Mayors Head To Parliament With Plan For Northern Arc To Deliver Green Growth
The title of this post, is the same as that of this news item from Liverpool City Region.
These four bullet points act as sub-headings.
- Steve Rotheram and Andy Burnham take case for backing Northern Arc to Treasury – as new data shows North can drive green growth and unlock £90bn for UK economy
- Liverpool City Region and Greater Manchester Mayors will meet with ministers and MPs today, and Andy Burnham will give evidence at Business and Trade Select Committee on the UK’s industrial strategy
- Economic analysis shows that investing in transport infrastructure and a pipeline of projects across the North would benefit the whole UK economy, improving living standards and closing the North-South productivity gap
- Mayors will also address Innovation Zero World Congress in London, showing how city-regions can create high quality jobs by pioneering low-carbon innovation
These two paragraphs add a bit more detail.
The right investment would create a growth corridor, stretching from the Mersey to the Pennines and connecting into West and South Yorkshire, underpinned by transport networks that would include a new railway linking Liverpool and Manchester.
The Northern Arc area spans regions with close economic ties to Lancashire, North Wales, Hull and the North East. With international connections through the Port of Liverpool and Manchester Airport, it’s well positioned for global trade.
If I have a problem with the mayors’ thoughts, the plan outlined in the news item is rather Liverpool/Manchester-based with Hull being the only city outside that area getting a mention. Do Blackburn, Blackpool, Bradford, Burnley, Doncaster, Huddersfield, Leeds, Preston, Rotherham, Scunthorpe, Stockport, Wigan and York exist?
For instance you would expert a report from Liverpool and Manchester’s Mayors to call for a new railway between their two cities. And of course they do!
The current TransPennine Lines has two main routes across the Pennines between East and West.
If ever there was a rail route, designed by Topsy, it is the North TransPennine Route.
- There are six separate services, if you ignore Newcastle and Edinburgh Waverley, which is a shuttle to fill a gap in rail services.
- In the West trains terminate at Huddersfield, Liverpool Lime Street, Manchester Airport, Manchester Piccadilly and Manchester Victoria
- In the East trains terminate at Edinburgh Waverley, Hull, Leeds, Newcastle, Redcar Central, Scarborough and York.
- Terminals like Huddersfield, Hull, Liverpool Lime Street, Newcastle and York are some of the best terminal stations in the UK, but others are very second rate.
I suspect, this North TransPennine Route structure brought about the demise of TransPennine Express.
The South TransPennine Route on the other hand, although it was built by several different railway companies, they were all intent on the same thing. An East-West route across the Pennines through Doncaster, Manchester and Sheffield.
- The Western terminal is Liverpool Lime Street, which in my view is the finest grand terminus in the UK, in terms of architecture, onward connections and operation. It is also the oldest still-operating grand terminus mainline station in the world, in that it dates from 1836.
- The Eastern terminal is Cleethorpes, which is an efficient four-platform recently-refurbished station, that is within a hundred metres of some of the best gluten-free fish and chips, I’ve ever tasted on the pier.
- Intermediate stations include Liverpool South Parkway, Warrington Central, Birchwood, Irlam, Urmston, Manchester Oxford Road, Manchester Piccadilly, Stockport, Sheffield, Meadowhall, Doncaster, Scunthorpe, Barnetby, Habrough and Grimsby Town.
- Liverpool South Parkway has a bus connection to Liverpool Airport
- Liverpool Lime Street, Manchester Oxford Road, Manchester Piccadilly, Stockport, Sheffield and Doncaster are stations with comprehensive onward connections.
- The route is electrified between Liverpool Lime Street and Manchester Piccadilly and at Doncaster.Liverpool Lime Street and Cleethorpes is 148.2 miles
- Hazel Grove and Doncaster is without electrification and is 52.3 miles long.
- Cleethorpes and Doncaster is without electrification and is 52.1 miles long.
- I believe that Hitachi, Siemens and Stadler could supply battery-electric trains, that would be able to work the route, with the addition of a short length of overhead wires at Cleethorpes, so that trains could return to Doncaster.
- Trains go straight through all the intermediate stations, so there are no time-wasting reverses.
- Journey time is just over three and a half hours.
I believe that a mouse-quiet battery-electric train would pack in the punters, if only for the novelty.
But.
A battery-electric train would probably knock perhaps thirty minutes off the journey.
The timetable would be an hourly train at all stations.
The service would pass the mother’s birthday test, in that you could easily visit any station from any other and buy your mother lunch before returning on a convenient train.
There are connections to and from London at Liverpool Lime Street, Manchester Piccadilly, Stockport, Sheffield and Doncaster.
It could be a very useful East-West train service.
Thoughts On Tram-Trains In Manchester
The State Of Public Transport In the North
Over the last few years plans have been put in place to improv the state of the public transport of the major cities of the North and progress has started to happen, with new trains, trams and light rail systems being planned and in some cases coming into service.
Birmingham, Coventry And The West Midlands
A lot of investment has been made and it is continuing.
- Birmingham New Street station has been rebuilt.
- Coventry and Wolverhampton stations have been remodelled.
- Two new stations were built in Birmingham for the Commonwealth Games.
- A large number of new Class 730 local trains are being brought into service.
- Birmingham stations are being updated for High Speed Two.
- The West Midland Metro has been extended at both ends and a second line is under construction.
Transport in the wider West Midlands has been greatly improved.
Derby, Nottingham, Sheffield And The East Midlands
The major investment in this area is the electrification of the Midland Main Line and the provision of new Hitachi electric Class 810 trains.
In addition the following has been done.
- The Hope Valley line between Manchester and Sheffield has been improved.
- Derby station has been improved.
- The local trains have been refurbished.
- The power supply has been improved.
- An application for an Open Access service to Sheffield has been made.
The improvements in the East Midlands, will not be on the same scale as in the West Midlands, but they will make a difference.
Leeds, Bradford And West Yorkshire
For decades, West Yorkshire and especially Bradford has lagged behind the rest of the North.
But at least things are stirring.
- Plans have been laid to create a through station in Bradford.
- Leeds station has been refurbished.
- An extra platform is being added at Bradford Forster Square station.
- The TransPennine Upgrade is underway to electrify between Huddersfield and York.
- Hitachi have developed a battery-electric high speed train for the TransPennine route.
- Bradford is installing a hydrogen electrolyser, so that the city can have hydrogen buses to cope with the hills.
- Plans are now being developed to create a metro for Leeds and Bradford.
West Yorkshire is closing the gap to the rest of the North.
Liverpool And Merseyside
Again, a lot of investment has been made.
- The approaches to Liverpool Lime Street station have finally been sorted, with more tracks and new signalling.
- Liverpool Lime Street station has been improved and is now one of the finest stations in Europe.
- Trains are now approaching High Speed Two times between Crewe and Liverpool.
- More services between London and Liverpool can now be planned, with the arrival of new Class 807 trains.
- Some new stations have been built and more are planned.
- A large number of new Class 777 local trains are being brought into service.
Transport in the wider Merseyside has been greatly improved.
Newcastle, Tyneside And Northumberland
The area is getting investment, but not as much in proportion as others.
- The Metro trains are being replaced and the Metro itself, is getting a major update.
- The East Coast Main Line has received improvements to power supplies, signalling and some bottlenecks.
- The Northumberland Line to Ashington is being brought back into operation.
It’s a start, but if the Northumberland Line is a success, I can see a call for more line re openings.
Manchester And Greater Manchester
If you look at each of the areas, they generally have one or more large projects.
- Birmingham, Coventry And The West Midlands – Birmingham New Street station, Class 730 Trains, High Speed Two, West Midland Metro
- Derby, Nottingham, Sheffield And The East Midlands – Midland Main Line, Class 810 Trains, Hope Valley Line, Open Access To Sheffield
- Leeds, Bradford And West Yorkshire – Leeds station, Bradford improvements, TransPennine Upgrade, Battery-Ekectric Trains, Leeds Metro
- Liverpool And Merseyside – Liverpool Lime Street Improvements, Class 807 Trains, Class 777 Trains
- Newcastle, Tyneside And Northumberland – Metro upgrade with New Trains, Northumberland Line
So what improvements are in the pipeline for Greater Manchester?
This Wikipedia entry is entitled Proposed Developments Of Manchester Metrolink.
The proposed developments include in the Wikipedia order.
- New Metrolink Stop: Stop to serve new housing development proposed at Elton Reservoir on the Bury Line.
- New Metrolink Stop: Stop to serve new housing development proposed at Sandhills on the Bury Line.
- New Metrolink Stop: Stop to serve new housing development proposed at Cop Road on the Oldham and Rochdale Line.
- Airport Line extension to Terminal 2: A short extension of the Airport Line from the current Manchester Airport station to the site of the expanded Terminal 2.
- Airport Line extension to Davenport Green: An extension of the Airport Line from Roundthorn to the site of the proposed Manchester Airport High Speed station on the HS2 high speed network.
- Oldham–Heywood via Rochdale tram-train pathfinder: A tram-train service utilising the heavy rail Calder Valley line to connect Oldham to Heywood through Rochdale railway station.
- Manchester Airport–Wilmslow via Styal tram-train pathfinder: A tram-train service operating on the southern section of the heavy rail Styal Line between Manchester Airport and Wilmslow in Cheshire.
- South Manchester–Hale via Altrincham tram-train pathfinder: An extension of Metrolink’s Altrincham Line using tram-train to reach Hale on the heavy rail Mid-Cheshire line.
- Improved Metrolink frequency between Piccadilly and Victoria stations: Increasing capacity to provide a direct service from Rochdale and Oldham to Manchester Piccadilly.
- Interventions to improve Metrolink capacity and reliability: Includes improvements to turnback facilities and double-tracking currently single-track sections.
- Further interventions to improve Metrolink capacity and reliability: Includes longer vehicles, a third depot and double-tracking currently single-track sections.
- Manchester–Stalybridge extension: An extension of the East Manchester Line from Ashton-under-Lyne to Stalybridge.
- Manchester–Middleton extension: A proposed spur from the Bury Line connecting to the town of Middleton.
- Oldham–Middleton extension: A spur from Oldham to Middleton.
- MediaCityUK–Salford Crescent: A line connecting the MediaCityUK tram stop to the Salford Crescent railway station interchange. Further new Metrolink.
- Connections between Salford Crescent, Inner Salford and the City Centre: Extension of the MediaCityUK–Salford Crescent line into the regional centre.
- Completion of the Airport Line (Wythenshawe Loop): Completion of the Wythenshawe Loop by connecting the Metrolink lines between the Davenport Green and Manchester Airport Terminal 2 extensions.
- Port Salford/Salford Stadium extension: Extending the Trafford Park Line from the Trafford Centre to a proposed container terminal at Port Salford.
- Glossop tram-train: A tram-train service utilising the Glossop line between Manchester and Glossop in Derbyshire.
- Marple tram-train: A tram-train service utilising the Hope Valley line branches north of Marple towards Manchester.
- Manchester–Wigan via Atherton tram-train: A tram-train service utilising the Atherton section of the Manchester–Southport line between Manchester and Wigan.
- Manchester–Warrington tram-train: A tram-train service utilising the southern route of the Liverpool–Manchester lines between Manchester and Warrington.
- Stockport–Hazel Grove tram-train: A tram-train service between Stockport and the suburb of Hazel Grove.
- Stockport–Manchester Airport tram-train: A tram-train service between Stockport and Manchester Airport.
- Rochdale–Bury via Heywood tram-train: Extension of the Oldham–Heywood tram-train pathfinder from Heywood to Bury.
- Manchester Airport–Mid Cheshire tram-train: A tram-train service from Manchester Airport using a proposed Western Link rail line to the Mid-Cheshire line.
- Stockport–Ashton via Denton and Reddish tram-train: A tram-train service utilising the Stockport–Stalybridge line from Stockport to Ashton.
- Cornbrook–Manchester Airport via Timperley tram-train: A tram-train service from Cornbrook using the Altrincham line to Timperley, the Mid Cheshire line to Baguley, then the Wythenshawe Loop to Manchester Airport.
- Regional centre metro tunnel: Providing capacity for more services on the network.
- Oldham–Greenfield via Grotton extension: A Metrolink spur from Oldham town centre to Greenfield railway station on the Huddersfield line.
- Oldham–Royton extension: A Metrolink spur from the Oldham and Rochdale line to the town of Royton.
Note.
- The number of times that tram-trains are mentioned.
- But with its numerous rail and tram lines, Greater Manchester is ideally suited for conversion to tram-trains.
- There are three pathfinder routes for tram-trains, which will be converted first to prove the technology.
These are my detailed thoughts on tram-trains in Greater Manchester,
All Routes Could Be Run By Identical Tram-Trains
If this can be arranged, it is surely preferable from the operator, staff and passengers point-of-view.
Tram-Trains Can Run On Secondary Routes Like The Calder And Hope Valley Lines
In Manchester, this would enable some routes to be swapped from the rail to the tram network.
It would also allow trams to run between networks, so you could have a direct tram service between say Stockport and Sheffield on the Hope Valley Line.
Tram-Trains Can Be Faster
Tram-trains can be faster, when running on rail lines, so they don’t hold up expresses.
What Do Tram-Trains Look Like?
This is one of Sheffield’s Class 399 tram-trains at Rotherham Parkgate.
Note.
- This tram-train is a member of the Stadler Citylink family.
- this version can be powered by either 750 VDC or 25 KVAC.
- The Welsh version will also have battery-power.
- It is a three-car tram train.
- There is step-free access.
The Wikipedia entry for the Stadler Citylink has lots more details.
Stadler have just launched a new smaller one- or two-car tram-train.
This image from the press release shows the prototype hydrogen-powered one-car RS ZERO.
Note.
- The Regio-Shuttles can run as up to seven car trains.
- These RS ZERO are powered by overhead electrification, battery or hydrogen power.
- They can carry 170 passengers at 75 mph.
- They can run as train-trams using the Chemnitz model on compatible tram networks.
- The interiors are very flexible.
- An RS ZERO can be fitted with toilets for the posher parts of Manchester.
- Typically, a one-car RS ZERO handles a similar passenger load to a one-car Metrolink vehicle.
The more I compare the RS ZERO with the Metrolink’s trams, the more it looks like Stadler’s design has a Metrolink order firmly in its sights.
A Simple Tram-Train Example
The Altrincham Line of the Metrolink, runs between Altrincham and Deansgate-Castlefield in Central Manchester.
- Tram-trains would be capable of sharing the tracks with the current trams.
- Initially, they would run an identical service to the same destinations in the North.
- At either Navigation Road or Altrincham stations, they would switch to the heavy rail track.
- They would then travel to Hale or whatever station is determined to be the terminus.
Tram-trains would be a simple way of extending a tram service along a heavy eail line.
The Range Of The RS ZERO
This article on the Railway Gazette is entitled Prototype RS Zero Hydrogen Or Battery Railcar For Secondary Lines Unveiled At InnoTrans, has this paragraph.
The hydrogen powered RS Zero has a range of more than 700 km in the single car version, and a two-car version would offer more than 1 000 km. Battery trains will offer ranges of 80 to 110 km or 90 to 180 km. The maximum speed is 120 km/h.
As Chester and Manchester is only 45 miles or 72.4 kilometres, ways and means of running the battery versions on the route should be possible.
In fact, as Stockport and Manchester Piccadilly is already electrified at 25 KVAC and a return trip to Manchester Piccadilly from Stockport probably takes about twenty-five minutes, I would envisage that an RS ZERO would leave Stockport for Chester with a full battery. As Stockport and Chester is only 39.2 miles or 63 kilometres, the RS ZERO should do the trip if it started with a full battery and had a short length of electrification at Chester to top up the battery, if needed.
Other Possible Tram-Train Routes From Stockport
It is indicated the Metrolink would like to run other tram-train routes from Stockport.
- Ashton – Not sure of the route
- Buxton – 31.8 km
- Hazel Grove – 5 km – Electrified
- Manchester Piccadilly – 9 km – Electrified
- Manchester Airport – Not sure of the route
- Sheffield – 59 km – Will be electrified at Sheffield
Note.
- This would speed up Sheffield services.
- Buxton would be an interesting route and would probably use Newton’s friend to help on the return.
I suspect that nearly all local services from Manchester through Stockport could be run by battery-electric or hydrogen tram-trains.
The Glossop Line Could Be Converted To Tram-Train
It’s already electrified so why not?
Conclusion
It strikes me, that a lot of Manchester’s suburban rail network could be converted to RS ZERO tram-trains.
The RS ZERO tram-trains could also be used on existing tram routes to convert them to tram-train operation and extend them.
As a bonus Manchester’s trains would be substantially decarbonised.
Plans To Turn Former Station Waiting Room Into Pub
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Plans to turn a Grade II listed railway station’s former waiting room back into a pub have been submitted.
These are the first three paragraphs of the article.
Network Rail wants to refurbish the room at Carlisle’s station, which is now a storage room and kitchen.
The first class waiting room, which was until recently used as a pub, was built by architect William Tite in 1880 as an extension to his original 1847 neo-Tudor station designs.
The plans are part of the £27m Carlisle Gateway project to turn the city’s station into a “national interchange” transport hub, funded by central government, Cumberland Council and Network Rail.
I very much like this idea.
Carlisle could be turned into a national interchange, that was almost unique in the world.
- Rail services across the Borderlands could be improved, to the cities of Glasgow, Lancaster, Leeds, Newcastle and York.
- Rail services could be developed, so visitors could explore the Lake District by rail.
- The Eden Project at Morecambe would be a rail-accessible attraction, that was just an hour away from Carlisle.
- The Borders Railway from Edinburgh could be extended to Carlisle.
- All services would be zero-carbon, with power coming from either batteries or hydrogen.
- Services would be tourism-friendly, with space for bicycles, large panoramic windows and high-class catering.
Current times between London and Carlisle could be reduced to under three-and-a-half hours, with reductions of up to an hour, as High Speed Two is eventually delivered.
HS2 Manchester Route Not Sold Off Yet As Labour Weighs Up Rail Options
The title of this post, is the same as that of this article on i.
This is the sub-heading.
The Government has a looming dilemma with climbing costs and pressure from supporters to bring back the Birmingham to Manchester line
These first three paragraphs explain the problems.
Labour faces a £500m decision on what to do with HS2 land which was not sold despite promises by Rishi Sunak, as Sir Keir Starmer braces for new calls to resurrect the cancelled Birmingham to Manchester line.
The £50bn rail line is likely to cause the new Labour government a headache as supporters push for the party to support the project which was initially launched by former Prime Minister Gordon Brown in 2009.
Within Whitehall, civil servants are currently thought to be calculating the value for money of Mr Sunak’s HS2 plan in comparison to the previous HS2 plan to Manchester, with the result expected to favour the longer route.
These are my thoughts.
The Appointment Of Lord Peter Hendy As Rail Minister
Two of the more unusual ministerial appointments by Sir Keir Starmer were the appointment of James Timpson as Minister of State for Prisons, Parole and Probatio, and Lord Peter Hendy as Minister of State in the Department of Transport.
But if you read their Wikipedia entries, they both have great knowledge of the area to where they have been appointed.
This picking of Ministers outside of elected MPs has happened before, with the most recent being Rishi Sunak’s appointment of David Cameron as Foreign Secretary.
This is a paragraph from the article in the i, gives some views about Lord Hendy and High Speed Two.
The appointment of Lord Peter Hendy as rail minister has been received positively by many supporters of the high speed rail line, given his previous work around the project and Euston’s redevelopment, where he pushed for a more ambitious project. One industry source told i that Lord Hendy was “one of the most respected figures in the UK rail industry”, and a “definite supporter of HS2 to Manchester”.
As the current Chairman of Network Rail, I suspect Lord Hendy has had endless thoughts on how he can get High Speed Two to Manchester, within an acceptable budget.
I also believe that since being appointed to be Chairman of Network Rail, the performance of that company has improved.
Has Lord Hendy improved the quality of the workforce or imposed better top down project management?
The Euston Station Problem
The article in the i has several paragraphs on the Euston station problem.
Lord Hendy has probably, the best directory of contacts of property developers, architects and engineers in the UK and with his background of economics, he probably know how to sort the wheat from the dross.
So could Lord Hendy somehow conjure a solution for Euston station out of the speculation?
I wonder if he could find someone to develop a multi-billion commercial complex over the station, that this could generate the cash to pay for Birmingham and Manchester section of High Speed Two.
Like Baldrick, I suspect Lord Hendy could have a cunning plan, but based on sound economic sense.
For instance, I believe, that the best way to serve Leeds by High Speed Two could be via Manchester.
- Leeds would have a choice of routes from London; King’s Cross and Euston.
- It could possibly have three, if St. Pancras and Leeds via Derby and Sheffield were to be improved.
- Birmingham and Leeds services would be greatly improved if High Speed Two to Leeds, went via Manchester.
I would suspect every idea will be on the table.
Riding Into the Future: Germany’s Pioneering Hydrogen-Powered Tram Project
The title of this post, is the same as that as this article on bnn Breaking.
This is the sub-heading.
Explore Germany’s groundbreaking project to develop a fuel cell-powered tram, leading the charge in sustainable urban mobility and reimagining the future of public transportation.
These are the first two paragraphs.
In the quiet, industrious corners of Germany, a revolution is unfolding on the tracks of public transportation. A consortium led by Hörmann Vehicle Engineering, alongside partners Heiterblick, Flexiva Automation & Robotik, and Technische Universität Chemnitz, has embarked on a groundbreaking journey to conceptualize, design, and test what could be the world’s next leap in eco-friendly mass transit: a hydrogen-powered tram. The project, aptly named the Hydrogen Tram for Next Generation, merges the realms of innovation, sustainability, and practicality, aiming to redefine urban mobility in ways we’ve only begun to imagine.
The project’s heart beats with a simple yet ambitious goal: to create a fuel cell-powered tram that doesn’t just exist as a prototype but thrives as a model for future public transportation. This initiative isn’t just about building a tram; it’s about reimagining the entire ecosystem surrounding urban mobility. From devising a robust refueling strategy to simulating operations and testing the fuel cell system, the collaborators are leaving no stone unturned. The project, with a generous €8 million budget, is buoyed by support from the federal government’s national hydrogen and fuel cell technology innovation program. This isn’t merely an experiment; it’s a statement of intent by Germany to lead the charge in sustainable transit solutions.
I have a few thoughts.
Chemnitz
These pictures show Chemnitz and its trams.
Note.
- Chemnitz used to be called Karl Marx Stadt.
- Chemnitz has some hybrid trams and tram-trains.
- I described how the Chemnitz trams work in Chemnitz Trams And The Chemnitz Model.
Chemnitz could be a very suitable place to try out the technology.
Hence, the involvement of Chemnitz University in the project doesn’t surprise me.
Tram-Trains
This article on Railway Gazette International, which is entitled Hydrogen Tram Development Project Underway, is also about the same project.
This is the first paragraph.
The Hydrogen Tram for Next Generation project has been launched to develop a fuel cell-powered vehicle which would enable services to be extended into new areas and tram-train routes created without the need for electrification.
It looks like this was added in the translation.
Tram Trains In South London
In The Third-Rail Tram-Train, I postulated using third-rail tram trains to extend the London Tramlink.
Since then Merseyrail have tried to extend, their third-rail electrified network and been told they couldn’t.
I have written these posts about using tram-trains to extend the London Tramlink.
- Could There Be A Tram-Train Connection At Reeve’s Corner?
- Would Third-Rail Tram-Trains Affect The Design Of The Proposed Streatham Interchange Station?
- The Cranleigh Line
- Thoughts On The Sutton Loop Line
- Could Third-Rail Tram-Trains Work The Epsom Downs Branch?
- Could Third-Rail Tram-Trains Be Used To Increase Services In South London?
- Could Beckenham Junction To Birkbeck Be Run Using Third-Rail Tram-Trains?
- Could Tram-Trains Be Used To Advantage In Croydon?
So would a hydrogen-powered tram-train be useful technology to extend the London Tramlink?
It just could be!
Zero-Carbon Between Manchester and Sheffield
This OpenRailwayMap shows the electrification across the Pennines.
Note.
- Red lines are electrified with 25 KVAC overhead.
- Mauve lines are tram lines electrified with 750 VDC overhead.
- The mauve lines in the West are the Manchester Metrolink.
- The mauve lines in the East are the Sheffield Supertram
- Black lines are not electrified.
- Red and black lines are currently being electrified.
- The blue arrow at the bottom of the map indicates Buxton.
- To the North of Buxton, the line linking Manchester and Sheffield is the Hope Valley Line.
- Running North-East from Manchester is the main TransPennine route between Leeds and Manchester via Dewsbury and Huddersfield.
This OpenRailwayMap shows the TransPennine route between Morley and Mossley stations.
Note.
- Colours are as before.
- Morley station is in the North-East corner of the map.
- Huddersfield station is indicated by the blue arrow in the middle of the map.
- Mossley station is in the South-West corner of the map.
In a few years time, there will be 25 KVAC overhead electrification all the way between Leeds and Manchester via Dewsbury and Huddersfield.
This OpenRailwayMap shows the routes around Manchester and Sheffield and the connecting routes between Barnsley, Huddersfield, Manchester and Sheffield.
Note.
- Colours are as before.
- The blue arrow at the bottom of the map indicates Buxton.
- The line to Stocksbridge runs North-West from Sheffield.
- To its East the Penistone Line runs to Huddersfield via Barnsley.
- Manchester has a series of lines to the East that need to be electrified.
How many of these lines could be integrated into the tram systems of Manchester and Sheffield, by the use of hydrogen-powered tram-trains?
Hydrogen-powered tram-trains could share lines with battery-electric trains.
Tram-trains could run from say Cathedral in Sheffield to Piccadilly Gardens in Manchester.
Using self-powered trains would cut the need for expensive infrastructure.
The possibilities are endless and carbon free.
Conclusion
Hydrogen-powered trams and tram-trains could be a valuable tool for decarbonising trams and trains.
Morley’s New Accessible Station Set To Open In Summer 2023
The title of this post, is the same as that of this press release from Network Rail.
These paragraphs outline the work to be done to create the new Morley station.
A new, fully accessible station is set to open in Morley, Leeds in summer 2023 to make way for longer trains, more seats, and better journeys as part of the Transpennine Route Upgrade.
As a multi-million-pound investment, the new station will boast longer platforms to provide space for faster, more frequent, greener trains with more seats available for passengers travelling between Manchester, Huddersfield, Leeds and York.
The new, remodelled station will sit 75 metres away from the existing station and be fully accessible, with a footbridge and lifts connecting the two platforms.
Moving the station opens up opportunities to transform the platforms and track layout while installing the overhead wires needed to power electric and hybrid trains in the future. It also means that the current station can largely remain open for passengers whilst the new one is built.
It is not often, that a station upgrade, is such a comprehensive demolish and rebuild of a not very large station as this.
But rarely have I seen such a long list of problems as the one in this section in the Wikipedia entry for the station.
It looks like the Government is having a go, at levelling-up Morley.
Network Rail seem to be attempting to do the rebuild in under a year.
‘Upgrade East Coast Main Line Before HS2’ If Leeds And Yorkshire Want Faster Rail Links To London
The title of this post, is the same as that of this letter to the Yorkshire Post.
This is the opening paragraph.
The decision to scrap HS2 running to Leeds is controversial but those who travel to London should not despair.
The writer makes these points.
- High Speed Two will probably charge a premium fare because of the speed.
- The current journey time to the capital is two hours 13 minutes at a cost of £28-60, if purchased in advance.
- Planned improvements on the East Coast Main Line will reduce the journey time to London King’s Cross to one hour 56 minutes.
- High Speed Two will take one hour 22 minutes.
- If the line between Doncaster and Leeds were to be improved, the journey time could be reduced to one hour 45 minutes.
The writer finishes by saying that if the government ‘four tracked’ the entire East Coast route, 140mph LNER’s Azuma trains would match the times of High Speed Two.
In What Will Be The Fastest Times Possible Between London King’s Cross And Leeds?, I came to this conclusion.
It looks like a non-stop service between London and Leeds running at 140 mph, with perhaps some sections at perhaps a bit faster, could be able to match the High Speed Two times.
Running non-stop saves a total of eighteen minutes.
In an hour, I would give Leeds one non-stop and one stopping service to London.
Calls For Study Into Reopening Of Leeds Railway Station To Expand Capacity
The title of this post, is the same as that of this article on Rail Technology Magazine.
This is the introductory paragraph.
Local politicians in Leeds have called for the revival of Marsh Lane railway station to ease some of the pressure on the city’s busy main station, seeking viability studies to be carried out on it and other sites as a first step.
This Google Map shows the area of the proposed Leeds Marsh lane station.
Note.
- The Leeds Playhouse, Leeds Conservatoire, Northern Ballet and large NHS offices in the centre of the circle of roads.
- Marsh Lane runs down the East side and crosses under the Leeds and Hull via Selby railway line.
- I would assume that the station will be built, where the road goes under the railway.
This second map is an enlargement of where the station used to be.
It looks like there would be space to put two platforms outside the double-track line.
Services Through Leeds Marsh Lane Station
The following services appear to run through the site of Leeds Marsh Lane Station.
- CrossCountry – Plymouth and Edinburgh/Glasgow
- LNER – Leeds and Edinburgh
- Northern – Blackpool North and York
- Northern – Halifax and Hull
- Northern – Leeds and York
- TransPennine Express – Liverpool Lime Street and Newcastle
- TransPennine Express – Liverpool Lime Street and Scarborough
- TransPennine Express – Manchester Airport and Newcastle
- TransPennine Express – Manchester Airport and Redcar
- TransPennine Express – Manchester Piccadilly and Hull
Note.
- All trains are hourly in both directions.
- There are also up to two freight trains per hour (tph) through the area.
There’s certainly scope for a balanced timetable through the station, but will there be enough time for all to stop?
Conclusion
Building this station looks to feasible and a good service could be provided.
Whether it is built would depend on passenger numbers and the cost of building.
Hence the need for a comprehensive study!
Catalyst Capital Makes First Move In GBP 300m Battery Storage Strategy
The title of this post, is the same as that of this article on Renewables Now.
This is the first paragraph.
Fund manager Catalyst Capital has acquired a site to build a 100-MW battery in Yorkshire, northern England, in the first of a series of planned deals under a GBP-300-million (USD 406.1m/EUR 358.9m) strategy to develop diversified UK battery energy storage systems (BESS) facilities.
£300 million, says to me that the finance industry, now finds battery storage to be a worthwhile investment.
Skelton Grange Power Station
This Google Map shows the location of the Skelton Grange power station site, where the battery will be developed.
And this second Google Map shows the site in more detail.
Note that there is still a sub-station on the site.
The article states that planning permission was received in 2021 and they hope to have the facility on-line in the first quarter of this year.
That appears quick to me. Is it because the electrical connection already in situ?
It should also be noted, that the battery output of 100 MW is much less than that of the former coal-fired power station in the mid-1980s, which was at last 480 MW.
I also wonder, if the site could host a hydrogen fuelling station for buses.
- It is not far from the centre of Leeds.
- It has a good connection to the National Grid.
- An electrolyser like the one built by ITM Power at Tyseley Energy Park uses 3 MW of electricity to produce around 1.5 tonnes of hydrogen per day.
I also feel that the site could host a wind turbine up to about 10 MW.
Conclusion
Catalyst Capital seems to have made a big entry into the market. They won’t be the last to do this, as the returns are there and the battery storage is needed.
Red Wall Commuters To Get Rail Revolution
The title of this post, is the same as that of this article on The Sunday Times.
This is the first paragraph.
Nearly £100 billion will be spent on England’s railways outside London, including the construction of three new high-speed lines that will cut journey times in half.
The paper is also predicting that the Birmingham and Leeds leg of High Speed Two will be scrapped.
The three new high speed lines are.
- Birmingham and East Midlands Parkway
- Leeds and Sheffield
- Manchester and Crewe.
I have felt for some time, that timings between London and Yorkshire can be upgraded almost to High Speed Two levels by upgrading the Midland Main and the East Coast Main Lines.
I shall be doing some calculations, when the schemes are announced on Thursday.
The Anonymous Widower 