent in Everybody Could Do Better For Rail In South Staffordshire.

If you look at the train services from the town, you can go to faraway places like Glasgow and Plymouth, but services to practical local places like Lichfield, Stoke and Derby are rare. There used to be a service to London, but that was discontinued in 2008.

A regular service between Burton and Lichfield, running at a frequency of two trains per hour (tph) could connect at Lichfield to the following services.

  • Hourly services on the West Coast Main Line
  • Half-hourly services across Birmingham on the Cross-City Line.

If a decent service via Lichfield had existed, how many fans on that League Cup night, would have used the trains to get to Manchester?

Not many probably, as there would not have been a late train home, as is particularly common in The Midlands. Try getting back to London from Derby, Nottingham or Sheffield, after 21:30 for example!

I am certain, that with a station at Alrewas and a well-designed train service between Burton-on-Trent and Birmingham stations via Alrewas for the National Memorial Arboretum and Lichfield would be a positive addition to the transport system of the area.

Electrification Between Litchfield Tent Valley And Burton-on-Trent Stations

This map from Open Railway Map shows the track between Litchfield Tent Valley and Burton-on-Trent stations.

Note.

  1. Burton-on-Trent station is in the North-East corner of the map.
  2. Lichfield Trent Valley station is in the South-West corner of the map.
  3. Burton-on-Trent and Lichfield Trent Valley stations are probably less than fifteen miles apart.
  4. The orange line is the Burton-upon-Trent and Birmingham line via Tamworth.
  5. The yellow line is the Burton-upon-Trent and Birmingham line via Lichfield.

The National Memorial Arboretum is just South of the junction between the orange and yellow lines.

This second map from Open Railway Map shows this junction to a larger scale.

Note.

  1. The National Memorial Arboretum can be seen between the two tracks.
  2. The village of Alrewas and the site of the proposed Alrewas station are to the West of the arboretum.
  3. Central Rivers depot, where CrossCountry trains are serviced, is in the North-East corner of the map.
  4. I have found a twelve car formation of Class 220 trains running between Birmingham New Street station and Central Rivers depot.

There is electrification at Lichfield Trent Valley station as this picture shows.

This electrification could be extended as far as required.

I would extend the electrification all the way to Burton-on-Trent.

  • This would mean that the Class 730 trains used on the Cross-City Line could terminate at Burton-on-Trent station, rather than Lichfield Trent Valley station, after extra stops at Alrewas for the National Memorial Arboretum and possibly another new station at Barton-under-Needwood.
  • Excursion trains for the National Memorial Arboretum could be electric-hauled.
  • It would also mean that electric trains could reach Central Rivers depot under their own power.
  • It would probably require less than fifteen miles of double-track electrification.
  • I suspect that the West Coast Main Line electrification could provide enough power for the branch electrification to Burton-upon-Trent.

I doubt that this would be considered a major electrification scheme.

Electric Services Between Birmingham New Street And Leicester Stations Via Burton-on-Trent

Consider.

  • Leicester and Burton-on-Trent stations are under thirty miles apart on the Ivanhoe Line.
  • The Ivanhoe Line is an existing freight line, that could be opened to passenger trains.
  • Leicester is to be electrified in the Midland Main Line electrification.

A battery-electric service could be run between Birmingham New Street and Leicester stations via Burton-on-Trent, Alrewas and Lichfield Trent Valley stations.

It should also be noted that East Midlands Railway run a service between Lincoln and Leicester.

  • Nottingham and Leicester will probably electrified with the rest of the Midland Main Line.
  • Only thirty-four miles of the route between Leicester and Lincoln is not electrified.

If it were felt to be needed, a battery-electric service could be run between Birmingham New Street and Lincoln stations.

Heritage Rail Excursions To The National Memorial Arboretum

Type “Coach Trips To The National Memorial Arboretum” and you get a good selection of trips from all over the UK.

I believe that the National Memorial Arboretum, would make the ideal destination for steam- or diesel-hauled heritage rail excursions with all the trimmings.

  • They could even be hauled by a Class 90 electric locomotive, dating from the late 1980s, if the route between Alrewas and Lichfield were to be electrified.
  • Rakes of comfortable Mark III coaches could be used.
  • A long platform at Alrewas station would be needed, so that the maximum size of heritage train could be handled.
  • For steam locomotives, there may need to be a runround loop.

Track improvements at Lichfield Trent Valley station, may allow direct services from London.

This page on the West Midlands Rail Executive web site is entitled Steam Engine Rolls Into Moor Street Station To Launch New Vintage Trains Partnership.

This is the first two paragraphs.

Historic steam engines are set to play a greater role in the region’s rail network following the signing of a ground-breaking new partnership.

The West Midlands Rail Executive (WMRE) has teamed up with Tyseley-based Vintage Trains in a bid to establish the Shakespeare Line as Britain’s premier mainline heritage railway.

Perhaps, it would be possible to run a heritage train like a short-formation InterCity 125 between Stratford-om-Avon and the National Memorial Arboretum.

Conclusion

Opening up of the Lichfield Trent Valley and Burton route to passenger trains opens up a lot of possibilities.

 

 

 

January 21, 2022 Posted by | Transport/Travel | , , , , , , , , , , , , | 1 Comment

How Feasible Is A High Speed Line Between Birmingham And Nottingham?

In Red Wall Commuters To Get Rail Revolution, I indicated that the Department of Transport is considering creating three new high speed lines in the Midlands and the North of England.

One is proposed between Birmingham and East Midlands Parkway, which is described in the original article in The Sunday Times like this.

A 42-mile line from Birmingham to East Midlands Parkway, just south of Nottingham. This is expected to cut journey times between the two cities from 72 minutes to 27 minutes.

There is a currently, a CrossCountry service between Nottingham and Birmingham New Street stations.

  • The frequency is two trains per hour (tph)
  • Trains are generally three- or four-car formations of Class 170 diesel trains.
  • All trains stop at Tamworth, Burton-on-Trent and Derby.
  • Some trains stop at Wilnecote, Willington, Spondon, Long Eaton and Beeston
  • The services take upwards of seventy-one minutes.

Note.

  1. The frequency between Birmingham New Street and Derby is four tph.
  2. Trains reverse at Derby which takes seven minutes.
  3. Three tph stop at Burton-on-Trent.

I feel that the current service is very much a compromise, which is trying to handle three services.

  • A fast train between Birmingham and Nottingham.
  • A fast train between Birmingham and Derby.
  • A local service between Nottingham and Derby.

High Speed Two will be providing a non-stop service between Birmingham Curzon Street and East Midlands Hub stations.

  • The frequency will be three tph.
  • There will also be an hourly train between Birmingham Interchange and East Midlands Hub station.
  • The services will take twenty minutes or slightly less from Interchange.

The services will only get you to East Midlands Hub station.

In addition after High Speed Two opens Midlands Connect are planning to run a direct service between Nottingham and Birmingham Curzon Street stations.

  • The frequency will be one tph.
  • The service will use High Speed Two Classic Compatible trains.
  • The only stop will be East Midlands Hub station.
  • The service will take thirty-three minutes.

So how does a new high speed line connect Birmingham and Nottingham in twenty-seven minutes?

Consider.

  • The route between Birmingham New Street and North Stafford Junction is 35.9 miles
  • At North Stafford junction a double-track freight line leads to the East.
  • The freight line passes to the North of East Midlands Airport and South of Long Eaton station before joining the Midland Main Line at Trent junction to the North of East Midlands Parkway station.
  • Trains can pass straight into Nottingham via Beeston.
  • Nottingham is just 6.7 miles to the East of Trent junction and East Midlands Parkway is just a mile South of Trent junction.
  • South Stafford junction to Trent junction is probably about seven miles.

I believe that this is the route that will be upgraded to create a high speed line between Birmingham and Nottingham.

  • Part of the route between Tamworth and Burton-on-Trent was upgraded to 125 mph running by British Rail.
  • Between Birmingham New Street and North Stafford Junction is used by CrossCountry services between Birmingham and Derby and Nottingham.
  • I believe that the route can be fully electrified and upgraded, so that most of the route could be suitable for 125 mph running.
  • The Midland Main Line is already capable of handling trains at 125 mph.

This should make it possible for services to run between Birmingham New Street and Nottingham in the required twenty-seven minutes.

I will answer a few questions.

Could The Trains Serve Birmingham Curzon Street In Birmingham?

In Birmingham Airport Connectivity, I said this

But look at this map clipped from the High Speed Two web site.

Note.

  1. The blue dot shows the location of Curzon Street station.
    The West Coast Main Line running into New Street station, is just to the South of Curzon Street station.
    New Street station can be picked out to the West of Curzon Street station.

This Google Map shows a close-up of the current Curzon Street station site.

The same pattern of rail lines going past the Curzon Street site into New Street station can be picked out.

Surely, a connection could be made to allow trains from a couple of platforms in Curzon Street station to terminate trains from the West Coast Main Line.

Possible services could include.

  • London Euston and Birmingham Curzon Street via Watford Junction, Milton Keynes, Rugby and Coventry
  • Cardiff and Birmingham Curzon Street via Bristol Parkway, Swindon, Oxford and Milton Keynes.
  • Cambridge and Birmingham Curzon Street via Bristol Parkway, Bedford and Milton Keynes.

There are a lot of possibilities to give High Speed Two much bigger coverage.

I also suspect that the proposed Nottingham and Birmingham service could terminate in Birmingham Curzon Street.

Could High Speed Two Classic Compatible Trains Run Between Birmingham And Nottingham?

As High Speed Two Classic Compatible Trains would have the same loading gauge as current trains, I don’t see why not.

Could A London Euston And Nottingham Service Be Run With A Reverse At Birmingham Curzon Street?

These are prospective times for High Speed Two.

  • London Euston and Birmingham Curzon Street – 45 minutes
  • London Euston and East Midlands Hub – 52 minutes

Note that East Midlands Hub and Nottingham could take at least twenty minutes.

And this is a current timing.

  • London St. Pancras And Nottingham – 95 minutes

It is possible calculate the time for London Euston to Nottingham with a reverse at Birmingham.

  • London Euston and Birmingham Curzon Street – 45 minutes
  • Reverse at Birmingham Curzon Street – 3 minutes
  • Birmingham Curzon Street and Nottingham – 27 minutes

This would give a time of 75 minutes between London Euston and Nottingham.

It does look to me, that the fastest route between London and Nottingham, will be to to go via Birmingham and the proposed new high speed route.

So the answer to the question in the title of this section is a Yes!

Could A London Euston And Sheffield Service Be Run With A Reverse At Birmingham Curzon Street?

These are prospective times for High Speed Two.

  • London Euston and Birmingham Curzon Street – 45 minutes
  • London Euston and East Midlands Hub – 52 minutes
  • London Euston and Sheffield – 87 minutes

And these are current timings.

  • London St. Pancras And Derby- 85 minutes
  • London St. Pancras And Sheffield- 118 minutes
  • Birmingham New Street And Derby- 33 minutes
  • Birmingham New Street And Sheffield- 75 minutes

It is possible calculate the time for London Euston to Sheffield with a reverse at Birmingham.

  • London Euston and Birmingham Curzon Street – 45 minutes
  • Reverse at Birmingham Curzon Street – 3 minutes
  • Birmingham Curzon Street and Sheffield – 75 minutes

This would give a time of 123 minutes between London Euston and Sheffield.

I wonder what time could be achieved between London Euston and Sheffield could be achieved with improvements to the following lines.

  • The CrossCountry Route between North Stafford junction and Derby station.
  • The Midland Main Line between Derby and Sheffield.

I would expect that the improvement to these routes would include.

  • At least almost full electrification.
  • Removal of level crossings.
  • Full digital signalling.
  • Upgrading to 140 mph running.

I could see the following service improvements.

  • A substantial reduction of the times between Birmingham and Sheffield.
  • Derby and Burton-on-Trent would get a fast service to London Euston via High Speed Two.
  • Derby and Burton-on-Trent would get a fast service to Birmingham probably with a frequency of 4 tph.
  • CrossCountry services between Birmingham and Sheffield would be faster.

Derby and Burton-on-Trent would get a much better train service.

Could Burton-on-Trent, Derby, Nottingham And Sheffield Be served By Trains Splitting And Reversing At Birmingham Curzon Street?

These are prospective frequencies for High Speed Two.

  • Burton-on-Trent – No trains
  • Chesterfield  1 tph
  • Derby – No trains
  • East Midland Hub – 7 tph
  • Nottingham – 0 tph
  • Sheffield – 2 tph

Suppose there were two tph between London and Birmingham Curzon Street, that split into two trains in Birmingham.

  • One train could go to Nottingham and call at Tamworth and Burton-on-Trent.
  • The other train could go to Sheffield and call at Tamworth, Burton-on-Trent, Derby and Chesterfield.

This would give the following frequencies from London on High Speed Two.

  • Burton-on-Trent – 2 tph
  • Chesterfield  – 2  tph
  • Derby – 2 tph
  • Nottingham – 2 tph
  • Sheffield – 2 tph

Note that I am ignoring the Eastern Leg of High Speed Two in this analysis.

Could We Go For The Full Burton?

In the previous sections, I suggested serving Nottingham and Sheffield from Euston using High Speed Two with a reverse at Birmingham Curzon Street, where the train would split into two trains, with one train going to Sheffield and the other going to Nottingham.

But could the split be at a rebuilt Burton station?

Consider.

  • Burton station could become an Eastern terminus of Birmingham’s Cross-City Line.
  • Burton station could become the Western terminus of the Ivanhoe Line to Leicester.
  • If the Cross Country Route is upgraded, Burton station would have fast connections to Birmingham, Derby, Chesterfield, Sheffield and Leeds,
  • If the new Birmingham and Nottingham route is created, this would mean fast connections to Nottingham and possibly Lincoln.

Burton-on-Trent could become the passenger rail hub for the Mid Midlands.

I

November 14, 2021 Posted by | Transport/Travel | , , , , , , , , , , , | Leave a comment

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