The Anonymous Widower

Proposed Track Layouts Between Huddersfield And Dewsbury

Tracks between Huddersfield and Dewsbury stations are due to be upgraded as part of Network Rail’s £2.9billion project to upgrade the Huddersfield Line between the two stations, that I wrote about in Network Rail Reveals Detailed £2.9bn Upgrade Plans For TransPennine Route.

This document on the Digital Railway web site is entitled Transpennine Route Upgrade SDO1 ETCS – Analysis.

It is mainly about using digital signalling called ETCS on the Transpennine Route, but it does give these track layouts between Huddersfield and Dewsbury.

This is the current layout.

This is a full four-track layout.

This is a reduced four-track layout.

As I see it, if the reduced layout can handle the required number of services, it has major advantages over the full scheme.

  • There are no changes to track  layout between Ravensthorpe and Dewsbury stations.
  • Rebuilding Ravensthotpe station should be a smaller project.
  • The current and reduced layout have three tracks between Mirfield and Ravensthorpe stations.
  • There are no expensive new bridges to be built.

By using bi-directional running on the centre track between Ravensthorpe and Mirfield stations, which is controlled by ETCS, the track layout is simplified, with three tracks instead of four.

  • Slow trains from Huddersfield to Dewsbury will dive under the Brighouse lines and call in/pass Platform 1 at Mirfield station before going straight on to Ravensthorpe and Dewsbury. This is as trains do now.
  • Slow trains from Dewsbury to Huddersfield will use the centre track from East to West and call in/pass Platform 2 at Mirfield station before turning South-West  on to Huddersfield. This is as trains do now.
  • Fast trains from Huddersfield to Dewsbury will call in/pass Platform 3 at Mirfield station and then cross over to the top track and go straight on to Ravensthorpe and Dewsbury.
  • Fast trains from Dewsbury to Huddersfield will use the centre track from East to West and call in/pass Platform 4 at Mirfield station before turning South-West  on to Huddersfield.
  • Trains from Brighouse  to Wakefield will call in/pass Platform 1 at Mirfield station and then cross to the centre track and go straight on to Wakefield. This is as trains do now.
  • Trains from Wakefield to Brighouse will use the centre track from East to West and call in/pass Platform 2 at Mirfield station and go straight on to Brighouse.

Note.

  1. Platforms at Mirfield station are numbered 1 to 4 from the North
  2. The slow lines between Mirfield and Huddersfield are shown in black.
  3. The fast lines between Mirfield and Huddersfield are shown in blue.
  4. Passengers can use Platforms 1/2 as a cross-platform interchange between slow Huddersfield-Leeds and Brighouse-Wakefield services.

I also think it likely, that the proposed layout will improve the timetable.

Conclusion

I think it is highly likely that the reduced four-track layout will be used.

Unless of course something better is devised.

 

 

 

August 29, 2019 Posted by | Transport | , , , , , | 2 Comments

Network Rail Reveals Detailed £2.9bn Upgrade Plans For TransPennine Route

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

It is planned to be a comprehensive upgrade to the Huddersfield Line that includes.

  • Improvement between Huddersfield and Westtown
  • Grade separation or a tunnel at Ravensthorpe
  • Rebuilding and electrification of eight miles of track.
  • Possible doubling the number of tracks from two to four.
  • Improved stations at Huddersfield, Deighton, Mirfield and Ravensthorpe.

This project should be a major improvement to the Huddersfield Line.

Here are my thoughts on the upgrade.

Where Is Westtown?

Westtown is a difficult place to find on Google Maps.

This Google Map is the best I can do.

Note that Dewsbury station is at the North-East of the map and Ravensthorpe station is in the South-West corner, with the Huddersfield Line going through both stations.

  • To the South-West the line goes to Mirfield, Deighton and Huddersfield.
  • To the North-East the line goes to Batley, Morley, Cottingley and Leeds.

Westtown can be seen indicated to the West of the Huddersfield Line, North of the River Calder.

Railways Between Dewsbury And Huddersfield

This map clipped from the Wikipedia entry for the Huddersfield Line, shows the route between Dewsbury and Huddersfield stations.

Note the Leeds New Line, which was built by the London and North Eastern Railway and opened in 1900.

It appears to have been closed between 1960 and 1990.

Everybody blames Beeching for the closure of railways, but this closure started before he reported.

But it does seem, that LNER decided that four tracks were needed between Leeds and Huddersfield and that British Railways felt that two was enough.

It now appears that part of the solution to increasing capacity is to create a four-track section of the Huddersfield Line between Huddersfield and Westtown.

We often blame the state of our railways on poor Victorian planning and engineering, but it does appear that they got it right here and British Rail got it wrong, in the 1960s.

A Very Busy Line

If you look at the traffic through Dewsbury station, it is a busy train-spotters paradise, with five scheduled trains per hour (tph) typically stopping at the station and several more passing through.

Four-Tracking Between Huddersfield And Westtown

This is Network Rail’s preferred solution to providing more capacity between Huddersfield and Desbury.

It is not going to be simple engineering all the way.

This Google Map shows the Huddersfield Line crossing the River Calder and the Calder and Hebble Navigation Canal South of Dewsbury station and to the North of Ravensthorpe station.

Note the two double-track bridges over the waterways.

This page on Georgraph has a picture of the bridge over the River Calder. It looks an excellent example of a Victorian wrought iron bridge.

Depending on their condition, these might need to be replaced, but they will certainly need to be upgraded to four tracks.

This Google Map shows Ravensthorpe station and the rail lines in the area in more detail.

The line going East from Ravensthorpe goes to Wakefield Kirkgate station, although there are no platforms at Ravensthorpe.

The Wikipedia entry for Ravensthorpe station says this.

Ravensthorpe station is adjacent to Thornhill LNW (London North Western) Junction, where a line branches to Wakefield Kirkgate. There are plans to extend the station by building new platforms on this line, which was built by the former Manchester and Leeds Railway.

It looks to me that there are possibilities to rebuild Ravensthorpe station and the lines in the area to meet the following objectives.

  • Two fast lines and two slow lines through the station.
  • Platforms for Dewbury and Leeds services.
  • Platforms for Wakefield Kirkgate services.
  • Four tracks to as close to Dewsbury station as possible.

It must help that a lot of the land North of the line to Wakefield Kirkgate, appears to be devoid of buildings.

The engineering would not be difficult, but probably extensive and expensive.

It should be noted that the Werrington Diver Under near Peterborough, which is a similar scale of project, was costed at £200 million.

West of Ravensthorpe station, there appears to be plenty of space to fit in two extra tracks alongside the current pair.

This Google Map shows Ravensthorpe station and the tracks to the West.

Note that there is space on both sides of the current tracks and a bridge.

But between Ravensthorpe and Mirfield stations, there are at least three more bridges.

This Google Map shows Mirfield station and the tracks to the West.

There could be problems adding extra tracks here.

  • The track and platform layout is unusual.
  • There may be a lack of space at the station.

But the biggest problem will probably be four-tracking the bridge over the River Calder.

This Google Map shows the bridge in more detail.

It does appear that the bridge currently has three tracks and might have at some time had four tracks.

If the two extra tracks could be added to this bridge, it would probably be heroic engineering at a high cost, given the difficulty of the site.

But I think engineers have replaced similar bridges on UK railways in recent years.

After Mirfield, the tracks take a wide loop to the North to go to Deighton station.

The tracks were probably built to follow the contours above the River Calder, so hopefully despite the terrain, they could be fairly level.

This Google Map shows the tracks through Deighton station.

It certainly looks that there should be room for two extra tracks.

Between Deighton and Huddersfield stations, it would appear that four-tracking would be as easy as any part of the route.

Looking at the stations from the air from my helicopter (i.e. Google Maps), I suspect that one way to four-track the line would be to proceed in something like this way.

  • Rebuild and four-track the bridge over the River Calder at Mirfield station.
  • Build the junction and the bridges to the North-East of Ravensthorpe station.
  • Create a pair of fast lines on the South side of the current tracks.
  • Move all traffic onto these new fast lines.
  • Rebuild the existing railway and the stations.

There may be a need for replacement buses, whilst the stations are rebuilt, but hopefully through services could continue.

Electrification

The Rail Technology Magazine opens with this paragraph.

Major station upgrades and plans to rebuild and electrify an 8-mile stretch of track have been put forward by Network Rail as part of a public consultation on a major upgrade to the TransPennine route.

As it is eight miles between Huddersfield and Dewsbury stations, it would seem likely that the electrification will stretch between the two stations.

This would enable TransPennine Express’s Class 802 trains to switch between electric and diesel power in the stations, if this is preferred by the operator.

Line Speed

The eight miles section of track will never have a particularly high speed, given the not very straight route and the terrain.

Currently, trains that stop at both Huddersfield and Dewsbury stations take eight minutes for the trip. Even trains going at speed through both stations seem no faster.

Four-tracking will surely allow fast expresses to pass local services and freight trains, but will the improvement save much time?

If trains could average 100 mph between Huddersfield and Dewsbury, just over three minutes could be saved.

Station Upgrades

The three stations between Huddersfield and Dewbury will all be upgraded, as will Hudderfield station.

The three smaller stations will probably be rebuilt as four platform stations or two platform stations with two through lines for fast services.

In Huddersfield And High Speed Two, I showed several pictures of Huddersfield station.

  • It will not be easy to upgrade to a full four-track station.
  • There are three through tracks and some bay platforms.

The two main through platforms are on the South side of the station, so if the two fast lines were on the South side of the route between Huddersfield and Ravensthorpe, this could enable an efficient station at Huddersfield.

I also think, there could be a problem at Huddersfield station, with trains to Sheffield on the Penistone Line, if more and faster trains were going through the station.

A New Timetable

I suspect that, if and when the upgrade is finished, that a new timetable will be brought in.

A possibility could be. that TransPennine Express trains run non-stop between Huddersfield and Leeds.

Now that Northern are getting new trains, perhaps these could run a Turn-Up-And-Go service of a train every fifteen minutes between Huddersfield and Leeds.

Heritage Issues

Huddersfield station is a Grade I Listed building and I suspect that the three bridges I have noted are lListed as well.

Will the Heritage lobby object to electrification in these sensitive areas?

Onward To Manchester

I have flown my helicopter between Huddersfield and Stalybridge and if the proposed improvement is successful, I suspect that the route to the West can be improved as far as Stalybridge.

  • The route is at least double track.
  • It looks like in places, it once had more tracks.
  • The trackside margins are fairly generous.
  • There doesn’t seem to be too many bridges.
  • Electrification will soon be as far as Stalybridge from Manchester.

After my quick look, I don’t think that electrifying between Huddersfield and Manchester would be too challenging, except for possibly, the Standedge Tunnel.

Onward To Leeds

The route between Dewsbury and Leeds is double track, with the only complication of the Morley Tunnel.

Conclusion

It looks to me, that all the difficult bits to creation of an electrified route between Manchester and Leeds via the Huddersfield Line, are in the stretch between Huddersfield and Dewsbury.

So perhaps it makes sense to sort out the difficult bits first, with this £2.9billion project.

 

 

 

 

 

August 26, 2019 Posted by | Transport | , , , , , , | 9 Comments

Huddersfield And High Speed Two

There are only nine Grade I Listed Railway Stations In The UK and Huddersfield station is one of them.

As you can see, it also has several long platforms and two pubs.

In addition, the station is step-free and has connecting local services to Leeds, Manchester and Sheffield.

This Google Map shows the basic layout of the station and its position on St. George’s Square.

Manchester is to the South and Leeds is to the North.

Huddersfield station has no direct services to London, but there are three routes to and from London with a single change.

These are best times.

  • Euston changing at Manchester Piccadilly – two hours and fifty-five minutes
  • Kings Cross changing at Leeds – two hours and forty-eight minutes
  • St. Pancras changing at Sheffield – two hours and forty-eight minutes

There’s not really much in it!

I bought an Off Peak Return from London Terminals to Huddersfield, travelling North via Euston and Manchester Piccadilly and returning South via Sheffield and St. Pancras.

How Long Will A Journey To And From London By High Speed Two Take?

In Changes Signalled For HS2 Route In North, I looked at proposals to effectively merge High Speed Two and Northern Powerhouse Rail into a comprehensive High Speed Rail system for the North of England.

My thoughts in the related post, were based on this report on the Transport for the North web site, which is entitled At A Glance – Northern Powerhouse Rail.

This map from the Transport of the North report, shows Western section of the rail system.

There are three routes going East from Manchester.

  • The yellow route is a possible new route to Leeds via Bradford, which I feel will probably be largely in tunnel.
  • The black toute is the upgraded existing Huddersfield Line between Manchester and Leeds via Huddersfield, which is shown.
  • The purple route is the upgraded Hope Valley Line to Sheffield.

I feel that the upgraded black route will be created first, with the faster yellow route, which I suspect will be mainly in tunnel, being added later.

In Changes Signalled For HS2 Route In North, I said that I believed that both London and Liverpool and London and Manchester services could be below seventy minutes.

In that report I also quoted a figure from a Transport for the North report, that said that Manchester and Leeds services would take twenty-five minutes.

I think the following timings, should be possible by High Speed Two trains.

  • London and Manchester – 70 minutes
  • Manchester and Huddersfield – 20 minutes

What would a ninety minute time between London and Huddersfield do for the town?

Conclusion

High Speed Two should call at Huddersfield station.

 

 

 

August 14, 2019 Posted by | Transport | , , | 1 Comment

More Train Services Between Leeds, Huddersfield And Manchester

This article on the Huddersfield Daily Examiner is entitled Important Timetable Changes For Huddersfield Rail Passengers Heading To Manchester.

It is a good explanation of the major changes that will take place to TransPennine Express services after the 20th of May.

  • There will be four fast trains between Leeds, Huddersfield and Manchester Victoria station
  • There will be two slow trains between Leeds, Huddersfield and Manchester Piccadilly station
  • But nothing is said about Northern services.

I suspect, it will be sorted by the time the service starts.

I would check before you travel.

Hopefully, if you want to go to Piccadilly and get on a train that only goes to Victoria, it will be a same platform interchange to continue, your journey if your ticket is marked Manchester Stastions.

I would assume that you won’t be able to touch in with a contactless card on this short journey as is becoming the norm in a lot of the World.

Ticketing in the North is so Nineteenth Century.

 

April 7, 2018 Posted by | Transport | , , , , | 5 Comments

From Liverpool To Huddersfield

These pictures document a trip I took between Liverpool and Huddersfield.

Some thoughts on the trip.

The Class 319 Interior

The first batch of Northern’s Class 319 trains are very much pack-it-in specials for running commuter services around the Blackpool, Liverpool, Manchester Airport triangle.

They are good for a thirty-year-old train, but they could be better.

In Porterbrook’s Class 319 Flex brochure, they show a proposed interior based on a Class 319/4 with the following.

  • A mix of 2×2 and 2×3 seating.
  • 12 First Class seats
  • 255 Standard Class seats
  • A full-accessible toilet.
  • Two luggage racks per car.

It would certainly be a much better passenger experience.

Works At Edge Hill

Buckingham Group obviously have a big project on to the East of Edge Hill station.

This Google Map shows the lines through and to the East of Edge Hill.

Note how to the South of the Retail Park and/or warehouses, work seems to be going on. Are extra tracks being created?

There is also a white scar at Wavertree Technology Park station, so if this was two fast lines, then fast services between Liverpool and Manchester and Wigan could storm in and out.

The Atherton Line

The Atherton Line is part of the Manchester-Southport Line and runs between Wigan Wallgate and Salford Crescent stations.

Wikipedia says this about Improvements to the Atherton Line.

There is ongoing feasibility into the conversion of parts of this line (Wigan–Atherton–Manchester) to operate as a Manchester Metrolink service with a higher frequency metro service for the Greater Manchester Boroughs of Wigan and Salford into the city centre. In November 2013, the Greater Manchester Combined Authority approved a recommended strategy for reconfiguring existing commuter services into tram-train operation, identifying the Atherton line as providing an opportunity for extending potential tram-train services from the south-east (Marple, Glossop) across the city centre and outwards to the north west.[2] Southport and Kirkby services on this line would be diverted to operate via Bolton. Additionally, Network Rail has identified electrification of Wigan to Southport, together with the Ormskirk–Preston line and the Burscough Curves as a possible source of new services.

I also think that the route from Salford Crescent to Southport via Atherton and Wigan could be ideal for electrifying in stages using Class 319 Flex trains to bridge any gaps.

The tools seem to be there, now is the time to think about how the work will be done.

Salford Crescent

Salford Crescent station could look very different in the future, as modern station design might be seen to favour two island platforms, one face of each dealing with Manchester Victoria station and the other Manchester Piccadilly station.

  • Passengers going in to Manchester, needing trains to the other terminus, would just wait on the platform and catch the next train.
  • Passengers coming from Manchester, who needed a different distination would change at Salford Crescent to their desired train.
  • Comprehensive information would be provided.

The platforms would be built with lots of space, waiting rooms and coffee kiosks and would be well-staffed.

Manchester Victoria Station

Manchester Victoria station is starting look dirty again.

It must be all those elderly diesel trains.

Huddersfield Line

The Huddersfield Line took me to Stalybridge station and then later on to Huddersfield station.

There was no sign of any electrification work.

Stalybridge Station

As a coeliac, I found Stalybridge station one of the most gluten-free-unfriendly stations I have ever found.

In future, if I’m going that way, I’ll make sure that I stock up in Manchester or Leeds first.

TransPennine Express

The train was crowded and getting on at Stalybridge for the short trip to Huddersfield was delayed, as the conductor couldn’t get near to the doors to open them. Whereas the driver could have had a clear view.

It’s about time the NUR stopped this Driver Only Operation farce, which nearly all passengers think is sillier than the Teletubbies.

I hope the idiot, who landed TransPennine routes with the inadequate number of Class 185 trains, now has a job where he can do no harm, like in charge of the railways on the Scilly Isles.

Huddersfield

I don’t know Huddersfield and the only thing I’ve ever bought in the town is a ticket to the football.

You arrive in the Grade I Listed Huddersfield station and walk out into the magnificent St. George’s Square, which should be a welcoming gateway to the town.

Compare it to Kings Cross Square, where there is generally something going on and on a Friday is bustling with food stalls.

I walked to the shops and did find Marks and Spencer in a prominent place, but why wasn’t the route for pedestrians only, as it was crammed with traffic and parked cars.

Huddersfield needs to think how they organise their town centre, as except for the square ut’s about as weloming to visitors as Turkey is to the Dutch.

This Google Map shows the area.

I feel that Huddersfield needs what most European towns of this size would have and that is a tram, that goes through the centre.

You would walk out of the station and in the square would be a tram stop. Trams would go South along a pedestrianised John William Street and New Street. Obviously the route would be designed to go through the town to the main hospital, the University and if possible the the Council Offices, the Courts and the football/rugby stadium.

Incidentally, if you search for Huddersfield Hospital, you don’t find the NHS hospital, but a private one. All major hospitals should have a name like Ipswich, Reading or Crawley Hospital. It should also be galleria for sports venues to constantly change their names.

Huddersfield might wonder, why it doesn’t get the visitors, it thinks it should. It’s because it isn’t visitor friendly.

If I was a businessman wanting to set up a depot, warehouse or whatever in a large town in the North of England, Huddersfield would put me off because of its non-existent and chaotic transport system, built around everybody having a car with a sat-nav.

 

 

March 10, 2017 Posted by | Food, Transport | , , , , , , , , | Leave a comment