Train Frequency Focus In North Wales Transport Commission’s Interim Recommendations
The title of this post, is the same as that of this article on Railway Gazette International.
This is the first paragraph.
The North Wales Transport Commission chaired by Lord Burns has published its interim recommendations for the development and delivery of an integrated multi-modal transport system in the region.
The following sections, outline the recommendations for rail services.
Chester Station Improvements
The North Wales Transport Commission (NWTC) supports proposed improvements at Chester station to enable additional services to operate.
This page on Transport for Wales detailed the improvements at Chester station, where this is said.
Transport for Wales is delivering significant improvements to Chester Station. The project primarily focuses on customer improvements within the station, with work to include new branding and signage, a new passenger assist point, cycle stands, roaming mics and hearing loop systems, a new full station CCTV system, toilet refurbishments on the concourse and platforms 4 and 7, a new changing place toilet, customer waiting room upgrade, water refill unit, platform and concourse seating and waste facilities.
New Customer Information Screens will be installed throughout Chester station increasing the train service information available on the platforms and within the station waiting rooms. We’ll also be installing new screens for onward journeys, including bus, and an interactive screen which will be installed on the concourse.
Improvement works in the concourse also include, repurposing of the ticket office to create a new retail unit for the future, a new rental unit, a new customer service desk with ticket selling facilities, additional ticket vending machines, a repositioned gate line with additional standard and wide aisle gates. A new quiet room will also be introduced as a place for customers who require a safe, isolated space whilst waiting for their train.
TfW is working closely with industry partners to minimise disruption during these works for both customers and the local community. Customers are encouraged to plan in extra time to allow for potential disruption during this work. Signage and hoardings will be erected at the station in advance of and throughout, these significant improvement works, and communications will be provided at the station, onboard services and online, to advise of any temporary changes to accommodate the work on site at the station.
Note.
- It looks a serious level of improvement for customers.
- The Chester and Wrexham Line was improved in 2017, with full double-tracking and higher maximum speeds.
- It looks like completion is some time in 2024.
Nothing is said about extra train services.
North Wales Main Line
The NWTC says this about the North Wales Main Line.
On the North Wales Main Line, it says the priority should be service frequency improvements and supporting infrastructure works between Crewe and Llandudno. Improvements to signalling and line capacity from Llandudno to Bangor and Holyhead would require larger scale works, which should be planned so that they are ready to progress as and when funding is available.
I went to Holyhead earlier in the year and more trains would be welcome.
Borderlands Line
The NWTC says this about the Borderlands Line.
Signalling and line capacity improvements are required along the Borderlands Line, the commission believes. A key constraint is the sidings for the Hanson site at Padeswood, where freight trains block the line for up to an hour, and the commission says this needs to be resolved before other work to improve the line can proceed.
There should be investment to reduce journey times and increase service frequencies between Wrexham and Liverpool to significantly increase the attractiveness of the route.
I talked about the freight problem in New Trains Could Be Operating Through Flintshire From May But No Green Light For Two An Hour Service.
This map from OpenRailwayMap shows the track layout at Padeswood site.
I was able to follow a train on Real Time Trains, as it left Padeswood Cement Works.
- It moved to the sidings alongside the Borderlands Line.
- It then joined the Borderlands Line and went Northwards through Buckley, Hawarden, Shotton and Hawarden Bridge stations before stopping in Dee Marsh Sidings.
- The engine then changed ends and brought the train back down the Borderlands Line to Wrexham.
- The train then continued to its destination via Ruabon, Gobowen and Shrewsbury.
This movement doesn’t seem too bad, so has there been some signalling and track improvements?
Shrewsbury And Chester Line
The NWTC says this about the Shrewsbury and Chester Line.
The commission says it has not seen a pressing case for full electrification of the Shrewsbury to Chester line, and the priority should be signalling improvements at Gobowen.
I thought that Shrewsbury and Chester might have been electrified, as it could be used to charge battery-electric going between England and Wales. But it will be some years before Transport for Wales get a battery-electric train strategy together.
On the other hand the two cities are only 42 miles apart, which is in range of battery-electric trains.
Conwy Valley And Cambrian Coast Lines
The NWTC says this about the Conwy Valley Line and the Cambrian Coast Line.
There could be merit in introducing increased frequencies on the Conwy Valley and Cambrian Coast lines during the peak season. Service enhancements and infrastructure improvements such as passing loops may be beneficial, ‘as has happened to similar lines in Devon and Cornwall’, but ’in the immediate future, those communities served by stations along the route should have access to enhanced bus services to reduce dependence on car use’.
This seems like a sensible and non-disruptive plan.
Anglesey Central Railway
The NWTC says this about the Anglesey Central Railway to Amlwch.
NWTC ‘is not persuaded’ that there is a case for opening the line to Amlwch, and says ’more urgent improvements to existing lines and services should take a higher priority’.
The Anglesey Central Railway reopening would appear to be a fairly simple project as the track is mostly already there, so this might be the sort of project, that finds itself moving up the list, if related housing or commercial developments are proposed.
This Google Map shows Amlwch and the surrounding area.
With all the tidal, nuclear and wind energy possibilities in the area, I would never rule out the rail link to Amlwch being restored.
Associated Octel used to have bromine works in Amlwch and more details can be found in this web site.
I’ve worked in chemical works with chlorine, fluorine and bromine and my advice is be very careful with them.
Criccieth And Bangor
NWTC says this about reopening the route between Criccieth and Bangor.
NWTC ‘is not persuaded’ that there is a case for opening the line between Criccieth and Bangor, and says ’more urgent improvements to existing lines and services should take a higher priority’.
This OpenRailwayMap shows the area of the reopening.
Note.
- The orange line going across the top of the map is North Wales Coast Line between Chester in the East and the Port of Holyhead on Anglesey.
- Towards the North-East corner of the map, Bangor station is indicated by the blue lettering.
- The Menai Strait runs between the Welsh mainland and the Island of Anglesey.
- The important town of Caernarfon can be picked out.
- The orange line at the bottom of the map is the Cambrian Line, which connects to Shrewsbury and Aberystwyth.
- This line terminates at Pwllheli on the Lleyn Peninsular in the South-West corner of the map.
A dotted line indicates a disused railway between the Southern coast of the peninsular and Bangor via Caernarfon, which I assume is the railway that has been proposed for reinstatement.
It could be a valuable addition to the railways of North Wales and could help to promote tourism.
Station And Other Improvements On The Borderlands Line
This is said about station and other improvements on the Borderlands Line.
The commission supports a new station at Deeside Industrial Park, and enhancements at Shotton to improve connectivity between the high and low-level platforms.
It says frequency enhancements should be prioritised over new stations, and fleet improvements should facilitate the frequency enhancements. It endorses the proposed use of Merseyrail’s Class 777 battery-electric trainsets on the Borderlands Line.
I feel that the Class 777 trains, which could travel under Liverpool are a shoe-in.
Conclusion
North Wales will be getting the railway it need to promote education, employment, leisure and tourism.
Proposed High-Speed Two Services Are Not Complete
This diagram shows High Speed Two services.
Note.
- Trains to the left of the vertical black line are Phase 1 and those to the right are Phase 2.
- Full-Size trains are shown in blue.
- Classic-Compatible trains are shown in yellow.
- The dotted circles are where trains split and join.
- In the red boxes routes alternate every hour.
Click on the diagram to enlarge it.
Are The Services Incomplete Or Has Someone Left Something Out?
Look at trains 4, 5 and 6.
- Train 4 is a pair of Classic-Compatible trains, which split at Crewe, with one going to Liverpool Lime Street and the other to Lancaster.
- Train 5 is a single Classic-Compatible train, that goes to Liverpool Lime Street.
- Train 6 is a single Classic-Compatible train, that goes to Macclesfield.
As an example, Train 5 could be a pair of Classic-Compatible trains, which split at Crewe, with one going to Liverpool Lime Street and the other to Chester, Llandudno, Bangor and Holyhead. I actually believe that this would be a way of creating a low-carbon route to Dublin, with a zero-carbon high-speed ferry from Holyhead.
What to do with Train 6 is more difficult.
- Stafford and Stoke need to be served by High Speed Two.
- Stafford, Stoke and Macclesfield are not stations with long platforms, so may not be suitable places to split a pair of Classic-Compatible trains.
- Places North of Macclesfield to terminate trains are not numerous and probably only Manchester and Huddersfield may be suitable.
The alternative might be to split a pair of Classic-Compatible trains forming Train 6 at Birmingham Interchange, one going to Stafford, Stoke and Macclesfield and the other going to Blackburn, Blackpool, Crewe, Lancaster, Liverpool or Preston
West Coast Main Line Electro-Diesels On Test
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
The first two of 13 Hitachi Class 805 electro-diesel trainsets ordered for Avanti West Coast services are undergoing testing on the West Coast Main Line ahead of entry into service later this year.
These Class 805 trains will go to places like Chester, Bangor and Holyhead via Crewe.
It is interesting to look at various Crewe to London Euston services this morning.
- 0740 – Class 390 train – From Liverpool – One Stop – 1 hour 40 minutes
- 0755 – Class 221 train – From Holyhead – One Stop – 1 hour 40 minutes
- 0832 – Class 390 train – From Manchester – One Stop – 1 hour 37 minutes
- 0844 – Class 390 train – From Glasgow – 1 hour 28 minutes
Note.
- The first field is the four-figure time that the train left Crewe.
- The last field is the journey time between Crewe to London Euston.
- The Class 390 and 805 trains will use electricity to run between Crewe and London Euston, whereas the Class 221 train will use diesel.
- Crewe and London Euston is 158 miles.
- The Glasgow train covers the 158 miles at an average speed of 107.7 mph.
I have some thoughts.
What Will Be The Time For A Class 805 Train Between Crewe And London Euston?
Consider.
- From Crewe, the Class 805 train will be using the electrification to London Euston.
- The Class 390 train can tilt, whereas the Class 805 train can’t!
- The Class 805 train is at least three tonnes lighter per car, than the Class 390 train.
- The lighter weight and possibly more power of the Class 805 trains, will give better acceleration.
- There is twenty-one years of difference in the build dates of the two trains. In that time, I also suspect that Network Rail have improved the track between Crewe and London Euston.
- Norton Bridge junction has been improved to avoid conflicts.
- It would be very convenient for Avanti West Coast and Network Rail, if the performance under electrification of the two trains were similar.
For these reasons, I believe that the performance of a non-stop Crewe And London Euston service using a Class 805 train will be such that it can match that of a Class 390 train.
I would also expect that with a similar stopping pattern between Crewe And London Euston, there would be little to choose between the two trains.
I can see with its better acceleration and lighter weight that the time between Crewe and London Euston will be perhaps a dozen minutes faster than the current time.
Using the electrification will also save a lot of diesel fuel with all its emissions.
Along The North Wales Coast Line
Consider.
- Crewe and Holyhead is 105.5 miles and takes two hours and two minutes in a typical service.
- These figures give an average speed of 52 mph.
- There are six stops, which are scheduled to take a total of ten minutes.
- About half the North Wales Coast Line has a maximum operating speed of 90 mph, but through Chester, Llandudno Junction and West of Bangor, the operating speed is 75 mph or less.
I am fairly sure, that with both the current Class 221 trains and the new Class 805 trains, it will be the track, rather than the train that determines the average speed.
It would therefore appear that if the average speed can be raised by track improvements these time savings could be achieved.
- 60 mph – 105.5 mins – 16.5 mins
- 70 mph – 90 mins – 32.5 mins
- 80 mph – 79 mins – 43 mins
- 90 mph – 70 mins – 52 mins
- 100 mph – 63 mins – 59 mins
- 110 mph – 58 mins – 64 mins
- 120 mph – 53 mins – 69 mins
- 130 mph – 49 mins – 73 mins
- 140 mph – 45 mins – 77 mins
Note.
- The first column is the average speed.
- The second column is the time between Holyhead and Crewe.
- The third column is the saving.
- I suspect that 90 or 100 mph would be the highest possible practical average speed.
- Trains average 100 mph on several long sections of the Great Eastern Main Line.
- I put in the higher speeds to show what is possible, if the North Wales Coast Line were to be converted into a 140 mph electrified line with digital signalling.
Even at these relatively slow speeds compared to High Speed Two, there are considerable time savings to be made, just by improving the tracks.
Incidentally, High Speed Two is quoted in Wikipedia as aiming for a Crewe and London Euston time of 56 minutes, so by averaging 100 mph between Crewe and Holyhead, London Euston and Holyhead could be under two hours.
Batteries And Class 805 Trains
I wouldn’t be surprised that soon after the Class 805 trains are delivered, they could be converted to a version of Hitachi’s Intercity Tri-Mode Battery Train, the specification of which is shown in this Hitachi infographic.
Note.
- I suspect that the batteries will be used to handle regenerative braking on lines without electrification, which will save diesel fuel and carbon emissions.
- The trains accelerate faster, than those they replace.
- The claimed fuel and carbon saving is twenty percent.
- It is intended that these trains will be introduced in 2023.
But Hitachi have not given any predictions of the range of these trains on battery power alone.
However, they do claim a battery range of 56 miles for the Hitachi Regional Battery Train, which is based on similar technology.
These trains could help in speeding the stops between Crewe and Holyhead.
- Batteries would be charged at Holyhead and on the electrification to the South of Crewe.
- At each stop, trains would use a proportion of the power in the battery to accelerate faster and save fuel and cut emissions.
- Battery power would be used in stations for train hotel power.
- Westbound trains would arrive in Holyhead and Southbound trains would arrive in Crewe, with not much power in the battery.
I suspect that, whether diesel or battery power is used, will be controlled by a sophisticated computerised control system.
Electrification Along The North Wales Coast Line
I think this will eventually happen to allow High Speed Two Classic-Compatible trains to run to Chester and along the North Wales Coast Line to Llandudno, Bangor and Holyhead.
But there is no benefit to be gained in electrifying until higher speeds are possible, after track improvements.
I believe these times will be possible with track improvements and the opening of High Speed Two.
- Holyhead and Crewe – Class 805 train and 80 mph average – 79 mins
- Holyhead and Crewe – Class 805 train and 90 mph average – 70 mins
- Holyhead and Crewe – High Speed Two Classic-Compatible train, electrification and 100 mph average – 63 mins
- Crewe and London Euston – Class 805 train – 80 mins
- Crewe and London Euston – High Speed Two Classic-Compatible train – 56 mins
Note, electrification will be needed, to run High Speed Two Classic-Compatible trains along the North Wales Coast Line.
I am confident that these times will be possible.
- Holyhead and London Euston – Class 805 train and 90 mph average along the coast – 2 hours 30 mins
- Holyhead and London Euston – High Speed Two Classic-Compatible train and 100 mph average along the coast – 2 hours
The current time between Holyhead and London Euston is over three hours 45 minutes.
Conclusion
These trains will certainly speed up trains to North Wales.
New Merseyrail Train Runs 135km On Battery
The title of this post, is the same as that of this article on Liverpool Business News.
This paragraph gives the details.
Posting on social media site Linked In, Joaquim Font Canyelles, project leader at Stadler Rail, said: “Our new Merseytravel class 777 IPEMU (Independent Powered Electrical Multiple Unit) proved its strength after running 135 km fully loaded and without external current supply, which is much longer than we expected.
Note that 135 km is 83.9 miles.
These are possible routes, where the battery-electric trains could be deployed.
- Bidston and Wrexham Central – 27.5 miles
- Canada Dock Branch – 4.6 miles
- Chester and Crewe – 21.2 miles
- Chester and Runcorn East – 13 miles
- Ellesmere Port and Runcorn East – 10.8 miles
- Ormskirk and Preston – 15.3 miles
- Hunts Cross and Manchester Oxford Road – 27.1 miles
- Kirkby and Manchester Victoria – 30 miles
- Kirkby and Wigan Wallgate – 12 miles
- Liverpool Lime Street and Chester via Runcorn – 27 miles
- Liverpool Lime Street and Manchester Oxford Road – 31.5 miles
- Southport and Manchester Oxford Road – 37.8 miles
- Southport and Stalybridge – 45.5 miles
- Southport and Wigan Wallgate – 17.4 miles
Note.
- All routes could be done both ways with the exception of Southport and Stalybridge and possibly Southport and Manchester Oxford Road.
- Southport trains to Wigan and Manchester would charge their batteries at Southport.
- Central Liverpool and Wrexham Central would not need the change at Bidston.
- Hunts Cross and Preston via Central Liverpool would not need the change at Ormskirk.
- A Liverpool Lime Street and Manchester Oxford Road service would be possible.
Batteries can add a lot of range to a city’s railway system.
Conclusion
If Merseyrail can get hold of the routes to Crewe, Manchester, Preston and Wrexham, the Liverpool City Region will have one of the best metros for a city of its size.
A Thought On Broughton Station
This Google Map shows Hawarden Airport to the West of Chester.
Note.
- Airbus make wings for their aircraft at their Broughton factory on this airport.
- The wings are flown to Europe for final assembly.
- The North Wales Coast Line passes the Northern end of the runway.
When I bought my return ticket between Chester and Holyhead, which was good value at £25.25 with my Senior Railcard, I got chatting with the clerk about Airbus and their Broughton factory.
He felt it needed a station and afterwards I checked and found that the Welsh Government had been trying to build one for some time.
Thinking back, I wonder if he keeps getting asked about getting to the Airbus factory and wishes that the government and Airbus would make his job easier by building a Broughton station.
A station at Broughton might also cut the factory’s carbon footprint, by allowing more staff to go to work by train.
A Merseyrail Extension To Shotton
Shotton is already served by the Borderlands Line which connects Wrexham and Bidston.
This line is shown on the West side of this map, which shows how the Merseyrail network might look in the future.
Note.
- Chester could have services that terminate in the East at Crewe and Runcorn East stations.
- Chester already has electric services from Liverpool, which will receive new Class 777 trains in the next few months.
- The new trains can be fitted with a battery electric capability.
I just wonder, if a Cross-Chester Metro could be built.
- Eastern termini would be Runcorn East or possibly Warrington Bank Quay and Crewe.
- Shotton is only 7.9 miles from Chester.
- Shotton low-level station used to have four tracks.
- I suspect that Shotton or even Flint could be the Western terminus.
- Extra stations could be added as required.
Note.
It would probably be best, if the trains were battery-electric that could use 25 KVAC overhead electrification, as this would allow them to charge at the Eastern termini.
I also feel that Crewe and Chester should be electrified, so that Chester could be reached by the new Class 805 trains running under electric power.
This would also allow Chester to become a High Speed Two destination, that was served by High Speed Two Classic-Compatible trains.
I believe that a Cross-Chester Metro is a possibility.
Beeching Reversal – East Didsbury – Stockport
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
This project has been puzzling me.
Search Google for “East Didsbury and Stockport Rail Link” and all you find is grandiose plans for billion pound extensions to the Manchester Metrolink.
Having researched a lot of the proposed Beeching Reversal projects, it appears to me, that the ones likely to be built, will give a lot of benefit for millions, not billions of pounds.
I just wonder, if in this project, Manchester is stealing an idea from Birmingham – the four-poster station!
This Google Map shows Smethwick Galton Bridge station.
This extract from the Wikipedia entry, describes the station.
The station was opened in September 1995 as part of the Jewellery Line scheme to reopen the line between Smethwick and Birmingham Snow Hill station. It was built as an interchange station between two lines, and the platforms on both lines opened at the same time.
Note.
- The four lift towers with stairs, that connect the four platforms, have pyramid roofs.
- The station is fully step-free.
- The rail lines are at different levels.
These pictures show the station.
It is a very practical architectural idea and the world needs more four-poster stations to connect rail lines where they cross at different levels.
Could A Four-Poster Station Link East Didsbury And Stockport?
These are my thoughts.
The Location
This Google Map shows the general area, where the station could be built.
It is a spaghetti of motorways and rail lines with a lumpy sauce of new housing called Barnes Village in the middle.
Note, where the two rail lines cross in the South-West corner of the map.
This second Google Map, shows an enlarged image of the location, where the two rail lines cross.
Note.
- The Styal Line runs North-South.
- The line running East-West is the Mid-Cheshire Line between Altrincham and Stockport stations.
I suspect most travellers joining the rail network at this point, would walk or cycle in from nearby locations or turn up in a taxi.
The Styal Line
The Styal Line has the following characteristics.
- It is an electrified double-track line.
- It connects Manchester Piccadilly and Wilmslow stations.
- There is a spur that serves Manchester Airport station.
- East Didsbury station, is the station North of where the two lines cross.
- Gatley station, is the station South of where the two lines cross.
- It is the route of trains to and from Manchester Airport.
These trains go through East Didsbury and Gatley stations in trains per hour (tph)
- 1 tph – Northern – Liverpool Lime Street and Crewe
- 1 tph – Northern – Liverpool Lime Street and Manchester Airport
- 1 tph – Northern – Manchester Airport and Blackpool North
- 1 tph – Northern – Manchester Airport and Cumbria
- 1 tph – Trains for Wales – Manchester Airport and Chester
- 1 tph – TransPennine Express – Manchester Airport and Redcar Central
- 1 tph – TransPennine Express – Manchester Airport and Newcastle
- 1 tph – TransPennine Express – Manchester Airport and Glasgow Central or Edinburgh
Freight trains also use the route.
This means that currently, there are eight tph between the Castlefield Corridor (Deansgate, Manchester Oxford Road and Manchester Piccadilly) and Manchester Airport, all of which go through the location, where the four-poster station could possibly be built.
So could the new station, be used to take pressure off the overloaded Castlefield Corridor?
The Mid-Cheshire Line
The Mid-Cheshire Line has the following characteristics.
- At this point it is a single-track without electrification.
- It connects Stockport and Altrincham stations.
Re-Doubling Of The Mid Cheshire Line Between Stockport and Altrincham And Associated Station Reopenings is another of the Beeching Reversal projects and envisages the following.
- Re-doubling the route.
- Possible electrification
- Reopening some stations.
This is the only passenger service that uses the route.
- 1 tph – Northern – Manchester Piccadilly and Chester
Up to two-three freight tph, also use the route.
In the related post, I said this about the desired frequency of services between Manchester and Chester stations.
It could be argued that two tph between Manchester Piccadilly and Chester are needed now and that four tph should be the preferred frequency.
There certainly needs to be four tph going through the proposed four-poster station.
Conclusion
I am being drawn to the conclusion, that this station if it were to be built, would help a lot of problems with Manchester’s railways.
- It would allow a sort out of train services to Manchester Airport.
- It would connect Stockport and Manchester Airport.
- It would connect Stockport and East Didsbury.
- It could help a solution to the problem of the Castlefield Corridor.
The station should be built.
Beeching Reversal – Re-Doubling Of The Mid Cheshire Line Between Stockport and Altrincham And Associated Station Reopenings
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
Much of this project appears to be about bringing the former Stockport, Timperley and Altrincham Junction Railway, back up to somewhere near its original state.
This map clipped from Wikipedia shows the railway.
Note.
- Stockport Edgeley is now just Stockport station.
- Altrincham station is on the Mid-Cheshire Line.
- Baguley, Northenden and both Cheadle stations are now closed.
I have just flown my virtual helicopter between Stockport and Altrincham stations and much of the route is already double-track.
- At Cheadle Village Junction, which appears to be behind Cheadle Heath Police Station, the track becomes single.
- Just before Sharston Junction, which appears to be to the North-East of Sharston, the track becomes double again.
I estimate, that the single-track section is just over two miles long.
I was also able to ascertain, that there appeared to be plenty of space, where British Rail singled the track.
There is also a second section of single-track, through Navigation Road station, which is shown in this Google Map.
Note.
- Both tracks through Navigation Road station are bi-directional.
- The Metrolink track is on the West.
- The National Rail track is on the East.
- South of Navigation Road station, both Metrolink and National Rail get two tracks.
In the twenty-four hours to 0600 this morning, a total of seventeen freight movements, went through this section.
- Some were biomass trains between Liverpool and Drax power station, up to 6400 tonnes.
- Some were stone trains from the quarries in the Peak District.
- Some were Network Rail engineering trains.
I suspect this abort section of single track for both Metrolink and Network Rail is an absolute pain.
The single track must cause a lot of problems as the route is sometimes used by two or three trains per hour (tph) in both directions.
As some of the trains are some of the UK’s longest freight trains, it could also be very challenging for the signalling and the signallers.
Work That Could Be Done
These sub-projects could be performed.
Elimination of Single Track At Cheadle
I think this is essential and could greatly increase the capacity of the route.
This Youtube video from Don Coffey, shows the view from the cab, which travelling from Manchester to Chester. If you watch from about thirteen minutes, you’ll see the single-track section.
Sorting Out Navigation Road
As with the single-track section at Cheadle, I think this is essential and could greatly increase the capacity of the route.
Watch the same Youtube video from about twenty-two minutes, and you’ll see the single-track section, through Navigation Road station.
In Tram-Trains To Hale Station, I talked about the possibilities of using a variant of Class 399 tram-trains, similar to those running on the Sheffield Supertram.
Signalling
It could be there are minor adjustments or major work to get the most out of a double-track railway.
Electrification
This is an excerpt from the Wikipedia entry for the Mid-Cheshire Line.
In March 2015, the Electrification Task Force said that the Mid-Cheshire line was a tier 1 priority for being electrified in the CP6 period (2019-2024)
Would electrification be installed to perhaps run electric trains between Manchester Piccadilly and Chester?
Baguley Station
I covered Baguley station in Glazebrook Junction And Skelton Junction, where I said this.
Baguley station could be an interesting station, as it would be possible to create an interchange with the Manchester Metrolink. Wikipedia says this.
Proposals were made in the early 2000s to reopen a station in the Baguley area when the extension of the Metrolink out to Wythenshawe and Manchester Airport is actioned. In May 2011 re-opening of the station on the Stockport-Altrincham line was included in Transport for Greater Manchester’s Passenger Plan. The station would be on Southmoor Road and would be a tram/train interchange with the Baguley tram stop, which opened in 2014.
This Google Map shows the possible Baguley Interchange.
Note.
-
- The North-South road is Southmoor Road.
- The Metrolink branch to the Airport runs alongside.
- The Stockport and Altrincham Line crosses East-West towards the North of the map.
If you take a train between Manchester Piccadilly and Chester via Stockport, Navigation Road, Altrincham and Knutsford, you cross on the railway through here.
So perhaps a Baguley Interchange station, would help some people get to and from Manchester Airport?
Baguley station certainly has possibilities.
Cheadle North Station
Could Cheadle North station be replaced?
This article on the Manchester Evening News is entitled Cheadle ‘On Cusp’ Of Having Own Railway Station For First Time Since Mid-1960s, where this is said.
If ministers back the proposals, the railway station is likely to be built next to the Alexandra Hospital along the mid-Cheshire line – close to where the original Cheadle (later Cheadle North) station was.
This Google Map shows the Cheadle Alexandra Hospital and the Mid-Cheshire Line.
Note.
- The hospital is the largest private hospital in the UK, outside London.
- The railway, which is single-track at this point, runs along the South side of the site.
If the line is double-tracked, as seems likely, adding a small station would not be a challenging addition.
Northenden Station
Could Northenden station be replaced?
Future Train Services
The train service between Manchester Piccadilly and Chester is as follows.
- The service is 45 miles.
- It takes 90 minutes.
- There are stops at Stockport, Navigation Road, Altrincham, Hale, Ashley, Mobberley, Knutsford, Plumley, Lostock Gtalam, Northwich, Greenbank, Cuddington, Delamere and Mouldsworth.
It could be argued that two tph between Manchester Piccadilly and Chester are needed now and that four tph should be the preferred frequency.
There are other services.
Conclusion
After restoring the double-track on this route, there are possibilities to spend, as much money as you want.
In Tram-Trains To Hale Station, these were my conclusions.
- Tram-trains can deliver a capacity improvement through Navigation Road station.
- Tram-trains could be extensively tested on the existing Manchester Metrolink network.
- Tram-trains could be used to build a simple extension to Hale station from Altrincham.
- The Manchester and Chester service via Stockport, Navigation Road and Altrincham stations could be run by tram-trains.
A comprehensive network of tram-trains could be developed between, through and beyond Altrincham, Crewe and Chester.
Cheshire would have a quality commuter and local train network into Manchester.
After all in the next couple of years, Merseyrail’s Cheshire network will be getting a major upgrade with new trains and perhaps another new route.
Electrifying Wales
I would not be surprised to learn that Wales wants to decarbonise their railways.
At present, Wales only has the following electrified railways either in operation or under construction.
- The South Wales Main Line between the Severn Tunnel and Cardiff.
- The South Wales Metro based on local railways around Cardiff and Newport is being created and will be run by electric trains.
There is no more electrification planned in the future.
Hitachi’s Specification For Battery Electric Trains
Recently, Hitachi have released this infographic for their Regional Battery Train.
This gives all the information about the train and a definitive range of 90 km or 56 miles.
The Welsh Rail Network
If you look at the network of services that are run by Transport for Wales Rail Services, they connect a series of hub stations.
Major hubs include the following stations.
- Cardiff Central – Electrified
- Chester
- Hereford
- Shrewsbury
- Swansea
Smaller hubs and termini include the following stations.
- Aberystwyth
- Birmingham International – Electrified
- Birmingham New Street – Electrified
- Blaenau Ffestiniog
- Carmarthen
- Crewe – Electrified
- Fishguard Harbour
- Hereford
- Holyhead
- Llandudno Junction
- Manchester Airport – Electrified
- Manchester Piccadilly – Electrified
- Machynlleth
- Milford Haven
- Newport – Electrified
- Pembroke Dock
Running Welsh Routes With Electric Trains
These routes make up the Welsh rail network.
Chester And Crewe
Consider.
- The route between Chester and Crewe is without electrification.
- Crewe and Chester are 21 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Crewe with full batteries, that it will be possible to run between Chester and Crewe stations.
Chester And Holyhead via Llandudno Junction
Consider.
- All services between Llandudno Junction and England call at Chester.
- All services running to and from Holyhead call at Llandudno Junction.
- The route between Chester and Holyhead is without electrification.
- Chester and Llandudno Junction are 54 miles apart.
- Llandudno Junction and Holyhead are 40 miles apart.
I believe that if a battery-electric train with a range of 56 miles can leave Chester, Llandudno Junction and Holyhead with full batteries, that it will be possible to run between Chester and Holyhead stations.
Chester And Liverpool Lime Street
Consider.
- The route between Runcorn and Liverpool Lime Street is electrified.
- The route between Chester and Runcorn is without electrification.
- Chester and Runcorn are 14 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Runcorn with full batteries, that it will be possible to run between Chester and Liverpool Lime Street stations.
Chester And Manchester Airport
Consider.
- The route between Warrington Bank Quay and Manchester Airport is electrified.
- The route between Chester and Warrington Bank Quay is without electrification.
- Chester and Warrington Bank Quay are 18 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Chester and Warrington Bank Quay with full batteries, that it will be possible to run between Chester and Manchester Airport stations.
Chester And Shrewsbury
Consider.
- The route between Chester and Shrewsbury is without electrification.
- Chester and Shrewsbury are 42 miles apart.
I believe that if a battery-electric train with a range of 56 miles, can leave Shrewsbury and Chester with full batteries, that it will be possible to run between Chester and Shrewsbury stations.
Llandudno And Blaenau Ffestiniog
Consider.
- The route between Llandudno and Blaenau Ffestiniog is without electrification.
- Llandudno and Blaenau Ffestiniog are 31 miles apart.
I believe that if a battery-electric train with a range of 56 miles, can leave Llandudno and Blaenau Ffestiniog with full batteries, that it will be possible to run between Llandudno and Blaenau Ffestiniog stations.
Machynlleth And Aberystwyth
Consider.
- The route between Machynlleth and Aberystwyth is without electrification.
- Machynlleth and Aberystwyth are 21 miles apart.
I believe that if a battery-electric train with a range of 56 miles, can leave Machynlleth and Aberystwyth with full batteries, that it will be possible to run between Machynlleth and Aberystwyth stations.
Machynlleth And Pwllheli
Consider.
- The route between Machynlleth and Pwllheli is without electrification.
- Machynlleth and Pwllheli are 58 miles apart.
I believe that if a battery-electric train with a range of upwards of 58 miles, can leave Machynlleth and Pwllheli with full batteries, that it will be possible to run between Machynlleth and Pwllheli stations.
Machynlleth And Shrewsbury
Consider.
- The route between Machynlleth and Shrewsbury is without electrification.
- Machynlleth and Shrewsbury are 61 miles apart.
I believe that if a battery-electric train with a range of upwards of 61 miles, can leave Machynlleth and Shrewsbury with full batteries, that it will be possible to run between Machynlleth and Shrewsbury stations.
Shrewsbury and Birmingham International
Consider.
- The route between Birmingham International and Wolverhampton is electrified.
- The route between Shrewsbury and Wolverhampton is without electrification.
- Shrewsbury and Wolverhampton are 30 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury and Wolverhampton with full batteries, that it will be possible to run between Shrewsbury and Birmingham International stations.
Shrewsbury And Cardiff Central via Hereford
Consider.
- All services between Cardiff Central and Shrewsbury call at Hereford.
- The route between Cardiff Central and Newport is electrified.
- The route between Newport and Shrewsbury is without electrification.
- Shrewsbury and Hereford are 51 miles apart.
- Hereford and Newport are 44 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury, Hereford and Newport with full batteries, that it will be possible to run between Shrewsbury and Cardiff Central stations.
Shrewsbury And Crewe
- The route between Shrewsbury and Crewe is without electrification.
- Shrewsbury and Crewe are 33 miles apart.
I believe that if a battery-electric train with a range of upwards of 61 miles, can leave Shrewsbury and Crewe with full batteries, that it will be possible to run between Shrewsbury and Crewe stations.
Shrewsbury and Swansea
Consider.
- The Heart of Wales Line between Shrewsbury and Swansea is without electrification.
- Shrewsbury and Swansea are 122 miles apart.
- Trains cross at Llandrindod and wait for up to eleven minutes, so there could be time for a charge.
- Shrewsbury and Llandrindod are 52 miles apart.
- Swansea and Llandrindod are 70 miles apart.
It appears that another charging station between Swansea and Llandrindod is needed
I believe that if a battery-electric train, with a range of 56 miles, can leave Shrewsbury, Swansea and the other charging station, with full batteries, that it will be possible to run between Shrewsbury and Swansea stations.
Swansea And Cardiff Central
Consider.
- The route between Swansea and Cardiff Central is without electrification.
- Swansea and Cardiff Central are 46 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea and Cardiff Central with full batteries, that it will be possible to run between Swansea and Cardiff Central stations.
Swansea And Carmarthen
Consider.
- The route between Swansea and Carmarthen is without electrification.
- Swansea and Carmarthen are 31 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea and Carmarthen with full batteries, that it will be possible to run between Swansea and Carmarthen stations.
Swansea And Fishguard Harbour
Consider.
- The route between Swansea and Fishguard Harbour is without electrification.
- Swansea and Fishguard Harbour are 73 miles apart.
- Tramins could top up the batteries during the reverse at Carmathen.
- Swansea and Carmarthen are 31 miles apart.
- Carmarthen and Fishguard Harbour are 42 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Fishguard Harbour with full batteries, that it will be possible to run between Swansea and Fishguard Harbour stations.
Swansea And Milford Haven
Consider.
- The route between Swansea and Milford Haven is without electrification.
- Swansea and Milford Haven are 72 miles apart.
- Tramins could top up the batteries during the reverse at Carmathen.
- Swansea and Carmarthen are 31 miles apart.
- Carmarthen and Milford Haven are 41 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Milford Haven with full batteries, that it will be possible to run between Swansea and Milford Haven stations.
Swansea And Pembroke Dock
Consider.
- The route between Swansea and Pembroke Dock is without electrification.
- Swansea and Pembroke Dock are 73 miles apart.
- Tramins could top up the batteries during the reverse at Carmathen.
- Swansea and Carmarthen are 31 miles apart.
- Carmarthen and Pembroke Dock are 42 miles apart.
I believe that if a battery-electric train, with a range of 56 miles, can leave Swansea, Carmathen and Pembroke Dock with full batteries, that it will be possible to run between Swansea and Pembroke Dock stations.
Other Routes
I have not covered these routes.
- Borderlands Line
- Cardiff Valley Lines, that will be part of the South Wales Metro
- Routes on the electrified South Wales Main Line, that are to the East of Cardiff.
The first will run between Chester and the electrified Merseyrail system and the others will be electrified, except for short stretches.
Stations Where Trains Would Be Charged
These stations will need charging facilities.
Aberystwyth
Aberystwyth station only has a single terminal platform.
I’ve not been to the station, but looking at pictures on the Internet, I suspect that fitting a charging facility into the station, wouldn’t be the most difficult of engineering problems.
Birmingham International
Birmingham International station is fully-electrified and ready for battery-electric trains.
Blaenau Fflestiniog
Blaenau Ffestiniog station has a single terminal platform.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Cardiff
Cardiff station is fully-electrified and ready for battery-electric trains.
Chester
Chester station has two through platforms and one bay platform, that are used by Trains for Wales.
- The through platforms are bi-directional.
- The bay platform is used by services from Liverpool Lime Street and Manchester Airport and Piccadilly.
- The station is a terminus for Merseyrail’s electric trains, which use 750 VDC third-rail electrification.
- Some through services stop for up to seven minutes in the station.
This Google Map shows the station.
There is plenty of space.
The simplest way to charge trains at Chester would be to electrify the two through platforms 3 and 4 and the bay platform 1.
I would use 750 VDC third-rail, rather than 25 KVAC overhead electrification.
- I’m an engineer, who deals in scientifically-correct solutions, not politically-correct ones, devised by jobsworths.
- Maintenance staff at the station will be familiar with the technology.
- Station staff and passengers will know about the dangers of third-rail electrification.
- Trains connect and disconnect automatically to third-rail electrification.
- Trains don’t have to stop to connect and disconnect, so passing trains can be topped-up.
- Hitachi with the Class 395 train and Alstom with the Class 373 train, have shown even trains capable of 140 mph can be fitted with third-rail shoes to work safely at slower speeds on lines electrified using third-rail.
- Modern control systems can control the electricity to the third-rail, so it is only switched on, when the train completes the circuit.
I have a vague recollection, that there is an avoiding line at Chester station, so trains can go straight through. Perhaps that should be electrified too.
Carmarthen
Carmarthen station is a two platform station, with a rather unusual layout, that I wrote about in Changing Trains At Carmarthen Station.
I took these pictures when I passed through in 2016.
Note the unusual step-free crossing of the tracks.
This Google Map shows the layout at the station.
I believe it is another station, where third-rail electrification could be the solution.
- Most trains seem to reverse at the station, which gives time for a full charge.
- Others terminate here.
but would they still allow passengers to cross the line as they do now, whilst trains are being charged?
Crewe
Crewe station is fully-electrified.
- Trains for Wales seem to use Platform 6 for through trains and the bay Platform 9 for terminating trains.
- Both platforms appear to be electrified.
- Terminating trains appear to wait at least 9-11 minutes before leaving.
It does appear that Crewe station is ready for battery-electric trains.
Fishguard Harbour
Fishguard Harbour station only has a single terminal platform.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Hereford
Hereford station has four through platforms.
This Google Map shows the station.
There is plenty of space.
As with Chester, I would electrify this station with 750 VDC third-rail equipment.
But the electrification wouldn’t be just for train services in Wales.
- West Midlands Trains, run an hourly service to Birmingham New Street and there is only a forty-one mile gap in the electrification between Hereford and Bromsgrove.
- Great Western Railway’s service to London, has a massive ninety-six mile run to the electrification at Didcot Junction, which could be bridged by installing charging facilities at Worcestershire Parkway and/or Honeybourne stations.
Both services have generous turnround times at Hereford, so would be able to leave fully-charged.
Distances from Hereford station are as follows.
- Abergavenny – 24 miles
- Bromsgrove – 41 miles
- Great Malvern – 21 miles
- Honeybourne – 48 miles
- Ludlow – 13 miles
- Newport – 44 miles
- Shrewsbury – 51 miles
- Worcester Parkway – 33 miles
Hereford station could be a serious battery-electric train hub.
Holyhead
Holyhead station has three terminals platforms.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Liverpool Lime Street
Liverpool Lime Street station is fully-electrified and ready for battery-electric trains.
Llandrindod
Llandrindod station has two through platforms.
I took these pictures at the station as I passed through in 2016.
The Heart of Wales Line is certainly a route, that would benefit from larger trains. Zero-carbon battery-electric trains would surely fit well in the area.
This Google Map shows the station.
It would appear that, it is another station, that could be fitted with third-rail electrification to charge the trains.
Distances from Llandrindod station are as follows.
- Shrewsbury – 52 miles
- Llandovery – 27 miles
- Llanelli – 59 miles
- Swansea – 70 miles
It would appear that a second station with charging facilities or bigger batteries are needed.
Llandudno Junction
Llandudno Junction station has four platforms.
This Google Map shows the station.
There is plenty of space.
As at Chester, the simple solution would be to electrify the platforms used by trains, that will need charging.
Butb there may also be a wider plan.
Llandudno Junction station is at the Western end of a string of five closely-spaced stations with Prestatyn station in the East.
- Llandudno Junction and Prestatyn are eight miles apart.
- Trains take twenty-three minutes to pass through this section.
- Some trains do a detour to Llandudno station before continuing.
- For part of the route, the railway lies between the dual-carriageway A55 road and the sea.
So why not electrify this section of railway between Llandudno Junction and Prestatyn stations?
- Either 750 VDC this-rail or 25 KVAC overhead electrification could be used.
- Prestatyn and Chester are 46 miles apart.
- Llandudno Junction and Holyhead are 40 miles apart.
If third-rail electrification were to be used, it might be advantageous to electrify to Llandudno station.
- It would be less intrusive.
- It would be quieter in an urban area.
- It would give the trains to Blaenau Ffestiniog trains a good charge.
But above all third-rail electrification might cost a bit less and cause less disruption to install.
Machynlleth
Machynlleth station is where the Aberystwyth and Pwllheli services split and join.
This Google Map shows the station.
Consider.
- There is a train depot by the station.
- Will there be a good power supply at the station to charge the trains?
- Machnylleth and Pwllhelli are 58 miles apart.
- Machynlleth and Shrewsbury are 61 miles apart.
I think that Machynlleth might be pushing things too far, without extra stations with charging facilities.
One solution might be to develop the Riding Sunbeams concept and electrify the route between Newtown and Dovey Junction via Machynlleth, using third-rail technology powered-by solar or wind power.
Another solution would be batteries with a larger capacity.
Manchester Airport
Manchester Airport station is fully-electrified and ready for battery-electric trains.
Manchester Piccadilly
Manchester Piccadilly station is fully-electrified and ready for battery-electric trains.
Milford Haven
Milford Haven station only has a single terminal platform.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Pembroke Dock
Pembroke Dock station only has a single terminal platform.
My comments would be similar to what, I said for Aberystwyth station. I would hope a standard solution can be developed.
Pwllheli
Pwhelli station is a only has a single terminal platform.
This Google Map shows the location of the station.
The stsation is at the North West corner of the bay.
My first reaction, when I saw this was that I have to go.
So I took a closer look at the station instead.
I suspect that fitting a charging facility into the station, wouldn’t be the most difficult of engineering problems. Although, there might be a problem getting a good enough connection to the National Grid.
Shewsbury
Shrewsbury station is a five-platform station.
This Google Map shows the station’s unusual location over the River Severn.
It must be one of few stations in the world, where trains enter the station from three different directions.
- From Crewe and Chester to the North.
- From Hereford and Wales to the South.
- From Birmingham and Wolverhampton in the East.
Adding electrification to all or selected platforms should allow trains to recharge and be on their way.
- Under current timetables, dwell times in Shrewsbury are up to eight minutes.
- I would suspect the train times could be adjusted, so that trains left the station with full batteries.
With battery-electric services to Aberystwyth, Birmingham International, Birmingham New Street, Cardiff Central, Chester, Crewe, Hereford, Holyhead, London Euston, Manchester, Pwllheli and Swansea, it will be a very important station.
Swansea
Swansea station has four terminal platforms.
A charging facility could be added to an appropriate number of platforms.
Or perhaps, the last few miles of track into the station should be electrified, so trains could charge on the way in, charge in the station and charge on the way out.
Third Rail Electrification
I have suggested in this post, that 750 VDC third-rail electrification could be used in several places.
I will repeat what I said earlier, when discussing Chester station.
- I’m an engineer, who deals in scientifically-correct solutions, not politically-correct ones, devised by jobsworths.
- Maintenance staff at the station will be familiar with the technology.
- Station staff and passengers will know about the dangers of third-rail electrification.
- Trains connect and disconnect automatically to third-rail electrification.
- Trains don’t have to stop to connect and disconnect, so passing trains can be topped-up.
- Hitachi with the Class 395 train and Alstom with the Class 373 train, have shown even trains capable of 140 mph can be fitted with third-rail shoes to work safely at slower speeds on lines electrified using third-rail.
- Modern control systems can control the electricity to the third-rail, so it is only switched on, when the train completes the circuit.
Third-rail electrification should be seriously considered.
A Standardised Terminal Solution
In this post, I mentioned that the following stations could be powered by a scandalised solution, as they are all one platform, terminal stations.
- Aberystwyth
- Blaenau Ffestiniog
- Fishguard Harbour
- Holyhead
- Milford Haven
- Pembroke Dock
- Pwllheli
The system might also be applicable at Carmarthen and Swansea.
My view is that Vivarail’s Fast Track charging based on third-rail technology would be ideal. I discussed this technology in Vivarail Unveils Fast Charging System For Class 230 Battery Trains.
Conclusion
With a bit of ingenuity, all train services run by Transport for Wales, can be run with battery-electric trains.
Could High Speed Two Trains Serve Chester And North Wales?
This may seem a slightly outrageous proposal to run High Speed Two trains to Chester.
- The city is a major tourist destination.
- Despite its closeness to Crewe it is a major rail hub, with services across Wales to Cardiff, Holyhead and Llandudno and along the border between England and Wales to Shrewsbury and Newport.
- Merseyrail serves the city and the station can be considered to be part of Liverpool’s extensive commuting area. This service is likely to be more reliable and faster with the delivery of new Class 777 trains.
- For parts of Merseyside, travelling to London or Manchester Airport, is easier via Chester than Liverpool Lime Street or Liverpool South Parkway.
If the promoters of High Speed Two are serious about creating a railway for the whole country, then I feel that running trains direct to and from Chester could be very beneficial for the towns and cities, that can be served by the current network at Chester.
Current And Possible Timings
Currently, trains take two minutes over two hours between Euston and Chester.
When Avanti West Coast introduces the new Hitachi AT-300 trains on the route, the following times will be possible.
- Euston and Crewe via West Coast Main Line – 90 minutes – Fastest Pendelino
- Crewe and Chester – 24 minutes – Current timing
This would give a time of one hour and 54 minutes, which is a saving of 8 minutes. But a lot of carbon would not be emitted between Euston and Crewe.
I estimate, that with High Speed Two Phase 2a completed, the following timings will be possible.
- Euston to Crewe via HS2 – 55 minutes – HS2 website
- Crewe and Chester – 24 minutes – Current timing
This would give a time of one hour and 19 minutes, which is a saving of 43 minutes.
Infrastructure Needed
There will need to be some infrastructure changes.
Platform Lengthening At Chester Station
The station would probably be served by two-hundred metre long High Speed Two Classic-Compatible trains, which might need some platform lengthening.
This Google Map shows the station.
It looks to me, that there is plenty of space.
Will Chester And Crewe Be Electrified?
We know little about the capabilities of the trains proposed by the various manufacturers.
But, I wouldn’t be surprised that one or more of the proposals use batteries for one of the following purposes.
- Regenerate braking.
- Emergency power.
- Range extension for up to perhaps sixty miles.
As Chester and Crewe stations are only twenty-one miles apart with no intermediate stations, which will be run at an average speed of only 52 mph I don’t think it will be impossible to extend the service to Chester on battery power.
If electrification is required I wrote about it in Hitachi Trains For Avanti.
As it is only just over twenty miles, I don’t think it will be the most challenging of projects, although there does seem to be a lot of bridges.
Electrification would also allow Avanti West Coast’s Hitachi trains to run on electricity to Chester.
What About Holyhead?
Holyhead could become a more important destination in the next few years.
It is probably the best alternative to avoid flying and driving between Great Britain and the Island of Ireland.
And who can accurately predict, what effect Brexit and thinking about global warming will have?
I have a feeling that after electrification to Chester, using on-board energy storage could be used West of Chester.
It is very difficult to predict battery ranges in the future, but I can see a two hundred metre long High Speed Two Classic-Compatible train being able to reach Holyhead on battery power, with or without some limited extra electrification.
Alternatively, the UK and Welsh governments, might bite the bullet and just electrify the whole route between Crewe and Holyhead.
I have found a train on Real Time Trains, that covered the 105.5 miles between Holyhead and Crewe in two hours and 11 minutes at an average speed of 48 mph. The train took then a total of three hours and forty-five minutes to get to Euston
I estimate that with electrification and some track improvements, that it will be possible to travel between Euston and Holyhead in under three hours before High Speed Two.
Conclusion
It looks to me, that when High Speed Two, think about adding extra destinations, Chester and Holyhead could be on the list.
I also suspect that even without electrification and High Speed Two services, but with the new Class 805 trains, the route could be a valuable one for Avanti West Coast.
Should Phase One Of High Speed Two Go To Birmingham Or Crewe?
The important Crewe station is currently planned to be reached from London in Phase 2a of High Speed Two, with the first train scheduled for 2027, according to Wikipedia.
There have been changes over the years and the delivery of the line at Crewe was brought forward by a few years, so that now it is just twelve months after the line opened to Birmingham.
So is it better that Phase 1 of High Speed Two goes to Birmingham or Crewe?
The Route Of High Speed Two Between Birmingham And Crewe
This map clipped from the High Speed Two web site, shows the route between Birmingham and Crewe.
Note.
- Phase 1 is shown in dark blue
- Phase 2a is shown in a lighter blue.
- Phase 2b is shown in orange.
- Crewe is in the North-West corner of the map.
- Of the two routes in the middle Phase 2a is to the East with the West Coast Main Line to the West.
- Birmingham is in the South-East Corner of the map, where two stations are shown; Birmingham Curzon Street in the West and Birmingham Interchange slightly to the South.
This second map, shows High Speed Two to the East of Birmingham.
Note.
- The colours are the same.
- The Eastern leg to Nottingham and Leeds, which is shown in orange, goes off to the North-East.
This third map shows the route around Lichfield.
Note.
- Phase 1 is shown in dark blue
- Phase 2a to Crewe is the branch going North and is shown in a lighter blue.
- The other branch going to the North West is the existing West Coast Main Line.
This fourth map shows the routes between Lichfield and Crewe
Note
- The colours are the same.
- Phase 2a of High Speed Two is the straighter route to the East.
- The more curvy route is the existing West Coast Main Line.
This fifth map shows the section of the route through Crewe.
Note.
- At the North of the map, the blue line is the West Coast Main Line and the orange line is the High Speed Two route to Manchester.
- Through Crewe the two lines share a route and may even share tracks.
- At the South of the map the High Speed Two route is on the East, with the West Coast Main Line to the West.
Click here to access High Speed Two’s interactive map, that I used to obtain these maps.
Phase One Services
Currently the following services are planned for Phase One of High Speed Two.
- Three trains per hour (tph) – Birmingham Curzon Street, via Old Oak Common (OOC) and Birmingham Interchange.
- Three tph – Birmingham Interchange via OOC.
- Two tph – Liverpool Lime Street via OOC, Stafford (1tph), Crewe (1tph) and Runcorn
- Three tph – Manchester Piccadilly via OOC, Wilmslow (1tph) and Stockport
- One tph – Preston via OOC, Crewe, Warrington Bank Quay and Wigan North Western
- One tph – Glasgow Central via OOC and Preston
Summing these up, the following totals are calculated.
- 6 tph – Birmingham Interchange
- 2 tph – Crewe
- 2 tph – Preston
Most other stations get two tph or less.
Birmingham Or Crewe?
In the following sections I will discuss various points.
Service Between Euston And Stafford
There is an interesting point shown up by the maps and the proposed services for Phase One.
Trains using High Speed Two won’t be able to call at Stafford unless they take a diversion along the West Coast Main Line. So after Phase 2a has been built between Lichfield and Crewe, Stafford could lose its High Speed Two service, unless they use the classic route.
Birmingham Interchange Station
Birmingham Interchange station will be unaffected by the decision of the terminus of Phase 1 of High Speed Two.
- It will be a Parkway station, with probably lots of parking.
- It will be connected to the National Exhibition Centre, Birmingham International station and Birmingham Airport by means of a people mover.
- All High Speed Two services go through the station and six tph are proposed to stop in Phase 1.
- The West Midlands Metro could serve the station.
- It will be thirty-eight minutes from London. Stansted Airport is fifty and Gatwick is around thirty!
I suspect that the time to and from London and a four-hundred metre long train every ten minutes, will mean that this will be a very busy station.
- Will Londoners treat Birmingham Airport, as a London Airport?
- Motorways to the East of Birmingham could mean the West Midlands treats the station as a Park-and-Ride station for London.
- Birmingham International station is a well-connected station with five platforms.
This station could become the busiest in the UK.
Birmingham Curzon Street Station
Birmingham Curzon Street station will be an unusual station for the UK, in that will be a city-centre terminal station running East-West, with services going both North and South, using a junction with the main High Speed Two.
- It will have seven platforms.
- It will be a short walk to Birmingham Moor Street station.
- It will have a stop on the West Midlands Metro line between Digbeth and Grand Central
Birmingham are hoping the station will be a catalyst for redevelopment of the area around the station.
After Phase 2 of High Speed Two services to the South are planned to include.
- Three tph – Euston via Birmingham Interchange and OOC.
- One tph – Birmingham Interchange direct
The hourly shuttle between the two stations makes up the service between them to a Turn-Up-And-Go frequency of four tph.
After Phase 2 of High Speed Two services to the North are planned to include.
- One tph – Stafford or Crewe direct
- One tph – Manchester Piccadilly via Crewe and Manchester Interchange
- Two trains per day – Preston via Crewe, Manchester Interchange and Wigan North Western
- Two trains per day – Carlisle via Manchester Interchange, Wigan North Western and Preston.
- One tph – Glasgow via Warrington Bank Quay, Wigan North Western, Preston and Carlisle.
- One tph – Edinburgh via Crewe, Warrington Bank Quay, Wigan North Western, Preston and Carlisle.
- One tph – Leeds via East Midlands Hub
- One tph – York via East Midlands Hub and Sheffield
- One tph – Newcastle via York
Summing up four tph go via the Western leg and Crewe to the North and three tph go via the Eastern leg and East Midlands Hub.
I suspect it is all about balancing the services between the three legs of High Speed Two.
- London and Birmingham
- Birmingham and North West England and Scotland
- Birmingham and North East England.
High Speed Two has been designed for fifteen tph running into Euston, so if all parts of the route can handle that number of trains, there must be a lot of scope to add extra services.
Birmingham Curzon Street with its seven platforms would balance all the services and probably help to sort things out in times of disruption.
Between Birmingham International Station And Lichfield
The maps show that this section must be built to connect High Speed Two to the West Coast Main Line just to the North of Lichfield Trent Valley station on the Trent Valley Line, as there is no other possible connection between the two routes.
This map clipped from the High Speed Two map, shows where the two lines join.
It is obviously designed for speed.
I estimate that the distance between Birmingham Interchange and this junction is not far short of twenty miles.
Between Lichfield And Crewe Station
Along the West Coast Main Line, the distance is around forty-two miles, but the straighter route proposed for High Speed Two could be a few miles shorter and several minutes faster.
If Phase 1 of High Speed Two were not to be built, trains would have to share the West Coast Main Line through Stafford station.
Currently, Stafford station can have as many as fifteen tph through the station.
Phase 1 of High Speed Two will have these trains going North of Birmingham Interchange station.
- Two tph – Liverpool Lime Street
- Three tph – Manchester Piccadilly
- One tph – Preston
- One tph – Glasgow Central
Which is a total of seven tph, with one tph stopping at Stafford.
I doubt they could all be squeezed through Stafford.
There would certainly be no space for any trains starting at Birmingham Curzon Street.
This is a very simple example of the capacity problems on the West Coast Main Line, which can only be solved by extra tracks to the North.
Crewe Station
Consider these points about Crewe station.
- It is not of a design that reflects its status.
- Currently, it handles 23 tph, that go all over the North West and much further.
- Phase 1 of High Speed Two would add another seven tph
- New services are planned.
- A rebuilding of the station would surely improve both capacity and operational efficiency.
- Looking at the fifth of the maps, it appears that the West Coast Main Line and High Speed Two share a corridor , if not tracks, through Crewe station.
For all these reasons, I am convinced that if High Speed Two passes through, then the station will need a rebuild.
So it looks like whether High Speed Two goes ahead or not, Crewe station will need an expensive rebuild.
Extra High Speed Two Services Through Crewe
Once Phase 2a has been completed, this will allow some extra Phase 2 services to be run along the route from Euston.
- Two tph from one tph – Glasgow Central via OOC, Birmingham Interchange (1tph), Preston and Carstairs
- Two tph – Edinburgh via OOC, Birmingham Interchange (1tph), Preston, Carstairs and Edinburgh Haymarket
I suspect these might run as a pair of trains as far as Carstairs and split and join there.
There will also be extra services between Birmingham Curzon Street, Crewe and Stafford to Edinburgh, Glasgow, Liverpool Lime Street, Manchester Piccadilly and Preston.
It is worth noting, that when all the services going North from Birmingham are summarised, you get the following.
- Four tph – Manchester Piccadilly
- Three tph – Liverpool Lime Street
- One tph – Preston
- Four tph – Glasgow/Edinburgh
- One tph – Stafford or Crewe
It looks a bit complicated North of Crewe, but it will create a frequent service between Crewe and Scotland.
High Speed To Chester
It should also be noted, that if between Crewe and Chester were to electrified, High Speed Two trains could serve Chester.
- Chester is a major rail interchange for the Border areas between England and Wales, North Wales and the Wirral.
- It is also connected to Merseyrail.
- Chester is an important tourist destination, with the city centre close to the station.
Electrification might also allow battery-electric versions of Avanti’s new Hitachi trains to serve some of their routes, without using diesel.
This simple example of Chester, says to me that opening High Speed Two to Crewe could allow extra services to be developed.
Conclusion
It appears from this analysis, that the only advantage of not building Phase 2a is that about forty miles of line between Lichfield and Crewe can be pushed back for a few years.
The Anonymous Widower 