In a comment a friend said this about going by train from Stockport to Liverpool.
When we first moved here, there was no direct train to Liverpool, we had to go into Piccadilly, cross to Victoria and get a train to Liverpool. And before the trams that was a complete pain!
So how is it now?
Using National Rail Enquiries, I find that every hour there is a direct train from Stockport station to Liverpool South Parkway and Liverpool Lime Street stations at around twenty-five minutes past the hour, that takes a few minutes over the hour to get to Liverpool Lime Street.
They seem to be run by East Midlands Trains, so they will be a Class 158 train, which is fine.
If say you were to drive to Manchester Airport first, you can get a refurbished electric train, that takes virtually the same time to Liverpool.
Stockport To Manchester Airport
Until I wrote this, I hadn’t realised that Airport trains don’t go via Stockport, but they use the Styal Line that by-passes Stockport.
Looking at maps of the area, it would appear that there might be a way of trains going from Manchester to the Airport via Stockport.
This Google Map shows the area where the railway lines cross.
Gatley station is at the South-West corner of the map and the Styal Line runs Northwards past the motorway junction between the M60 and the A34.
The Mid-Cheshire Line runs across the map South of the motorway junction and the Alexandra Hospital.
I suppose the cost was too high, but then how do you put all the travellers’ cars on the train?
The fact that the rail link between Stockport and Manchester Airport wasn’t created at the same time as the motorway junction is a design crime of the highest order.
It looks to me that there is even space for a Park-and-Ride for Stockport and Manchester in the area.
The Ordsall Chord
The Ordsall Chord, will link Manchester Victoria and Piccadilly stations with a huge bridge across the Irwell, before the end of 2017
It will have four trains per hour (tph) in both directions, between Manchester Airport, Manchester Piccadilly, Oxford Road, Deansgate, Salford Central and Manchester Victoria stations. There is probably capacity for this service to go to eight tph,
Initially, trains will be refurbished four-car Class 319 electric trains, that currently work Liverpool to Manchester services.
These trains are no suburban trundlers, but will be able to cruise near to 100 mph on parts of the journey, thus knocking a few minutes off the time between Manchester Piccadlly and the Airport.
What Will The Ordsall Chord Do For Stockport?
I have to ask this question and until the timetables are published late this year, everything I say here will be speculation.
- I would be very surprised if there wasn’t at least 1 electric tph that went to Manchester Victoria station.
- Eventually, this service could be made more frequent and perhaps extended to Blackburn, Burnley, Huddsersfield or Stalybridge.
- If Manchester Victoria has been designed right, there should be same-platform interchange at the station to TransPennine services to places like Hull, Leeds, Newcastle and Edinburgh.
- I also suspect train companies will use the chord to provide new services like perhaps Chester to Leeds, that could go through Stockport.
Forget HS3 for the moment, this is the reality of 2017.
Liverpool to Manchester Airport
Several stations in Liverpool have an hourly service to Manchester Airport and this will probably get better as more Class 319 and Class 319 Flex Trains are brought into service.
It’s rather ironic, but from what I have found, that it would appear that Liverpool gets at least as good a service to Manchester Airport as does the much Stockport!
And Liverpool’s service is likely to double in frequency in the near future!
The Liverpool and Stockport services to Manchester Airport, do have one thing in common though! Both have intermediate stops at Manchester Piccadilly!
But why would you want to go to Manchester Piccadilly, when you’re just going a few miles down the road? Especially, as if you’re going to Manchester Piccadilly, you already have in excess of four tph.
Leeds To Manchester Airport
Currently, Leeds to Manchester Airport has a two tph service via Huddersfield.
When the Ordsall Chord opens that Leeds to Manchester services will go to a higher frequency via Manchester Victoria, thus improving the service to the Airport from Leeds, by giving Leeds passengers access to Manchester local tram and train services to the Airport.
Services from Stockport through Manchester will improve, due to the opening of the Ordsall hord and other electrification works.
But, Stockport needs a quick non-stop service to the Airport with a frequency of at least two tph for economic prosperity.
Perhaps to get a good service to Manchester Airport, your city must begin with L or M.
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
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. 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 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.
There was no sign of any electrification work.
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.
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.
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.
I took these pictures as I went from Blackburn to Liverpool by a rather roundabout route mainly using a Lancashire Day Ranger.
These are my notes on the pictures.
The North Wakes Up Slow
I usually wake up about five and listen to the early news and Wake Up To Money on BBC Radio 5.
One of the reasons, I stay in Premier Inns, is that when I’m in one, I don’t have to change my routine.
I often leave home around seven and get my paper from the shop on the corner, which opens at the same time. Even on Sundays!
But in Blackburn and many places in the North, try getting a paper at that time and nothing’s open.
The Morrisons in Blackburn Town Centre didn’t open until 08:30, which is almost the afternoon for me!
I did take one of the first stations to Clitheroe station, which cost me just £2.70 with my Senior Railcard.
Clitheroe is the sort of station, that has a homely atmosphere and serves as the terminal for the Ribble Valley Line, with a ticket office, four-car platforms and an underpass to get across the tracks.
To Southport via Bolton
Southport station has a direct entrance to the town’s Marks and Spencer, so it must have the biggest food hall in any UK station.
I took the opportunity to pick up some sandwiches for an early lunch.
Kirkby station is like Ormskirk station, where the Merseyrail third-rail electric trains meet Northern’s services from Manchester or Preston.
It is not the best of designs, but Merseyrail are aiming to move the interchange to a new station at Headbolt Lane, which will hopefully have electric trains to Manchester on the Kirkby Branch Line, via Wigan Wallgate and Atherton stations.
Kirkdale station is architecturally unusual, in that everything is on a step-free bridge across the tracks. Liverpool has another similar one in Wavertree Technology Parkstation, but why haven’t we got a standard station like this for lines in cuttings?
St. Luke’s Church
I always visit St. Luke’s Church, if I have time, when I pass through Liverpool.
It was one of C’s favourite places in the City and to me, it sums up Liverpool’s attitude to the troubles that beset us all!
Sadly, it would appear that La Bussola in old Street is no more, as it’s reincarnation as a Starbucks has been turned into a clothes shop.
The places of 1960s Liverpool are disappearing. At least Phred seemed to still be standing tall on the shell of the former Lewis’s Department Store.
I ask this question as after writing Plans For Toton Station For HS2 Are Beginning To Emerge, I started to think about the specification of the trains that will work on HS2.
Extending North |From Toton Or East Midlands Hub Station
Extending HS2 to Sheffield from Toton will eventually be via a dedicated High Speed Line, where the trains can run at their design speed of 225 mph.
But Toton HS2 to Sheffield via Chesterfield will be linked by the Erewash Valley Line, where trains will be able to travel at least as fast as 125 mph.
The Erewash Valley Line will probably be electrified before HS2 opens to Toton HS2 around 2030, to bring Sheffield consistently under two hours from London.
Extending North From Crewe
Similarly Crewe to Liverpool will not be getting a dedicated High Speed Line, but there is already a route where at least 125 mph is possible.
As passengers won’t want to change trains, Liverpool will get two trains per hour (tph)from London on HS2.
The only work needed North of Crewe would be to create extra and longer platforms at Liverpool Lime Street, provided that the new HS2 trains can work on classic high speed lines like the West Coast Main Line.
These improvements at Liverpool Lime Street are actually underway and knowing Scousers as I do, you could bet your house on it being ready in 2027, as they would want to have HS2 services at the same time as Manchester, if not a couple of years before.
Learning From The French
We should also look at how the French do things.
If you travel from Biarritz to Paris via a TGV, the service runs on both High Speed and classic lines.
From the Liverpool and Sheffield examples, I suspect that we will adopt a similar philosophy.
Consider when HS2 opens, the places that could be served directly from Crewe.
- Runcorn and Liverpool
- Manchester Piccadilly, if there is platform space.
- Warrington, Preston, Carlisle, Glasgow and Edinburgh – Why not?
- Chester and Holyhead – If the North Wales Coast Line is electrified, as has been threatened!
Note most of the West Coast Main Line routes are covered.
Can this explain the decision to combine the HS2 and West Coast Main Line franchises and the early extension of HS2 to Crewe?
The new franchise could even use the same 225 mph trains for HS2 at a slower speed on the West Coast Main Line to replace the Pendelinos.
The only disadvantage would be that the new trains couldn’t take advantage of the more generous HS2 loading gauge, unless of course the classic lines, where they are to run have their gauges enhanced. This may already be the case, as many of these routes have a loading gauge of W10 to take large freight containers.
The Trains For HS2 And West Coast Main Line
I think we’ll be seeing a very interesting specification for the HS2 trains.
- 225 mph capability on High Speed Lines
- 140 mph Pendolino performance on classic lines where possible.
- Short and long trains. Class 800 trains and others seem to be ordered this way, as five and ten car units.
- Automatic coupling and uncoupling of units, just as Class 395 trains do now!
As the trains won’t be delivered for nearly ten years, wouldn’t be surprised to see that they have a 100 mph independently-powered capability of perhaps 100 miles. This would enable the trains to reach places like Aberdeen, Barrow in Furness, Blackpool, Inverness and Lincoln from the West Coast Main Line or Phase 1 of HS2.
Expanding The High Speed Network
It may seem strange to use perhaps onboard energy storage to extend services away from HS2. But this capability would probably only be given to the shorter trains that can join and split at Crewe or Birmingham International for fast running to and from London. Generally, when operating on onboard energy storage, the trains will be travelling at slower speeds. so less energy is needed.
This would mean that places like Barrow-in-Furnace, Blackpool, Cleethorpes and Lincoln could be easily added to the high speed network.
The High Speed network could also be expanded by improving the current network with selective electrification and the capability for higher line speeds.
All of these improvements on the classic lines, would mean that local and freight trains were able to provide a better service too!
Coupled with HS2, they would make a wonderful marketing opportunity.
I estimate the following using new trains and HS2 from Crewe, when Phase 2a of HS2 is complete.
- Glasgow-London would take under four hours for the journey as opposed to just over four and a half hours now.
- Liverpool-London would come down from two hours twelve minutes to one hour 33 minutes.
- Preston-London would down from two hours fifteen minutes to under a hundred minutes.
- Wigan-London would come down from just over two hours to just 87 minutes.
And some commentators and politicians doubt HS2 is needed.
Certainly, the decision to extend as fast as possible to Crewe was a very good idea.
Consider going from Euston to Glasgow in say 2028.
- The train would run from Euston to Crewe at full speed of 225 mph stopping if required at Old Oak Common and Birmingham International in a time of 58 minutes.
- From Crewe to Glasgow, the train would run at least at 125 mph stopping as appropriately.
- Selective improvements and in-cab signalling would reduce journey times from those of today to the North of Crewe.
Ten years or so later, the journey time will be even faster as the High Speed line was extended past Crewe.
I was looking up something at Liverpool University and came across the Liverpool Knowledge Quarter, which is a project to do what it says in the name.
One development is Paddington Village.
This is said.
Paddington Village is a £1bn flagship expansion site sitting at the eastern gateway to the city centre and has been earmarked as 1.8m sq ft of science, technology, education and health space.
In November 2016 a draft masterplan was published, outlining the plans for the site, which will be developed in three phases: Paddington Central, Paddington South and Paddington North, with phase one due to commence in the coming months.
At 30 acres, Paddington is a sizeable urban village, inspired by the sense of community you’d find in the likes of Greenwich Village in New York. Not only will it be a great place to live but a great place to work, discover and socialise, with state-of-the art workspace, labs, cafés, restaurants, shops, accommodation, a hotel and teaching, examination and events space.
The sites first two anchor tenants have already been announce and will see as new Northern Centre of Excellence for the Royal College of Physicians and a new 45,000 sq ft education and learning facilities and 262 residential bed spaces for Liverpool International College. There are also plans in place for a new train station, making this phase two of the Paddington Village development key to the new transport infrastructure for the area.
I also found some more about the Paddington Square station in other places.
This news item in the Liverpool Echo says or implies the following.
- The new station would use some existing tunneling like the Edge Hill Spur.
- The new station would connect to the City, Northern and Wirral Lines.
- The new station would be close to the new Royal Liverpool Hospital.
- The vision is to have in built in five years.
I talked about Merseyrail’s new trains in Thoughts On Merseyrail’s New Trains.
This Google Map shows the area.
- Lime Street station is at the West and Edge Hill station is in the East.
- The lines into Lime Street are a dark scar between the two stations.
- The Royal Liverpool Hospital is at the top of the map and I think the triangular site to the East will be Paddington Village with Paddington Square station.
Note that there are three abandoned freight tunnels leading from the Docks to Edge Hill station.
On which one will Paddington Square station be built?
I talked about Merseyrail’s new trains in Thoughts On Merseyrail’s New Trains.
This map from Wikipedia, shows the Loop Line under the Centre of Liverpool.
Could trains come in from the East and feed into this loop?
At present 12 trains per hour (tph) come in from the Wirral Line and after stopping at James Street, Moorfields, Lime Street, Central and James Street again, they go back under the Mersey to Birkenhead.
So could trains from Edge Hill join the loop and go through Lime Street, Central and Morrfield stations before going back to Edge Hill?
If the loop was running under Automatic Train Operation (ATO) with the new Stadler trains, I suspect that the Loop could probably handle upwards of the current 12 tph. Perhaps even 24 tph, which could give.
- 4 tph to Manchester via Warrington
- 4 tph to Wigan
- 4 tph to Chester via Runcorn and the Halton Curve.
Or whatever Merseyrail thought was the correct service.
Liverpool would have a unique underground railway.
It could be a superb urban railway, with services to the following destinations, from all stations in the Loop.
- Ellesmere Port
- Hunts Cross
- Liverpool Airport
- Manchester Airport
- New Brighton
- Rock Ferry
- West Kirby
Passengers going between say Chester and Wigan would get off at Moorfields and wait for the next Wigan train.
These tunnels were only built in 1977 and the loop is due for updating in the first half of 2017, so at least the tunnellers will know where everything is buried.
One advantage is putting all the suburban services in the basement, is that this would release platforms for services to Glasgow, across the Pennines and for HS2.
It certainly seems to be a project that can be realised.
It is an ambitious project, but then who can forget four lads from Liverpool in the 1960s, who had ambition and just imagined?
On my trip to Wigan, I travelled around Liverpool and Manchester extensively on both days.
Whether the cities like it or not, transport-wise, the whole of Lancashire, Merseyside and Greater Manchester is one ticketing area.
I bought a Lancashire Day Ranger at £15 on both days. But!
- That is not expensive for me, but it probably is for others.
- It doesn’t include Manchester’s or Blackpool’s trams.
- It doesn’t include the Wirral Line in Liverpool.
Why can’t I just touch in with my contactless bank card, like I can in London?
This article on Global Rail News is entitled Sydney to trial contactless payments on public transport network.
Sydney will be using London’s system, so why can’t Liverpool and Manchester?
Liverpool2 is the Port of Liverpool’s new extension to handle the largest container ships.
They were reporting from it today on BBC’s One Show, as it will official open tomorrow.
- It can handle two of the largest container ships at the same time.
- It can handle 95% of the global container fleet.
- The Canada Dock branch is being upgraded, so it can handle 48 trains per day.
Depending what you read, Peel Ports are investing up to £750million in upgrading their port of Liverpool and the Manchester Ship Canal.
This article in the Liverpool Echo is entitled Liverpool port’s Panama deal could boost transatlantic trade from city.
This is said.
Bosses at the Port of Liverpool have signed a deal with the Panama Canal’s owners they say could create jobs and help boost trade across the Atlantic.
Peel Ports has signed an agreement with the Panama Canal Authority, which runs the vital waterway that connects the Atlantic and Pacific oceans.
The Memorandum of Understanding aims to grow trade links between Liverpool and the west coast of America via the Panama Canal.
So will that bottle of Chilean wine have arrived in the UK, via the Panama Canal and Liverpool?
I remember reading somewhere or I might have been told by someone in the University, that if you send goods by container ship from the Americas to Europe, that going via Liverpool and then using a train, takes a day off the journey, than going via Rotterdam.
So Liverpool can exploit its position at one end of the Blue Banana. I wrote more about this in Have You Heard about…the New European Transport Strategy?, which I wrote when the Gotthard Base Tunnel was completed.
It’ll be interesting to see how much of the container traffic through Liverpool in a few years time is coming from or going to mainland Europe.
With many goods, speed is paramount and Liverpool’s position may give it an advantage.
Incidentally, one of the main reasons for HS2, is to create freight paths between the Liverpool, Birmingham, London and the Channel Tunnel, on the West Coast Main Line, by reducing the passenger trains on the line,
Where the trouble is going to come is in London, as freight trains between Liverpool and Europe will have to come through Camden, Islington and Hackney. At least, they’re electrifying the missing link between Gospel Oak and Barking.
This article in Rail Magazine is entitled Halton Curve Gets The Green Light.
I wrote about the Halton Curve in Could Tram-Trains Be Used To Advantage In Liverpool? I said this in a section entitled Upgrading The Halton Curve
Funds have been made available to upgrade the Halton Curve, so that trains can reach Chester from Liverpool South Parkway via Runcorn.
The two blue squares indicate the two ends of the current single-track curve. The top one is where the curve leaves the Liverpool branch of the West Coast Main Line south of Runcorn station and the bottom one is where it joins the Chester to Manchester Line east of Frodsham.
The main reason for doing this would be to allow trains from Chester and North Wales better access to Liverpool Lime Street and South Parkway stations, and the John Lennon Airport.
As the Tier Two and Three electrification plans for the North as they effect Merseyside, includes full electrification of the lines around Chester, this would mean that an upgraded curve would be electrified.
There are probably good reasons to add an extra track to the curve, which would make it possible for Chester to be a new southern destination of the Northern Line.
The Rail Magazine article says this.
The Liverpool City Combined Authority has approved a range of projects aimed at improving travel across Merseyside, including reinstatement of the Halton Curve.
Also endorsed by the Welsh Government and by Cheshire West and Chester Council, bringing the line back into full use will entail an hourly direct service between Liverpool and Chester, and the extension of some services into Wales.
So just as the Todmorden Curve helped with the rail system around Burnley and the Ipswich Chord helped in Suffolk, will the Halton Curve help to develop the railways on Merseyside?
What is interesting about this decision, is that this appears to be a Liverpool decision, not one from Central Government.
Should more infrastructure decisions be devolved?
I think it’s very much a big yes!
In an article in this month’s Modern Railways, which is entitled 345 Counting On It, Ian Walmsley gives more details of the new Class 345 trains for Crossrail.
Ian uses phrases like.
Let’s get this out of the way first before I start enthusing (and I will) – personally I don’t like the interior colours.
Now I will go into full enthusing mode,
The bogies are the FLEXX Eco Bogie B5000-derivative inside-frame design similar to that on the Meridian (probably the only good thing about Meridians in my view)
The bodyshell is brilliant, and I say this as a passenger and an engineer.
The train is a fine piece of work.
He finishes by saying that he thinks the train will be a success for Bombardier.
Ian also throws in a few clues as to where Aventras might end up.
The 125 mph Aventra
Apparently, 125 mph Aventras are a possibility.So we could see High Speed Trains with similar performance to an InterCity 125, based on a train originally designed for commuters across London.
The High Speed Train With Batteries
One thing that Ian doesn’t mention about the Class 345 trains is whether they will be fitted with onboard energy storage. But he does say this.
Most braking will be done electrically, regenerating power to the grid.
So the answer is probably no! But it should be noted that Bombardier have told me that all Aventras are wired to accept onboard energy storage.
This raises the interesting possibility of the High Speed Train running on batteries.
I think that this could be a surprisingly large market.
Think of the routes which consist of two types of line.
- A high speed electrified line, which permits trains to travel at 100-125 mph.
- A secondary or branch line without electrification, that is up to about forty or fifty miles long.
On a quick look, I can think of these routes.
- London Liverpool Street – Ipswich – Lowestoft
- London Liverpool Street -Norwich – Yarmouth
- London Kings Cross – Bradford
- London Kings Cross – Harrogate
- London Kings Cross – Huddersfield
- London Kings Cross – Hull
- London Kings Cross – Lincoln
- London Kings Cross – Perth
- London Kings Cross – Sheffield
- London Kings Cross – Sunderland
- London St. Pancras – Hastings – Eastbourne – Brighton
- London Euston – Blackpool
- London Euston – Chester
- London Euston – Huddersfield
- London Euston – Shrewsbury
- London Waterloo – Exeter
I am assuming that electrification is at 2016 mileage.
As electrification increases more and more routes will be possible using a High Speed Train with batteries to extend the route away from the main line.
Ian mentions Merseyrail as another target.
They would appear to be a good match to Merseyrail’s specification, that I wrote about in Is Liverpool Planning To Invade Manchester By Train?
- Merseyrail are looking to buy energy-efficient trains.
- Merseyrail stated in Modern Railways that they were seriously interested in having IPEMUs.
- Merseyrail want to expend their network and routes to Preston, Manchester via Kirkby, Chester via the Halton Curve and Wrexham via the Borderlands Line are very IPEMU-friendly routes.
- Merseyrail needs trains that are certified for working in tunnels.
- Merseyrail needs trains that can work on both third-rail and overhead electrification, which the dual-voltage Class 710/2 Aventra trains for the London Overground can do.
- Ian feels the train’s low weight could be enough to avoid sub-station upgrades.
In addition, the modular nature of the Aventra design means that Merseyrail could have a mixture of train lengths and voltages to optimise their procurement and operating costs.
East Midlands Trains
Ian says this about using Aventras for East Midland trains electrics.
As a 125 mph unit it would cope well with Corby commuters and the ‘Master Cutler’ crowd. – It is all about the interior.
I think there are other factors, that could be useful, if some or all of the trains were an IPEMU variant.
- I think Corby could be reached from St. Pancras by an IPEMU using the existing electrification.
- Running on batteries through the Derwent Valley World Heritage Site, might avoid tricky negotiations with the heritage lobby.
- Services could be extended past the current terminals of Nottingham and Sheffield.
Using Aventra IPEMUs would enable a whole new method of railway electrification.
Starting from Bedford, the electrification would be performed northward and as each section was completed, the Aventras could reach twenty or thirty miles further.
So electric train services would arrive at a town earlier than by using traditional methods.
Ian finishes the article with.
With the new design, Bombardier can take them all on. I think we will see this product platform around for many years, capitalising on the succes of Electrostar, and who knows, maybe even exporting to Europe? 345 – count on it.
If Bombardier have the right product, why not?
Unlike some places, which are getting major new stations or lines on their rail networks, Liverpool is getting a package of smaller projects according to this article on the BBC.
- New and longer platforms at Lime Street station, with upgraded signalling equipment. This will enable longer trains and more frequent services
- Renewing tracks on the Merseyrail underground loop
- Laying additional track between Huyton and Roby – this will enable faster services between Liverpool and the east
- Building a new station at Maghull North – between the existing Maghull and Town Green stations
- Newton-le-Willows station will be improved
- New Liverpool-to-Chester service and the re-opening of the Halton Curve
But they do add up to a total of £340million.
Liverpool Lime Street Station
Liverpool Lime Street station got a major upgrade for when Liverpool was the 2008 European Capital of Culture and the lines are currently being fully electrified, so the station improvements will complete the transformation of the station into a fitting gateway to the Liverpool Maritime Mercantile City, which is a UNESCO World Heritage Site.
It might even become a Grade I Listed Building in its own right.
This is said about the remodelling of the station in Wikipedia.
A £340m remodelling of the station will take place from 2017 This will create two new platforms between the existing platforms 7 and 8, with other platforms being lengthened and widened. The remodelling will allow for new services to Glasgow, starting in 2019. A supermarket and new shops will also be built. The station will close for nine days from 30 September 2017 and will also close in autumn 2018 (with dates yet to be confirmed)
On a personal note, I hope it will allow Virgin to run two trains per hour (tph) to and from London. They might even be longer too!
I also wonder if the platforms will be large enough for the trains for HS2, when Liverpool gets two tph from the South.
What happens at Newton-le-Willows station will be interesting to see.
This used to be said under Relocation Proposal in the Wikipedia entry for the station.
There have been proposals to move the station eastwards, due to the poor accessibility of the approach roads and very limited parking, to a site possibly near the M6. However, this could cause some political issues, as it may place the station partially over the Merseyside border into theGMPTE area. Some benefits of this though, would be an opportunity to create a substantial interchange with the West Coast Main Line which passes just east of the existing station, and a large park and ride, reducing car traffic into both Liverpool, Warrington and Manchester. The proposed plans were scrapped in June 2009
It strikes me that Liverpool and Manchester should bury the hatchet on this one!
Apparently, they have buried it, as under Redevelopment this is now said.
Merseytravel put forward proposals in December 2015 for the station to be developed as an interchange station. The proposals were later approved with the work scheduled to be completed by March 2018.
This Google Map shows Newton-le-Willows station and the surrounding area.
I wonder if there is a Grand Design for the UK’s ultimate parkway station.
Trains With An IPEMU Capability
This is an aside to explain the concept of an Independently Powered Electrical Multiple Unit or IPEMU.
It’s just an electrical multiple unit, with some form of energy storage, which is typically a battery. The battery is charged, where there is overhead wires as in Lime Street or third-rail as on the Wirral and Northern Lines.
To a passenger, they’re just like a normal electric train.
On Merseyside, the classic route would be to go up the Northern Line to Ormskirk and then use the batteries to get to Preston via the electrified main line.
Merseyrail have stated that they want their new trains to have this capability.
There are four main reasons.
- They can open up new routes.
- The energy created when the train stops can be used to get it moving again, thus making the train more energy efficient.
- The power in the batteries can be used in emergency in the tunnels, if the main power supply fails.
- Short lengths of up to a few miles of railway can be left without electrification.
Trains with this capability will become increasingly common.
Onward To Chester And North Wales
You can never accuse Merseyrail of not being ambitious and reopening the Halton Curve and running services to Chester, opens up possibilities for services between Liverpool, John Lennon Airport and North Wales.
As Liverpool also have plans to link the Wirral Line to the Borderlands Line possibly using trains with an IPEMU capability, connectivity between Liverpool and North Wales is set to be increased substantially.
I think it is true to say, that Liverpool have a very useful package of improvements here and when coupled with the new trains that Merseyrail are choosing, Liverpool appears to be moving towards a very good local rail network.