The Anonymous Widower

Green Light For Revived West Midlands Passenger Service

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

This is the introductory paragraph.

Passenger trains are set to return to the line between Walsall and Wolverhampton, having been withdrawn 12 years ago. Since then, the line has been used for freight.

These points are made about the proposed service.

The West Midlands Mayor; Andy Street is quoted as saying he’s pleased with the scheme.

And well might he be!

This to me is a classic reopening scheme.

  • There is a fully-electrified freight route, that runs between Walsall and Wolverhampton.
  • There used to be three intermediate stations; Darlaston James Bridge, Willenhall Bilston Lane and Portobello.
  • The first two intermediate stations closed in 1965 and the last in 1973.
  • Network Rail have said, it will be possible to run the extra trains needed.
  • The direct Walsall and Wolverhampton service will complete an hourly or better triangular service between Birmingham, Walsall and Wolverhampton.
  • This triangular route is also fully-electrified.
  • If extra rolling stock is needed, there are quite a few suitable electric multiple units, that are sitting in sidings or will be replaced by new trains in the next couple of years.

Except for the building of the new intermediate stations, nothing would appear to be high cost.

The project must have a high benefit cost ratio.

A Possible Extension From From Walsall To Aldridge

In the Wikipedia entry for Walsall station, this is said.

There are also plans to reopen a terminus single platform at Aldridge for trains to Birmingham New Street via Walsall but not to Sutton Coldfield and Water Orton.

This service would be on part of the freight-only Sutton Park Line between Walsall and Water Orton stations and is regularly used by freight trains avoiding Birmingham New Street station.

This Google Map shows the Sutton Park Line through Aldridge.

Note.

  1. The Sutton Park Line is double track and not electrified.
  2. The road running South of the railway is called Station Road.

There would appear to be space for a reopened station. between the railway and Station Road.

  • It could have a single platform.
  • There could be adequate car parking.
  • There would be no need for an expensive bridge.
  • The station could be designed to be converted into a two-platform station if a full service were to be run on the Sutton Park Line at a future date.

As the station would be no more than about five miles from Walsall station and its electrification, the extended service from Walsall could be run by a battery-electric train.

Conclusion

I predict, that if this route is reopened and it is a success, other parts of the UK will want to open more freight lines to passenger traffic.

These similar projects have already been widely mentioned.

Most of these reopening, would just need refurbishment and some new stations.

 

 

June 21, 2020 Posted by | Transport | , , , , , , , , , , | 1 Comment

Boris Johnson Backs Station Opening Which Could See Metro Link To County Durham

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

The article has this sub-title.

The Prime Minister has backed calls for a new railway station in County Durham which could also be linked to the Tyne and Wear Metro.

This all came out in Prime Minister’s Questions on Wednesday, where Boris said it was his ambition to see a line opened to the former Ferryhill station, which is nine miles South of Durham.

There has been talk of reopening the Leamside Line, as both a route for the Tyne and Wear Metro and as a diversion for the East Coast Main Line (ECML).

New Rolling Stock For The Tyne And Wear Metro

Stadler are building new rolling stock for the Tyne and Wear Metro, which will be dual-voltage.

  • Able to work on the Metro’s 1500 VDC.
  • Able to work on the national 25 KVAC.
  • In addition like Merseyrail’s closely-related Class 777 trains, they could have a battery capability.

Pelaw And The Leamside Line

The Leamside Line leaves the Durham Coast Line near to Pelaw station on the Metro.

This Google Map shows Pelaw station and the rail lines in the area.

Note.

  1. Pelaw station on the Western edge of the map marked by a blue M.
  2. The Durham Coast Line running East-West across the map.
  3. The tracks going North from the junction in the middle of the map are the Tyne and Wear Metro to South Shields station and a freight line to Jarrow.
  4. At the Eastern edge of the map, Pelaw Metro Junction can be seen, where the Metro and the Durham Coast Line join to continue through Sunderland to their respective terminals.
  5. The Leamside Line can be picked out running from the major junction in the middle to the South East corner of the map.

This second Google Map shows an enlarged view of the Pelaw Metro Junction.

It appears to be a flying junction of the highest class, despite being built in the days of cash-strapped British Rail. Note the two outside Metro lines with their electrification merging with the central Durham Coast Lines, that have no electrification.

  • The route is electrified using the Metro’s 1500 VDC overhead system from here until the Metro branches off to South Hylton station.
  • The Metro and the other trains through the area, use a version of the Karlsruhe model for the signalling, so effectively, the Metro is running as a tram-train.

When the Metro has received the new Stadler trains, it will be possible to electrify the Durham Coast Line at 25 KVAC, which would allow the following.

  • Metro trains could run all the way to Middlesbrough, using their dual-voltage capability.
  • Metro trains could also run directly into Newcastle station, using the Durham Coast Line.

Voltage changeover would take place in Pelaw station.

Pelaw And Washington

The route of the Leamside Line South from Pelaw to Washington is more or less intact, although it does look in need of tender loving case.

This Google Map shows the section through Follingsby, where there used to be a Freightliner terminal.

Note.

  1. The whole area, including a former opencast coal time, is being developed.
  2. Amazon are building a fulfilment centre on the site of the Freightliner terminal.
  3. The Leamside Line runs North-South through the complex road junction at the top of the map.

This second Google Map shows the area South of the previous one and shows the Leamside Line as it passes to the West of the Nissan plant at Sunderland.

Note.

  1. The Leamside Line runs down the Western side of the map.
  2. The Nissan plant to the East, with a sausage =shaped feature in the South-West corner of the site.
  3. North of the Nissan plant an area has been earmarked for the International Advanced Manufacturing Park, which is currently the site of the NHS Nightingale Hospital NE.

It would appear discussions are underway to connect the Advanced Manufacturing Park to the Metro. But surely, with all the development alongside the line, there must be a need for perhaps three stations between Nissan and Prlaw.

This third Google Map shows Washington and its position with respect to the Nissan plant.

Note.

  1. The Nissan plant is to the North-East of this map and the sausage-shaped feature can just be seen.
  2. The Leamside Line goes North-South through the area and crosses the A1231 road, midway between the two complex junctions.
  3. The housing of the town of Washington in the South-West corner of the map.

There will surely be scope to put more than one station in the town of Washington, if the Leamside Line were to be reopened to passenger trains.

South From Washington

I will now continue South from Washington

The Victoria Viaduct

Going South from Washington, the Leamside Line has to cross the River Wear and it does that in spectacular fashion over the Grade II* Listed Victoria Viaduct.

This Google Map shows the crossing.

Note.

  1. Network Rail have maintained the viaduct since it was mothballed in 1991.
  2. It used to carry a double-track railway.
  3. The viaduct must have handled an occasional InterCity125.

I would be very surprised if a restored Victoria Viaduct couldn’t handle a five-car Class 800 train or similar.

Penshaw Station

The first station on the Leamside Line to the South of the viaduct, used to be Penshaw station.

This Google Map shows the village of Penshaw.

Note.

  1. Station Road curving around the South-West corner of the map.
  2. The Leamside Line crossing this road and running North-South.

I would expect a station could be built there, without too much difficulty.

Fencehouses Station

The next station to the South was Fencehouses station.

This Google Map shows the location of the station.

Note.

  1. The A1052 Road named Station Avenue North passing through the village.
  2. The former track of the railway passing North-South.
  3. According to Wikipedia, there used to be a level crossing at the station.

As with Penshaw station, I suspect a station could be built here fairly easily.

Leamside Station

The next station was Leamside station, which served the villages of Leamside and West Rainton.

This Google Map shows the station.

Note.

  1. The Leamside Line runs North-South in the middle of the map.
  2. Station Road can be picked out crossing the railway.
  3. Leamside is to the West of the Leamside Line.
  4. West Rainton is to the East of the Leamside Line.

It looks to be another station, that can be rebuilt without difficulty.

A Choice Of Routes At Belmont

The next station coming South on the Leamside Line used to be Belmont station.

This Google Map shows the site of the original station.

Note.

  1. The area is dominated by the two major roads; the A1(M) and the A690.
  2. In the vee of the roads, the Belmont Park-and-Ride site for Durham City is situated.
  3. The Leamside Line passes to the East of the Park-and-Ride.
  4. It appears that there is already a bridge to carry the Leamside Line over the A690.

There used to be a direct line between Belmont and Durham Gilesgate stations and the remains of the track-bed can be picked out, as it passes to the North of the Park-and-Ride.

There must surely be possibilities for some innovative thinking to connect Belmont, Durham, Newcastle and Washington.

But a simple station at the Park-And-Ride could be the best!

  • Travellers living along the Leamside Line could use the buses at the Park-and-Ride to get to Durham City.
  • The station would become a Parkway station for travellers going to Gateshead, Newcastle, Sunderland, Washington and anywhere on the Tyne and Wear Metro.

There would appear to be space for more parking, if that were to be needed.

An Alternative Direct Route Between the Leamside Line and the East Coast Main Line.

This Google Map shows the Leamside Line to the North of Belmont and the area to the West of the Line.

Note.

  1. The A1 (M) running North-South.
  2. The Leamside Line running North-South to the East of the motorway.
  3. The Grade II Listed Belmont Railway Viaduct marked by a blue arrow crossing the River Wear.

The remains of the trackbed of a railway can be picked out between the Leamside Line and the Belmont Railway Viaduct.

This second Google Map shows the area between the Belmont Railway Viaduct and the ECML.

Note.

  1. HM Prison Frankland at the top of the map.
  2. The ECML running down the West side of the map.
  3. The Belmont Railway Viaduct in the South-East corner of the map.

The trackbed between the ECML and the railway viaduct can be picked out.

Could The Line Over The Belmont Railway Viaduct Be Rebuilt To Create A Route Between Durham And Newcastle?

  • Looking, where the railway would need to cross the A1 (M), if appears that no provision was made for a underpass or bridge, when the motorway was built, so building one would be expensive and very disruptive.
  • Creating a flying junction to connect the new line to the ECML would be another expensive and disruptive project.
  • What is the condition of the Belmont Railway Viaduct?
  • Would it be better to build an interchange station at the Belmont Park-And-Ride?

I feel that it would be unlikely that this route will be rebuilt.

South From Belmont

I will now continue South from Belmont station.

Shincliffe Station

The next station going South was Shincliffe station.

This Google Map shows the village of Shincliffe.

Note.

  1. The A177 road running NW-SE across the map.
  2. The Leamside Line running SW-NE across the map.
  3. The original station was where was road and railway crossed.

The Leamside Line continues South to Tursdale Junction, where it joins the ECML.

This Google Map shows Tursdale Junction.

 

Note.

  1. Ferryhll is to the South.
  2. The ECML runs North to Durham and Newcastle in a slightly North-Westerly direction.
  3. The Leamside Line goes to Washington in a Northerly direction.

This second Google Map shows the ECML through Ferryhill.

Note.

  1. The sand quarries opposite the village, that are planned to be used for landfill.
  2. The ECML runs North-South between the village and the quarries.
  3. There are two railways going South from Ferryhill.
  4. The ECML goes South to Darlington, York and beyond.
  5. The Shillington Railway goes South-East to Stockton and Hartlepool.

The Campaign for Better Transport have given a high priority for reopening passenger services between Ferryhill and Stockton.

Thoughts On The Reopening Of Ferryhill Station

The closing of routes linking to Ferryhill station seems to have been almost a continuous process.

  • Coxhoe – 1902
  • Byers Green Branch beyond Spennymoor – 1939
  • Leamside Line – 1941
  • Spennymoor – 1952
  • Stockton – 1952
  • Harlepool – 1952

Beeching finally put the station out of its misery in 1963

But things are different now!

  • We need to build lots of new houses all over the country. And they need transport connections!
  • We need to cut our carbon emissions.
  • Roads are getting more crowded and we need to provide alternative reliable public transport.
  • We need to load our weapons against COVID-19.

I feel with detailed planning, a well-designed station at Ferryhill could be an asset to the North East.

These are a few thoughts.

The Leamside Line Will Be An Important Route

The route between Pelaw and Ferryhill stations will be just over twenty miles long.

  • It could be easily be run with the new Metro trains.
  • Trains could stop at perhaps seven or eight intermediate stations.
  • I estimate a journey could take about an hour.
  • South Hylton station supports at least four trains per hour (tph)
  • Four tph would need eight trains.
  • Trains could stop at Belmont Park-and-Ride for a frequent bus service to Durham City.
  • Washington might be able to support two stations.

It would certainly be a service that would fit in with the philosophy of the Metro.

Would The Leamside Line Be Electrified?

Unless the Metro trains were to be fitted with batteries, it would need to be electrified.

Either 1500 VDC or 25 KVAC could be used!

If the Durham Coast Line and the Leamside Line were to both be electrified with 25 KVAC, the following would be possible.

  • Metro trains could go to Newcastle station.
  • Other electric trains could use the Leamside Line as a diversion.
  • Electric freight trains could use the Leamside Line.

On the other hand, the Leamside Line would be ideal for partial electrification.

  • Merseyrail’s Class 777 trains are to be fitted with batteries and these trains are closely-related to the Tyne and Wear Metro’s new trains.
  • Relaying new track on the existing track bed, is not going to be the expensive part of the project.
  • Electrification between Pelaw and Washington would be easy, using the 1500 VDC overhead system of the Metro.
  • There may be problems from the Heritage lobby, about electrification on the Victoria Viaduct.
  • Ferryhill station would be electrified as it is on the ECML.

Trains could run the sixteen or so miles between Washington and Ferryhill stations on battery power.

The Ferryhill And Hartlepool Line Could Be A Useful Passenger Route

The route between Ferryhill and Hartlepool stations will be around twenty miles long.

  • There could be new stations at Sedgefield, Stillington and Stockton.
  • The route is double-track throughout.
  • The route joins the Durham Coast Line at Billingham.
  • It must open up possibilities for business and leisure travel.

The Government and local politicians must see a future for the railways in the area, as Horden station, which is next to Hartlepool station, is reopening.

Perhaps, there are plans for a train to leave Newcastle and take this route.

  • Newcastle to Ferryhill via the Leamside Line.
  • Ferryhill to Hartlepool.
  • Hartlepool to Newcastle via the Durham Coast Line.

Running hourly, it would connect a lot of towns with unemployment to those, where jobs are being created.

Would The Ferryhill and Hartlepool Line Be Electrified?

This route would surely only be electrified, when other lines in the area were similarly enhanced.

Electrification would not be a bad idea.

  • It would allow the new Tyne and Wear Metro trains to invade Teesside.
  • A Teesside Metro could be developed, that was electric-hauled, which would use the same trains as the Tyne and Wear Metro.
  • Some of the many freight trains starting or finishing in the area could be electric-hauled.
  • LNER and TransPennine Express could use their bi-mode trains in electric mode to Teesside.

There could be a zero-carbon alternative, as plans for hydrogen trains on Teesside seem well advanced, as I wrote about in Fuelling The Change On Teesside Rails.

Also in Northern’s Hydrogen Plans, I published this extract from an article in the March 2020 Edition of Modern Railways.

Northern has submitted planning documents, with the preferred site for a maintenance and fuelling facility understood to be at Lackenby. As hydrogen units would have a more limited operating range than DMUs (around 600 miles), they would likely need to return to the depot every night. Northern believes the routes radiating from Middlesbrough to Nunthorpe, Bishop Auckland and Saltburn are ideal candidates for the operation, as they are unlikely to be electrified and can be operated as a self contained network using hydrogen trains. A fleet of around a dozen Breeze units is planned, with the possibility they could also operate services to Whitby and on the Durham Coast Line to Newcastle. Planning documentation suggested the first hydrogen train would be ready for testing in June 2021, but this was based on construction of the depot facility beginning in January this year.

If they were to use these trains to Ferryhill, some extra stations would be needed.

Will Trains On The East Coast Main Line Stop At Ferryhill Station?

I can’t see why not!

Services between York and Newcastle call at the following stations.

  1. CrossCountry – Plymouth and Edinburgh calls at York, Darlington, Durham and Newcastle
  2. CrossCountry – Reading and Newcastle calls at York, Darlington, Durham and Newcastle
  3. LNER – London and Edinburgh calls at York, Darlington and Newcastle
  4. LNER – London and Edinburgh calls at York, Northallerton, Darlington, Durham and Newcastle
  5. TransPennine Express – Liverpool and Edinburgh calls at York, Darlington, Durham and Newcastle
  6. TransPennine Express – Manchester Airport and Newcastle calls at York, Northallerton, Darlington, Durham, Chester-le-Street and Newcastle

I suspect that with a small amount of adjustment two tph could call at Ferryhill

  • If train 3 stopped, this would give a connection to London and Edinburgh
  • If train 6 stopped, this would give a connection to Manchester Airport

For many stations, which could connect to Ferryhill station in the future, the station might offer the quickest and most convenient route for travellers.

Could Some Of The Old Branches From Ferryhill Be Reopened?

There were a lot of branches from the Ferryhill area to neighbouring villages, because of all the coal mines in the area.

So could some of these branches be reopened, if say there were housing or commercial developments.

This Google Map shows the ECL about a mile North of the site of Ferryhill station.

Note.

  1. The ECML going North-South just to the East of the centre of the map.
  2. Ferryhill station is to the South.
  3. On the Western side of the map, there is the remains of a triangular junction, which used to connect Byers Green and Spennymoor stations on the Byers Green Branch to Ferryhill.
  4. On the Eastern  side of the map, there is a scar, which was the trackbed to Cuxhoe station.

Both branches can be picked out on Google Maps. As can roads like Railway Terrace and Station Road!

Whether any of these branches are worth reopening, is one for the planners armed with future knowledge of developments and various statistics.

Did Boris Know More Than He Said?

I have listened to Prime Ministers Questions off and on, since the time of Mrs. Thatcher.

Not often, does any Prime Minister make a substantial statement in PMQs, as they rarely have all the facts at their fingertips and don’t want to be called to account later.

In response to a direct question from a local MP, about the opening of Ferryhill station, Boris after usual PMQ waffle, said this.

I will make sure that I add to that an ambition to come and see Ferryhill station launched with him.

As decisions on the Leamside Line and hydrogen trains for Teesside have been delayed for months or possibly years, I wondered, if the decision has recently been made.

  • If the plan had been discussed in Cabinet, Boris would surely have known more.
  • A government minister was also seen on the BBC News at Horden station having a look, last week.
  • The tone of the Sunderland Echo article is also very positive.

All that prompted me to write this post.

Conclusion

After looking at the Leamside Line and other railways in the North East, I think there is a lot that can be done to create a world-class local railway in the area.

June 6, 2020 Posted by | Transport | , , , , , , , , | 2 Comments

Tyne And Wear Metro: Swiss Firm Stadler To Build New Fleet

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

This is the introductory paragraph.

Swiss firm Stadler has won a £362m contract to build a new fleet of trains for the Tyne and Wear Metro.

And this is one of Stadler’s visualisations of the trains for the Tyne and Wear Metro (T & W).

Compare this with a Stadler picture of a Class 777 train, that will soon be appearing on Merseyrail in Liverpool.

They would appear to be two very similar trains.

  • The same headlights and stylised M on the front.
  • One pair of double passenger doors in the first car.
  • Both new trains are articulated with four sections.
  • Train widths are Merseyrail Old – 2.82 metres, T & W Old – 2.65 metres and Merseyrail New – 2.82 metres.
  • The Merseyrail trains have a 75 mph operating speed and the T & W trains have one of only 50 mph.

The T & W trains have a pantograph and overhead electrification and the Merseyrail trains use third-rail electrification.

More Details On The Tyne And Wear Trains

This page on the NEXUS web site is entitled Nexus Unveils £362m New Tyne And Wear Metro Trains.

This is two paragraphs.

The new trains will cut Metro’s high voltage power consumption by 30% while providing 15 times better reliability than the current fleet. Metro’s 36 million passengers will benefit from modern features including wifi, charging points, air conditioning and a step-change in accessibility.

Among new features will be an automatic sliding step at every door of the new trains, making travel easier for Metro’s 50,000 wheelchair passengers as well as people with children’s buggies, luggage or bicycles.

The size of the energy saving, indicates that the trains will probably be using regenerative braking.

As it has been disclosed that the new Merseyrail trains will have a small battery for depot movements, will this also be used to handle the regenerative braking.

More details of the trains will be disclosed in the coming months.

Merseyrail And The Tyne And Wear Metro Are Similar

I have ridden Merseyrail many times and the Tyne and Wear Metro perhaps five times and it is surprising how similar the two systems are.

  • They are partly in tunnel.
  • There are a range of stations, including both ancient and modern, simple and complex.
  • Merseyrail is powered by 750 VDC third rail electrification and T & W by 1500 VDC overhead electrification. The power electronics on the two fleets, won’t be that different.
  • Both operators have ambitions to use 25 KVAC overhead electrification to extend services.
  • Both operators have ambitions to extend services on lines, that currently have no electrification. Merseyrail want to go to Preston, Skelmersdale, Warrington and Wrexham and T & W want to go to Blyth and Ashington.

It is no surprise to me, that Merseyrail and T & W have chosen to use two versions of the same Stadler train.

Expansion Of The Networks

Both networks are ambitious  and it appears to me, that they have ordered a train, that could be used to expand their networks.

Merseyrail

Merseyrail have proposed these expansions at various times.

  • Extension of the Northern Line from Ormskirk to Preston
  • Extension of the Northern Line from Hunts Cross to Warrington
  • Incorporation of the Borderlands Line from Bidston to Wrexham into the Wirral Line as a new branch.
  • A new branch of the Northern Line to Skelmersdale via the new station at Headbolt Lane.
  • Passenger services on the Canada Dock Branch.

Merseyrail now have the trains to handle this expansion.

  • They may need to purchase a few extra trains.
  • Some charging points or electrification may be needed.

Note that Bidston and Wrexham is less than thirty miles of unelectrified line, so I suspect that the new trains can handle this range.

Other places within a similar range include.

  • Preston from Ormskirk
  • Wigan Wallgate from Kirkby
  • Manchester Oxford Road from Hunts Cross, via Warrington Central.
  • Chester from Liverpool Lime Street via Runcorn, Frodsham and Helsby.

The four terminal stations all have existing bay platforms.

Tyne And Wear Metro

The Tyne And Wear Metro have proposed these expansions at various times.

  • Sunderland city centre to Doxford Park
  • South Shields to Sunderland
  • Washington, either via the disused Leamside line or a new route

But as the Government is funding a study into linking Blyth and Ashington to Newcastle, which I wrote about in £500m Fund To Restore Beeching Rail Cuts Goes Ahead Amid Criticism, I wouldn’t be surprised that this route is developed.

A lot of my comments about expanding the Merseyrail network, can be applied to the T & W.

  • They may need to purchase a few extra trains.
  • Some charging points or electrification may be needed.

None of the proposed extensions seem particularly long and places like Blyth, Ashington and Washington should be able to be reached on battery power.

Tram-Train Operation

The Wikipedia entry for Merseyrail has a section called tram-trains.

Two possible routes are indicated.

  • Liverpool Lime Street to John Lennon Airport, using street-running from Liverpool South Parkway.
  • Kings Dock to Edge Hill

I have heard others mentioned.

The Wikipedia entry for the Tyne and Wear Metro also mentions street-running.

Stadler have extensive experience of trams and tram-trains and built the Class 399 tram-trains for the Sheffield Supertram.

Stadler also provided the trains for the unique tram-train system in the German town of Zwickau, where diesel multiples units share the tram tracks to access the town centre.

The picture shows the train at its stop in the centre.

I’m sure Stadler know how to enable street-running with the UK’s smaller trains.

Stadler’s trains, trams and tram trains also seem to have a high degree of articulation and seem to be able to take tight corners with ease.

The picture was taken inside a Class 399 tram-train, as it traversed the tight curve under the M1 motorway, where the tram and the train sections of the route to Rotherham join.

Looking at the pictures of the Class 777 trains, I feel they could be able to take tighter curves than most trains.

The Dead Elephant In The Room

Several local services on Merseyside and in the North East are run by Northern, which is now being taken over the Government.

The Department for Transport, hasn’t disclosed any plans yet, but it is likely that some routes could be handed to Merseyrail and the T & W.

There is a loose precedent for this happening. In North-East London the poorly performing Lea Valley Lines from Liverpool Street to Chingford, Cheshunt and Enfield Town were moved from Greater Anglia to London Overground in 2015. No-one feels they should be returned and there are rumours that more services in the area will move to the London Overground.

So what services could be moved?

Merseyrail

These diesel services could surely be moved to Merseyrail.

  • Omrskirk and Preston – 16 miles
  • Liverpool Lime Street and Manchester Oxford Road via Warrington Central – 27 miles

The distances are the length of track without electrification.

It could also be argued that Greater Manchester would get its share of the Northern routes, but I can envisage Class 777 trains or similar running the following routes.

  • Southport and Manchester Victoria – 27 miles
  • Kirkby and Manchester Victoria – 28 miles

As before, the distances are the length of track without electrification, but these could be reduced considerably with electrification from Salford Crescent to Wigan Wallgate.

It should be noted that Greater Manchester has ambitions to run tram-trains to Wigan Wallgate via various routes.

The demise of Northern probably allows these routes to be taken over by Greater Manchester.

  • Manchester Piccadilly and Buxton – 16 miles
  • Manchester Piccadilly and Hadfield/Glossop – Electrified
  • Manchester Victoria and Blackburn – 14 miles
  • Manchester Victoria and Clitheroe – 24 miles
  • Manchester Victoria and Rochdale – 11 miles
  • Manchester Victoria and Stalybridge – 8 miles
  • Manchester Victoria and Wigan Wallgate – 10 miles

Again, the distances are the length of track without electrification.

Buxton and Clitheroe could be difficult because of the gradients involved, but as in South Wales, bi-modes might be the solution if the routes were run back-to-back.

This simple analysis shows how Northern’s demise will ask questions all over the North.

Tyne And Wear Metro

These diesel services could surely be moved to the T & W.

  • Newcastle and Morpeth – Electrified
  • Newcastle and Chathill- Electrified

I also think, that these services could be restructured, if the Blyth and Ashington routes are developed for the T & W.

The trains could also reach to Hexham, which is just 22 miles from electrification.

Middlesbrough is probably too far, as the station is thirty five miles from the electrification at Sunderland.

But electrification of the Durham Coast Line would allow the T & W Metro to serve the new station at Howden and reach Middlesbrough and possibly Nunthorpe.

Conclusion

I can see both Merseyrail and the Tyne and Wear Metro significantly extending their networks in the next few years.

The new trains, with their batteries and dual-voltage capability are built for expansion.

Tram-train or street running will help.

Several important new areas are within battery range.

I can also see other cities using similar Stadler technology to create local Metros.

Manchester, Middlesbrough, Preston and Sheffield come to mind.

Using similar technology would surely allow joint services and sharing of knowledge and designs to enable cost savings.

 

 

 

 

 

 

 

 

 

 

 

 

 

January 31, 2020 Posted by | Transport | , , , , , , , , | 6 Comments

‘Washington Feels Like An Island’ – Minister Agrees To Consider Case For Bringing Metro To Town After MP Raises Issue In Parliament

The title of this post is the same as that of this article on the Sunderland Echo.

These are the first two paragraphs.

She asked: “What assessment he has made of the potential merits of extending the Tyne and Wear Metro to Washington?”

She added: “Residents of Washington often feel like the town is an island compared with neighbouring cities and towns. It contains 70,000 of my constituents, 70% of whom use their car to get to work.

The Minister thanked the  MP for her comments and said they would be taken into consideration.

Washington station was on the Leamside Line. There have been plans for over ten years to reopen this line to passenger trains linked to the Tyne and Wear Metro.

Under Proposed Extensions And Suggested Improvements in the Wikipedia entry for the Tyne and Wear Metro this is said.

Washington, either via the disused Leamside line or a new route. Present planning may lead to the Leamside line being opened at least as far as Washington as a conventional rail line for passengers as well as freight, although this could be shared with Metro trains in the same way as the line from Pelaw Junction to Sunderland. In 2009 ATOC suggested reopening the Leamside line as far south as Washington.[70] On 12 July 2010 local MP Sharon Hodgson started an online petition on the website of local radio station Sun FM to get the Metro extended to Washington.

It is also intriguing to look at the specification for the new trains, where this is said.

During supplier engagement events in 2018, Nexus have now removed the provision for dual voltage operation from the specification, with preference for passive provision for future battery storage technology.

These are my thoughts.

  • Battery technology is an interesting possibility for an extension of the Tyne and Wear Metro to Washington, as it’s only a few miles.
  • The junction between the Leamside Line and the Tyne and Wear Metro would be easier to build, if trains only went North to Newcastle.
  • Heavy rail could be used to Washington, but on balance it would probably be easier to use the Metro, as where would heavy rail trains turn?
  • There is also a good suggestion to develop a South Shields to Sunderland service. This would balance services to Sunderland, if some Sunderland services were switched to Washington.

There certainly seems to be a lot of support for reopening railways in the North East!

 

 

March 22, 2019 Posted by | Transport | , , | Leave a comment