The Anonymous Widower

Northern Powerhouse Rail – Significant Upgrades And Journey Time Improvements To The Hope Valley Route Between Manchester And Sheffield

In this article on Transport for the North, which is entitled Northern Powerhouse Rail Progress As Recommendations Made To Government, one of the recommendations proposed for Northern Powerhouse Rail is significant upgrades and journey time improvements to the Hope Valley Line between Manchester and Sheffield.

I shall look at a few of the possibilities for the route.

Northern Powerhouse Rail’s Objective For The Route

Wikipedia, other sources and my calculations say this about the trains between Manchester and Sheffield.

  • The distance between the two stations is 42.6 miles
  • The current service takes 49 to 57 minutes and has a frequency of two trains per hour (tph)
  • This gives an average speed of 52.2 mph for the fastest journey.
  • The proposed service with Northern Powerhouse Rail will take 40 minutes and have a frequency of four tph.
  • This gives an average speed of 63.9 mph for the journey.

This last figure of 63.9 mph, indicates to me that a 100 mph train will be able to meet Northern Powerhouse Rail’s objective.

Current Trains On The Hope Valley Line

In July this year, I went along the Hope Valley Line between Manchester Piccadilly and Dore and Totley stations, which I wrote about in Along The Hope Valley Line – 13th July 2020.

My train was a pair of refurbished Class 150 trains.

These trains can handled the current timetable but they have an operating speed of only 75 mph.

Looking at Real Time Trains for last week, it now appears that Northern are using new three-car Class 195 trains.

These are much better.

  • They are 100 mph trains with much better acceleration.
  • The train was still running the timetable for the slower trains.

With thirteen stops, I suspect that these new trains could be under fifty minutes between Manchester and Sheffield.

Will The Hope Valley Line Be Electrified?

Consider.

  • Currently, the Hope Valley Line is electrified between Manchester Piccadilly and Hazel Grove stations.
  • In the future, the line is likely to be electrified between Sheffield and Dore & Totley stations, in conjunction with rebuilding the Midland Main Line, to the North of Clay Cross North junction for High Speed Two.
  • After the electrification at the Eastern end, just over thirty miles will be without electrification.
  • The Hope Valley Line has an operating speed of 90 mph.

This Hitachi infographic shows the specification of the Hitachi Regional Battery train.

As these are a 100 mph train with a range of 90 km or 56 miles on battery power, these trains could work Manchester and Sheffield in the required time of forty minutes. provided they could be charged at the Sheffield end of the route.

TransPennine’s Class 802 trains can be fitted with batteries to become Regional Battery Trains, so it would appear that TransPennine’s services on this route could go zero-carbon.

In addition Northern, who are the other passenger operator on the route are working with CAF on battery electric trains, as I wrote about in Northern’s Battery Plans,

I don’t believe there are pressing reasons to electrify the Hope Valley Line to allow passenger trains to meet Northern Powerhouse Rail’s objective.

Will Operating Speed On The Hope Valley Line Be Increased?

Under Plans in the Wikipedia entry for the Hope Valley Line, this is said.

Network Rail, in partnership with South Yorkshire ITA, will redouble the track between Dore Station Junction and Dore West Junction, at an estimated cost of £15 million. This costing is based on four additional vehicles in traffic to deliver the option, however, this will depend on vehicle allocation through the DfT rolling stock plan. This work will be programmed, subject to funding, in conjunction with signalling renewals in the Dore/Totley Tunnel area.

Other proposals include a 3,600 feet (1,100 m) loop in the Bamford area, in order to fit in an all-day (07:00–19:00) hourly Manchester–Sheffield via New Mills Central stopping service, by extending an existing Manchester–New Mills Central service. Planning permission for this was granted in February 2018, but delays mean that this will now not be completed until 2023.

These changes to allow three fast trains, a stopping train and freight trains each hour were also supported in a Transport for the North investment report in 2019, together with “further interventions” for the Northern Powerhouse Rail programme.

It would also probably be a good idea, to increase the operating speed of the line to 100 mph where possible.

Effect On Passenger Services

100 mph trains on a track with an operating speed of 100 mph, could show some impressive timings.

On the Great Eastern Main Line, which is a very busy 100 mph double-track railway, 100 mph trains, achieve a 77 mph average for 90 minutes over the 115 miles, between London Liverpool Street and Norwich with a single stop.

A one-stop Manchester and Sheffield service at this speed would take just 33.2 minutes.

The stopping trains would be more of a challenge to get under forty minutes, but at least if they were battery electric trains, they’d have the better acceleration and deceleration of the electric trains.

  • Fifty minutes would be a realistic time.
  • Ten minutes turnround time at each end, would be ideal for charging the batteries and give an efficient two hour round trip.

Efficient timetabling could create a very comprehensive service for the Hope Valley Line.

Freight Trains On The Hope Valley Line

Under Freight in the Wikipedia entry for the Hope Valley Line, this is said.

Over a million tons of cement a year is taken away by rail from Earle’s Sidings at Hope.

That is a very large number of freight trains, all of which are currently hauled by diesel locomotives.

  • Looking at Real Time Trains, there are nearly always two freight trains in every hour of the day.
  • If you look at the routes, they go to a myriad number of destinations.
  • Following the routes between Dore Junction and the quarries to the South of the Hope Valley Line, there are several tunnels.
  • There are numerous quarries in a cluster, all served by their own rail lines.

Electrifying the delivery of the cement and limestone from the quarries would be a large and very expensive operation.

This Google Map shows Earle’s Sidings at Hope.

Perhaps a half-way house solution would be to use diesel to haul trains between the quarries and Earle’s sidings, where the locomotive is changed for an electric one?

  • But that would then mean that all routes from between the Peak District quarries and their destinations would need to be fully-electrified.
  • It should be noted that that the problem of zero-carbon trains, also exists at port and rail freight interchanges, where safe operation with 25 KVAC overhead wires everywhere can be a nightmare.
  • Rail freight companies are unlikely to change their old diesel locomotives for new expensive electric locomotives, until all possible routes are fully electrified.
  • It is also a big problem, all over the world.

Perhaps, what is needed is a self-powered zero-carbon locomotive with sufficient power to haul the heaviest trains?

I believe such a locomotive is possible and in The Mathematics Of A Hydrogen-Powered Freight Locomotive, I explored the feasibility of such a locomotive, which was based on a Stadler Class 68 locomotive.

The zero-carbon locomotive, that is eventually developed, may be very different to my proposal, but the commercial opportunities for such a locomotive are so large, that I’m sure the world’s best locomotive designers are working on developing powerful locomotives for all applications.

Conclusion

Northern Powerhouse Rail’s ambition for Manchester and Sheffield via the Hope Valley Line is simply stated as four tph in forty minutes. But this may be something like.

  • Three fast tph in forty minutes.
  • One stopping tph in perhaps fifty minutes.
  • One freight tph in each direction to and from the quarries that lie to the South of the line.

I didn’t realise how close that the line is to that objective, once the following is done.

  • Introduce 100 mph passenger trains on the route.
  • Improve the track as has been planned for some years.

Note that all the passenger trains, that now run the route; Class 185, 195 and 802 trains, are all 100 mph trains, although they are diesel-powered.

With a length of just under 43 miles, the route is also ideal for battery electric trains to work the passenger services, be the trains be from Hitachi, CAF or another manufacturer, after High Speed Two electrifies the Midland Main Line to the North of Clay Cross North Junction, in preparation for high speed services between London and Sheffield.

I would recommend, that one of High Speed Two’s first Northern projects, should be to upgrade the Midland Main Line between Clay Cross North junction and Sheffield station to the standard that will be required for High Speed Two.

I would also recommend, that the Government sponsor the development of a hydrogen electric locomotive with this specification.

  • Ability to use 25 KVAC overhead or 750 VDC electrification
  • 110 mph operating speed on electrification.
  • Ability to use hydrogen.
  • 100 mph operating speed on hydrogen.
  • 200 mile range on hydrogen.

A locomotive with this specification would go a long way to decarbonise rail freight in the UK and would have a big worldwide market.

 

 

 

 

 

November 23, 2020 Posted by | Hydrogen, Transport | , , , , , , , , , , , , , | 1 Comment

Dore And Totley Station – 13th July 2020

These pictures show Dore and Totley station.

These are my thoughts on the station and the tracks through it.

The Midland Main Line And High Speed Two

The two tracks, that are furthest away from the station platform are the Midland Main Line between Sheffield and Chesterfield, Derby and the South.

  • These tracks will be taken over by High Speed Two.
  • They will be electrified with 25 KVAC overhead electrification.
  • The trains on the Midland Main Line will continue to use the electrified tracks.
  • East Midlands Railway have ordered bi-mode Class 810 trains, which will each be 120 metres long or 240 metres long, when running as a pair.
  • CrossCountry’s Class 220 trains are 187 metres long running as a pair.
  • I estimate that the faster trains were doing around 100 mph, as they passed Dore and Totley station. I shall measure it properly next time, I go to Sheffield on a train.

Note.

  1. High Speed Two’s trains will probably be going through at the same speed as East Midlands Railway’s Class 810 trains.
  2. High Speed Two will be running their 200 metre long classic-compatible trains to and from Sheffield, so except that there will be two more trains in every hour, there will be little difference.
  3. Both the High Speed Two and the East Midlands Railway trains will be running on electric power between Sheffield and Chesterfield stations.
  4. It is likely that other services will use electric power on the Midland Main Line.
  5. There will be no platforms on the High Speed tracks at Dore and Totley station.

I would suspect that there will be little disruption to train services through the area, whilst the electrification is installed, judging by the disruption caused during electrification between Bedford and Corby.

Dore Junction

Dore Junction is a triangular junction, that connects the Hope Valley Line and the Midland Main Line to the South of Dore and Totley station.

This Google Map shows Dore Junction.

Note.

  1. Dore and Junction station is at the North of the Map.
  2. Dore West Junction is in the South West corner of the map and leads to the Hope Valley Line.
  3. Dore South Junction is in the South East corner of the map and leads to Chesterfield on the Midland Main Line.

This second Google Map shows Dore South Junction.

Could this junction be improved to increase capacity and efficiency?

  • The Southern track of the triangular junction is only single track.
  • It is a major route for stone trains between Derbyshire and London and the South.

If Network Rail have any ideas for Dore Junction, then surely, when the works in the area are being carried out, is the time for them to be performed.

Platform Length At Dore And Totley Station

I took these two pictures when I arrived at Dore and Totley station.

As the train was formed of two two-car Class 150 trains and the train fits the platform, it would appear that the platform is about eighty metres long.

An Extra Platform At Dore And Totley Station

There may be no plans to put platforms on the Midland Main Line, but plans exist for an extra track through the station, that will connect to the Hope Valley Line.

This Google Map shows Dore and Totley station and the Midland Main Line.

 

The second platform wouldn’t be the widest platform,. but I’m sure a second track and a safe platform could be squeezed in.

I wonder if more space is needed, the Midland Main Line could be realigned to give more space and better performance.

A Turnback At Dore And Totley Station

In Beeching Reversal – Sheaf Valley Stations, I said this about a possible turnback at Dore and Totley station.

This Google Map shows Dore & Totley station and the area to the South.

Note.

    1. There would appear to be a lot of space between the Midland Main Line and the single track, that leads between Dore & Totley station and the Hope Valley Line.
      Flying my helicopter, as low as I dare, it looks like the area is either a rubbish dump or very low grade businesses.
      Crossrail has designed turnbacks at Abbey Wood and Paddington stations, that will handle twelve tph.
      I believe that it would be possible to design a turnback at Dore & Totley station, that would handle eight trains per hour, if not twelve tph.

It might even be possible to squeeze in some overnight stabling.

Whilst I was at Dore and Totley station, I met a couple, who were perhaps a few years older than me, who had grown up in the area.

He could remember local steam services between Sheffield and Dore and Totley stations, where there had been a turntable to the South of the station to reverse the locomotive.

Conclusion

After what I saw on my visit to Dore and Totley station, I would suspect that the station can be updated to the standard required to allow four tph between Manchester Piccadilly and Sheffield stations.

It could also be a station that will attract passengers.

 

July 14, 2020 Posted by | Transport | , , , , , , | 1 Comment

Along The Hope Valley Line – 13th July 2020

These pictures show my return trip between Manchester Piccadilly and Dore & Totley stations.

There are an assorted set of stations.

  • Some stations appear to have new platforms.
  • Marple station has a impressive step-free bridge.
  • Some stations may be Listed or should be.
  • There are walking routes from some stations.
  • Some stations need improvements to the access.

I also have some thoughts on the service.

The Class 150 Trains

The Class 150 trains have these characteristics.

  • Installed Power – 426 kW
  • Weight – 35.8 tonnes
  • Operating Speed – 75 mph.

This compares with these for a Class 195 train.

  • Installed Power – 780 kW
  • Weight – 40 tonnes
  • Operating Speed – 100 mph.
  • Acceleration – 0.83 m/sec/sec

Unfortunately, I can’t find the acceleration for a Class 150 train, but I suspect that it’s not as good as the Class 195 train.

  • I was in a Class 150 train, for both journeys.
  • IThe train was on time both ways.
  • The engine under my carriage wasn’t working that hard.
  • The train was trundling around at around 60 mph.
  • The operating speed of the line is 90 mph.

So I suspect, that a well-driven Class 195 train will shave a few minutes from the journey time.

Transport For The North’s Plan For Manchester And Sheffield

Transportbfor the North objective for Manchester Piccadilly and Sheffield stations can be summed up as follows.

Four tph in forty minutes.

As current trains take over anhour, it could be a tough ask!

The Timetable

The timetable isn’t very passenger-friendly with no easy-to-remember clock-face timetable.

This must be sorted.

Hopefully, it will increase the number of passengers riding on the route.

Battery Electric Trains

Consider.

  • Sheffield station will be electrified for High Speed Two.
  • It is likely that the route between Dore & Totley and Sheffield station will be electrified.
  • There is electrification at the Manchester end of the route.
  • The distance without electrification in the middle is probably about thirty-six miles.
  • Fifty-sixty miles seems a typical range quoted for a battery electric train by train manufacturers.

As electric trains generally accelerate faster than their diesel equivalent, these could run the route reliably and save time on the journey.

Conclusion

I’m coming round to the opinion, that Transport for the North’s objectives for the route can be met without electrification.

July 14, 2020 Posted by | Transport | , , , , , , , , , | 2 Comments

Beeching Reversal – Sheaf Valley Stations

This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

Stations To Be Rebuilt

As you approach Sheffield station, you pass four station sites, three of which are demolished and the fourth is just a shadow of its former self.

Dore & Totley

Dean & Totley station used to have four platforms and this Google Map, shows what is left after British Rail’s vandalism in the mid-1980s.

Note.

  1. The station has only one platform.
  2. The single track in the platform handles all trains to and from the Hope Valley Line.
  3. At present it appears to be two trains per hour (tph) in both directions.
  4. The two tracks at the right are the Midland Main Line.

Transport for the North wants to run four tph between Manchester Piccadilly and Sheffield through here, that will take forty minutes between the two cities.

Updates planned for the station include.

  • A second platform for Manchester-bound trains.
  • A new bridge with lifts.
  • Platforms long enough to take a pair of Class 185 trains or a five-car Class 802 train.
  • A full hourly service.

There certainly seems to be enough space for another platform and track through the middle of the station.

At some point in the near future, the two Midland Main Line tracks will be electrified, as part of the upgrade for High Speed Two.

Between Dore & Totley And Beauchief

This Google Map shows a typical section of the line between Dore & Totley and Beauchief stations.

Note the two Midland Main Line tracks on the right and single-track to the Hope Valley Line on the left.

It would appear that the fourth track can be squeezed in between the single track and the Midland Main Line.

Beauchief

Beauchief station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

  1. The building with the red dot is the former Beauchief Hotel. which was by the station.
  2. On a larger screen you can see three tracks going into Sheffield.

I’m fairly certain that four tracks and two platforms for a station can be fitted into this narrow trackbed.

Millhouses & Eccleshall

Millhouses and Eccleshall station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

  1. Wikipedia says the station was accessed from the Archer Road bridge, which is in the South East corner of the map.
  2. It looks like there are three tracks with space for four.
  3. The road to the North-West of the railway is called Old Station Road.

As at Beauchief, it will be tight.

Heeley

Heeley station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

  1. The red arrow indicates Heeley Bridge, which Wikipedia says is near the station site.
  2. There appears to be only two tracks through here.

It is easy to follow the tracks from here to Sheffield station.

Could A Four Track Railway Be Rebuilt Between Dore & Totley And Sheffield Stations?

I’ve not seen anything that says that building a four-track railway through here is not possible.

In a few years, there could be the following tracks and platforms, on this section.

  • Two fast tracks for High Speed Two, Midland Main Line and CrossCountry trains, that will be electrified with 25 KVAC overhead electrification.
  • The High Speed Two trains will be classic-compatible and up to 200 metres long.
  • The two fast tracks will not have any platforms.
  • Two slow tracks for local services, that will be appropriately electrified.
  • The slow tracks will have step-free platforms, that will be long enough to take a five-car Class 802 train or a pair of Class 185 trains.

I can’t for the life of me understand, why this stretch of four-track main line between Dore & Totley and Sheffield stations was ever simplified, as at other places on the UK network, extra tracks were being added to the main lines, at the same time.

Future Services On The Fast Lines

Currently, the following services take the fast lines between Sheffield and Chesterfield stations via Dore & Totley station.

  • East Midlands Railway – Sheffield and London St. Pancras – 2 tph
  • East Midlands Railway – Sheffield and Norwich via Nottingham – 1 tph
  • CrossCountry – Edinburgh/Newcastle and Derby/Birmingham and the South – 2 tph
  • Northern – Sheffield and Nottingham – 1 tph

That is a very modest six tph.

High Speed Two are currently planning to run two tph between Sheffield and London Euston.

There may or may not be other changes.

  • As Birmingham Curzon Street and Sheffield will be just forty-seven minutes by High Speed Two all the way, will these destinations have a direct high speed classic-compatible service? There’s plenty of space capacity on High Speed Two.
  • I don’t think the Sheffield and St. Pancras services will be dropped, but they might be.
  • CrossCountry will probably be running intelligent multi-mode trains capable of 125 mph running and up to 140 mph in places.
  • Northern’s service between Sheffield and Nottingham might go via a reopened Barrow Hill Line.

But the biggest change will be that these two fast lines will be to High Speed Two standards.

  • Sheffield and Chesterfield will be electrified.
  • There will in-cab digital signalling, which theoretically could probably allow eighteen tph on the route.
  • High Speed Two Trains between Sheffield and Chesterfield will take twelve minutes.
  • Sheffield station will have been modified as required, to be able to handle all trains very efficiently.

But it would still be carrying a modest eight tph.

If required Sheffield would have the capacity to accept more trains from the South.

I wouldn’t be surprised to see, the following trains added.

  • An extra tph to and from London Euston via High Speed Two.
  • Two tph to and from Birmingham Curzon Street via High Speed Two.

I also wouldn’t be surprised to see CrossCountry using classic-compatible High Speed Two trains and switching to High Speed Two between Birmingham New Street and Sheffield. But these trains would still use the same tracks to access Sheffield station.

But I am led to the conclusion, that Sheffield will have more than enough capacity linking the City to Chesterfield and the South.

Future Services On The Slow Lines

Or should I use lines connecting to the Hope Valley Line rather than slow lines?

Currently, the following services take the slow lines between Sheffield and  Dore & Totley stations.

  • East Midlands Railway – Liverpool Lime Street and Sheffield – via Manchester Piccadilly – 1 tph
  • TransPennine Express – Manchester Airport and Cleethorpes via Manchester Piccadilly – 1 tph
  • Northern – Sheffield and Manchester Piccadilly – 1 tph

 

Transport for the North aims to run a four tph service with a forty minute journey time between Manchester Piccadilly and Sheffield.

Consider.

  • 100 mph TransPennine Express trains take fifty-three minutes between Sheffield and Manchester Piccadilly without a stop.
  • Classic-compatible trains with a battery capability could easily handle the route.
  • Northern’s services on the Hope Valley Line are timed for 75 mph trains.
  • Dore & Totley and Hazel Grove stations are twenty-nine miles apart.

If between Dore & Totley and Sheffield stations were to be electrified and track improvements like passing loops were to be made to the Hope Valley Line, I believe that to achieve a forty minute all-stops timing between Sheffield and Manchester Piccadilly, would need a train with the following specification.

  • Electric train with batteries.
  • Four cars
  • 100 mph or faster operating speed.
  • Step-free access between platform and train.
  • Sparkling acceleration and deceleration.
  • Ability to run under in-cab digital signalling to keep out of the way of freight services.

Looking at Crossrail between London Paddington and Maidenhead stations, the London route is probably as difficult as the Hope Valley Line and it has been designed as a forty minute service with ten stops, using a modern electric train.

If TransPennine fitted batteries to their Class 802 trains, these trains would fit the Northern Powerhouse Rail requirements.

East Midlands Railway and Northern would find that the following trains could be used.

  • Bombardier – Aventra with batteries
  • Bombardier – Class 377 train with batteries
  • Bombardier – Class 379 train with batteries
  • CAF – Class 331 train with batteries
  • Hitachi – Class 385 train with batteries
  • Porterbrook – Battery/FLEX train based on Class 350 train
  • Stadler – Flirt with batteries

All would need that between Dore & Totley and Sheffield stations be electrified.

After the upgrades and the new or refurbished trains are running, this would mean that between Dean & Totley and Sheffield would be handling four tph, which would be semi-fast trains between Sheffield and Manchester Piccadilly. Although to current passengers on the line, they would seem to be fast services of a much higher standard.

It would not be very different to how the slow lines into Paddington also handle about four tph of other services, including GWR services and freight.

I believe that to provide an adequate service to the reopened and rebuilt stations of Dore & Totley, Beauchief, Millhouses & Eccleshall and Heeley, that a Turn-Up-And-Go service of at least four tph should be run between Dore & Totley and Sheffield stations.

A Turnback At Dore & Totley

This Google Map shows Dore & Totley station and the area to the South.

Note.

  1. There would appear to be a lot of space between the Midland Main Line and the single track, that leads between Dore & Totley station and the Hope Valley Line.
  2. Flying my helicopter, as low as I dare, it looks like the area is either a rubbish dump or very low grade businesses.
  3. Crossrail has designed turnbacks at Abbey Wood and Paddington stations, that will handle twelve tph.

I believe that it would be possible to design a turnback at Dore & Totley station, that would handle eight trains per hour, if not twelve tph.

It might even be possible to squeeze in some overnight stabling.

Trains Or Tram-Trains Between Dore & Totley And Sheffield Stations

In my view, it doesn’t matter.

Crossrail’s 12 tph turnbacks can handle a 205 metre long Class 345 train, so I’m sure a well-designed turnback at Dore & Totley could handle a mixture of any trams or tram-trains below a defined maximum length of say 140 metres, which would be defined by a pair of Class 185 trains, which might have to be turned back during service disruption.

Where Would The Services Terminate in The East?

It is my view that cross-city services like Birmingham’s Cross-City Line, Liverpool’s Northern Line, London’s Crossrail and Thameslink, Newcastle’s Metro and Paris’s RER are efficient for both passengers and train operators.

So Dore & Totley station could be one end of a Sheffield cross-city line, with a frequency of at least eight tph through Beauchief, Millhouses & Eccleshall, Heeley and Sheffield stations.

So where would services go on the other side of Sheffield? Wikipedia gives these as services to the East of Sheffield.

  • Leeds via Barnsley and Wakefield (fast) – 2 tph
  • Leeds via Meadowhall, Barnsley, Wakefield and Castleford (stopping). – 1 tph
  • Leeds via Meadowhall, Moorthorpe and Wakefield. – 1 tph
  • Scarborough via Meadowhall, Doncaster, Hull and Bridlington. – 1 tph
  • Lincoln Central via Worksop and Retford – 1 tph
  • Gainsborough Central via Worksop, three trains per week continue to Cleethorpes via Brigg. – 1 tph
  • Huddersfield via Meadowhall, Barnsley and Penistone – 1 tph
  • Doncaster via Meadowhall and Rotherham, with one train per hour continuing to Adwick – 2 tph
  • York via Moorthorpe and Sherburn-in-Elmet. – 3 trains per day (tpd)

For much of the day, that is a frequency of 10 tph, with 5 tph calling at Meadowhall, 2 tph calling at Worksop and two fast tph passing Meadowhall without stopping.

But there are other rail projects under development.

I can see classic-compatible High Speed Two trains serving the following places to the East of Sheffield.

  • Leeds
  • Hull via Doncaster
  • Scarborough via York
  • Cleethorpes via Doncaster, Scunthorpe and Grimsby.

A train like a five-car Class 802 train would probably be enough for most routes except Leeds.

I can see the following terminals for tram-trains to the East of Sheffield.

  • Doncaster and Doncaster-Sheffield Airport
  • Waverley station, which could be on a loop from the Sheffield and Lincoln Line.
  • Barnsley Dearne Valley

There may well be others.

If Sheffield were Karlsruhe in Germany, the tram-trains would probably serve the following routes.

  • Huddersfield via Penistone.
  • Lincoln via Worksop and Gainsborough.
  • Manchester via the Hope Valley Line.

But the Germans have a much larger electrified core, than Sheffield will have, even if High Speed Two electrifies between Dore & Totley and Thurnscoe stations via Sheffield.

I can make a table of destinations and distances and how they could be served.

  • Barnsley – 16 miles – Possible return trip from Sheffield for a battery electric train.
  • Barnsley Dearne Valley – 8 miles from Rotherham Parkgate – Possible return trip from Sheffield via Rotherham Parkgate for a battery electric tram-train.
  • Doncaster – 11 miles from Rotherham Parkgate – Possible return trip from Sheffield via Rotherham Parkgate for a battery electric tram-train.
  • Chesterfield via Barrow Hill – 17 miles – Possible return trip from Sheffield for a battery electric tram-train.
  • Doncaster Sheffield Airport – 10 miles from Doncaster – Possible return trip from Sheffield via Rotherham Parkgate and Doncaster for a battery electric tram-train.
  • Gainsborough Lea Road. – 32 miles – See Lincoln Central.
  • Huddersfield – 36 miles – Possible battery electric train with charging at Huddersfield.
  • Hull – 59 miles – Possible battery electric train with charging at Doncaster and Hull.
  • Lincoln Central – 48 miles – Possible battery electric train with charging at Lincoln and/or Gainsborough Lea Road. Otherwise diesel.
  • Penistone – 23 miles – Possible return trip from Sheffield for a battery electric train, using Newton’s friend on the way back.
  • Retford – 23 miles – Possible return trip from Sheffield for a battery electric train.
  • Waverley – About 6 miles – Possible return trip from Sheffield for a battery electric tram-train.
  • Worksop – 16 miles – Possible return trip from Sheffield for a battery electric train.

It looks to me like a mix of battery electric trains and tram-trains could run most of the services from Sheffield, if services that used new High Speed Two infrastructure used classic-compatible trains or trains like the existing Class 802 trains, that have been converted to battery electric operation.

Note.

  1. I am assuming, that a battery electric train has  a range of 56 miles on a single charge.
  2. Rotherham Parkgate station is changed to a through station.
  3. Tram-trains passing through Doncaster can recharge on the station’s 25 KVAC overhead electrification.
  4. Charging can be provided as required at other stations.

There are lots of possibilities.

Consider, this for tram-train extensions to Barnsley Dearne Valley, Doncaster and Doncaster Sheffield Airport.

  • Extend the tram-train service at Rotherham Parkgate to either Doncaster and Doncaster Airport or Barnsley Dearne Valley stations.
  • Run tram-trains between Dore & Totley and Rotherham Parkgate via Sheffield, Meadowhall and Rotherham Central.

This would give a double-ended route across Sheffield and Rotherham between Dore & Totley and the existing Supertram network in the West and Barnsley Dearne Valley, Doncaster and Doncaster Sheffield Airport in the East.

Consider how to connect the branch to Waverley station to the Supertram network.

  • Waverley station will be either on or on a loop from the Sheffield and Lincoln Line.
  • The Sheffield and Lincoln Line has no obvious connection with the Supertram network.
  • The Sheffield and Lincoln Line goes straight in to Sheffield station.
  • Trains to Lincoln always appear to use Platform 4 in Sheffield station.
  • Sheffield station has four through platforms.

This Google Map shows where the Sheffield and Lincoln Line passes behind the Supertram Depot at Nunnery.

Note.

  1. The Nunnery Square Park and Ride is in the South West corner of the map.
  2. The Supertram depot is to the East of the Park-and-Ride, with the Nunnery Square tram stop to the South.
  3. The Woodbourn Road tram stop is in the North East corner of the map.

This second Google Map shows the lines around the Park-and-Ride.

I suspect that a connection between the Supertram system and the Sheffield and Lincoln Line, could be built to the North of the Nunnery Depot.

But would it be easier to continue to Sheffield station or pass through the station and terminate at Dore & Totley station?

I can’t be sure looking at the maps, but it could be logical that trains to and from Lincoln use the Southern pair of tracks past the Nunnery Depot, as they would be on the right side of the tracks for Lincoln.

This would make it easier to do the following.

  • Create a connection between the Nunnery Depot and the Sheffield and Lincoln Line, which would surely be needed for efficient maintenance and operation of tram-trains running to and from Waverley.
  • Allow tram-trains used to serve the proposed Waverley station to return to the Depot every night.
  • Allow tram-trains working between Sheffield and Meadowhall to use the Lincoln and Sheffield Line to enter the Nunnery Depot.
  • Build a tram stop/station by the Park-and-Ride.

There would also be less need to build another depot.

Looking at the maps, could there be space to extend the Nunnery Depot?

Conclusion

This could be a very good project.

  • It fits in well with the plans and needs of High Speed Two.
  • It connects the new Waverley station to Sheffield station.
  • It fits well with the Sheffield Region Transport Plan 2019.
  • It connects Sheffield, Rotherham and Doncaster to Doncaster Sheffield Airport.
  • It opens up the Hope Valley Line to improve services between Manchester and Sheffield.

I also don’t think, there’s any great risk!

 

 

 

 

 

 

 

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July 12, 2020 Posted by | Transport | , , , , , , , , , , , , , , , , , | 3 Comments

Sheffield Region Transport Plan 2019 – Hope Valley Line Improvements

The improvements to the Hope Valley Line are listed under Plans in the Wikipedia entry for the line.

This is said.

Network Rail, in partnership with South Yorkshire ITA, will redouble the track between Dore Station Junction and Dore West Junction, at an estimated cost of £15 million. This costing is based on four additional vehicles in traffic to deliver the option, however, this will depend on vehicle allocation through the DfT rolling stock plan. This work will be programmed, subject to funding, in conjunction with signalling renewals in the Dore/Totley Tunnel area.

Other proposals include a loop in the Bamford area, in order to fit in an all-day (07:00–19:00) hourly Manchester–Sheffield via New Mills Central stopping service, by extending an existing Manchester–New Mills Central service. Planning permission for this was granted in February 2018.

These changes to allow three fast trains, a stopping train and freight trains each hour were also supported in a Transport for the North investment report in 2019, together with “further interventions” for the Northern Powerhouse Rail programme.

So what does that all mean?

All of the stations mentioned like Dore & Totley, Bamford are at the Sheffield end of the Hope Valley Line, where it joins the Midland Main Line.

This map, which was clipped from Wikipedia, shows the lines and the stations.

Note.

  1. The Midland Main Line runs South to North and West is upwards
  2. Dore West Junction is close to the Eastern end of Totley Tunnel.
  3. The Hope Valley Line is double track from Dore West Junction to the West.
  4. The Midland Main Line is double-track.
  5. Dore & Totley station is on a single-track chord, between Dore West Junction and Dore Station Junction.
  6. Another single-track chord connects Dore West Junction and Dore South Junction on the Midland Main Line.

I’ll now cover each part of the work in seperate sections.

Dore Junction And Dpre & Totley Station

This Google Map shows the area of Dore & Totley station and the triangular junction.

Note.

  1. Dore & Totley station is at the North of the map.
  2. The Midland Main Line goes down the Eastern side of the triangular junction.
  3. The Hope Valley Line goes West from Dore West Junction.
  4. The Midland Main Line goes South from Dore South Junction.

Network Rail’s plan would appear to do the following.

  • Create a double-track between Dore Station Junction and Dore West Junction, through the Dore & Totley station.
  • Add a second platform and a footbridge with lifts to the station.

Instead of a single-track line handling traffic in both directions, there will be a double-track railway with a track in each direction.

Capacity will have been increased.

In some ways Network Rail are only returning the station to how it existed in the past, so it shouldn’t be the most difficult of projects. But many of this type of project have surprises, so I’ll see it when the new station opens.

The Bamford Loop

On this page on the Friends of Dore & Totley Station web site, this is said about the Bamford Loop.

A Bamford Loop which is a place to halt frieight trains to allow passenger trains to overtake. This is east of Bamford station.

It is around a thousand metres long.

Flying my helicopter between Bamford and Heathersage stations, the track appears almost straight and adding a loop shouldn’t be that difficult.

The only problem is that there is a level crossing for a footpath at Heathersage West.

This will be replaced by a footbridge.

Benefits

The page on the Friends of Dore & Totley Station gives the main benefits of the scheme are to :-

  • Increase the number of fast trains from 2 to 3 per hour
  • Increase the stopping trains from 1 every 2 hours to 1 per hour
  • To provide for 3 freight trains every two hours as at present.
  • Allow trains of up to 6 cars to use the route
  • Accommodate longer freight trains
  • Improve reliability on the route

These seem to be fairly worthwhile benefits from a relatively simple scheme

 

July 22, 2019 Posted by | Transport | , , , , | 2 Comments