Reform ‘Would Scrap’ High-Speed Northern Rail Line
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A Reform UK government would scrap plans to build the Northern Powerhouse Rail (NPR) link, its deputy leader has said.
These two paragraphs add extra details.
In a report to the right-leaning Policy Exchange think tank, Richard Tice said companies considering bidding for contracts to build east-to-west high-speed rail links should “not bother”.
Greater Manchester Mayor Andy Burnham rejected Tice’s comments and suggested Reform UK wanted a “second-class railway” for the north of England.
As I showed in I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It, much of Northern Powerhouse Rail is complete or under construction to the East of Manchester and the only section of Northern Powerhouse Rail to be announced, designed and constructed is between Liverpool Lime Street and Manchester via Manchester Airport. I discussed this section in Completing Northern Powerhouse Rail.
I also suspect that Reform UK, is the only party, that is against the building of Northern Powerhouse Rail.
Conclusion
How do you scrap a railway, that is half complete and only needs about twenty miles of new track for completion?
Wigan Wallgate To Headbolt Lane – 10th May 2025
I was now running late and decided to go back to Liverpool via the Kirkby Branch Line, with a change of train at Headbolt Lane.
I took these pictures along the route.
Note.
- Wigan Wallgate station could be refurbished into a quality station.
- Manchester to Wigan Wallgate is likely to be electrified, as I wrote in Bolton-Wigan £78m Rail Electrification Project Announced.
- Headbolt Lane station is a new station.
- The other stations on the line are fairly rudimentary affairs.
- Only Headbolt Lane station is step-free, as all platforms are on the same level.
The Kirkby Branch Line runs across the flat Lancashire countryside.
This Google Map shows the unusual layout of Headbolt Lane station.
Note.
- Liverpool is to the South-West.
- Wigan and Manchester are to the North-East.
- The station buildings and the car parks are on the North side of the tracks.
- There are two platforms pointing towards Liverpool.
- There is a single platform pointing towards Wigan.
- There is a second track pointing towards Wigan, that has no platform.
- None of the tracks are electrified.
- Three red buffer stops can be picked out.
- Trains to Liverpool are run by battery-electric Class 777 multiple units.
- Trains to Wigan and Manchester are run by diesel multiple units.
All platforms are the same level and you can walk from one side of the station to the other between the buffer stops.
It is effectively a step-free three-platform station without lifts or escalators.
I have never seen another station like it!
Modernising The Route Between Wigan Wallgate And Headbolt Lane
Consider.
- With the exception of Headbolt Lane station, there is no step-free access on this line and that needs to be addressed.
- Wigan Wallgate station has an island platform, with steps to the street.
- With the exception of Headbolt Lane station, there is very little parking.
- The Class 150 diesel multiple units are forty years old.
The distance between Wigan Wallgate and Headbolt Lane stations is about 15 miles.
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.
England And Australia Draw T20 Series After Washout
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
England and Australia’s T20 series ended in a draw after the third match at Old Trafford was washed out.
This is the first paragraph.
Heavy rain throughout the day in Manchester prevented any play and the series ends 1-1.
Who was the idiot, who decided to have a series decided, in a city, where it always rains?
It’s not bright in London, but they could have had a game in my road.
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.
Rail Minister Marks Completion Of £150m Hope Valley Railway Upgrade
The title of this post is the same as that of this article on Rail Magazine.
These first two paragraphs summarise the work.
More reliable journeys are promised on the Hope Valley line between Manchester and Sheffield after a £150 million upgrade was completed in early April.
Over the last three years, the existing platform at Dore & Totley station on the south side of Sheffield has been extended to cope with six-coach trains. Meanwhile the second platform has been rebuilt and commissioned (after it was removed in the 1980s), two mechanical signal boxes have been abolished and a new one-kilometre freight loop laid in the Peak District. At Hathersage, a pedestrian crossing has also been removed and replaced with a footbridge.
These are my thoughts.
Dore And Totley Station
The Rail Magazine article says this about the improvements at Dore and Totley station.
Replacing two tracks through Dore & Totley removes a single-track bottleneck that often saw Sheffield to Manchester express services held up by slower stopping services and cement trains destined for Earles Sidings. A nine-day shutdown of the route in March was needed to finish the work.
The new platform sits between the Midland Main Line and the Hope Valley line, so can only be reached via the new footbridge or lifts. As well as the usual ‘blister paving’ slabs marking the edge of the platform, other tactile paving has been laid to help people with visual impairments find their way around the station.
This OpenRailwayMap shows the new layout of tracks at Dore and Totley station.
Note.
- The four tracks at the North of the map go to Sheffield station.
- The Eastern pair of tracks are the Midland Main Line and they go to the South-East corner of the map for Chesterfield and the South.
- The Western pair of tracks are the Hope Valley Line and they go to the South-West corner of the map for Manchester.
- The blue lettering in the middle of the map indicates Dore and Totley station.
- There is a single track curve between the Midland Main Line and the Hope Valley Line, which is mainly used by freight trains.
This secondOpenRailwayMap shows Dore and Totley station in greater detail.
The big improvement is that the Hope Valley Line is now double instead of single track, which must eliminate a lot of delays.
These pictures show the station in July 2020.
The pictures clearly show the single track and platform at Dore and Totley station.
Dore South Curve
Dore South Curve links the Southbound Midland Main Line with the Westbound Hope Valley Line.
This OpenRailwayMap shows the curve.
There is a crossover in the South-West corner of the map, so with careful signalling, trains can use the Dore South Curve in both directions.
Bamford Loop
This is a freight loop between Bamford and Hathersage stations.
This OpenRailwayMap shows the loop.
Note.
- The Hope Valley Line goes diagonally across the map.
- Manchester is to the North-West.
- Sheffield is to the South-East.
- Bamford station is in the North-West corner of the map.
- Hathersage station is just off the South-East corner of the map.
- The loop is on the Northern side of the Hope Valley Line.
The loop will most likely be used by trains going to Sheffield or Chesterfield.
Hathersage Footbridge
This Google Map shows Hathersage station.
Note.
- Dore Lane and the B 6001 appear to pass under the railway.
- There appears to be what could be foundations just to the West of the platforms at Hathersage station.
- From pictures found by Google the bridge appears to be a simple steel structure.
I shall have to go and take pictures.
Fast Trains Between Manchester And Nottingham
In the Wikipedia entry for the Hope Valley Line, this is said.
Nottinghamshire County Council and the Department for Transport have investigated the possibility of adding another service that does not call at Sheffield in order to improve the journey time between Nottingham and Manchester. Stopping (and changing direction) in Sheffield, the fastest journey is 110 minutes (in 2019), but the council has estimated bypassing Sheffield would cut the time to 85 minutes. Suggested improvements on a 2+1⁄2-mile (4 km) stretch near Stockport may reduce journey times by 2–3 minutes.
Consider.
- According to Google, the driving time between the two cities is 128 minutes and the motorway route is via the M1 and M62.
- If nearly half-an-hour could be saved between Manchester and Nottingham could be a big saving in journey time.
- Manchester Piccadilly is likely to be rebuilt for High Speed Two and a fast route via Nottingham could be a viable alternative.
- Both Manchester and Nottingham have good local tram and train networks.
- As the electrification of the Midland Main Line progresses, the route will be increasingly suitable for 100 mph battery-electric trains.
A Manchester and Nottingham express service looks to be an easy service to implement after the Hope Valley Line has been improved.
Hourly Stopping Trains Between Manchester And Sheffield
The Wikipedia entry for the Hope Valley Line gives these details for the stopping service between Manchester Piccadilly and Sheffield.
- Trains are hourly.
- Trains call at Reddish North, Brinnington, Bredbury, Romiley, Marple, New Mills Central, Chinley, Edale, Hope, Bamford, Hathersage, Grindleford and Dore & Totley.
- But some services do not call at some or all of Edale, Bamford, Hathersage, Grindleford and Dore & Totley giving some 2-hour gaps between services at these stations.
Let’s hope that some of the extra capacity is used to provide a regular service at all stations on the Hope Valley Line.
As in a few years, it will have electrification at both ends, this route could be very suitable for battery-electric trains.
Completion Date
It appears that the first day, when passengers will be able to use the new upgraded tracks and stations will be Thursday, the 2nd of May.
Conclusion
The improvements, certainly seem to allow extra and improved services through on the Hope Valley Line.
I also feel that in a few years, services will be run by battery-electric trains.
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.
UK’s First Battery-Powered Trains Hit The Tracks
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
The UK’s first battery-powered passenger trains have started running on Merseyside.
These two paragraphs outline the article.
The trains, which are part of the Liverpool City Region’s £500m publicly owned fleet, will run from the new £80m Headbolt Lane station in Kirkby.
Metro Mayor Steve Rotheram said the move helps to pave the way “for cleaner and greener” transport.
I particularly liked this paragraph.
The battery technology – which removes the need for a live third rail – could see the Merseyrail network running to previously inaccessible places, including Manchester, Wrexham, Warrington, Preston and Runcorn, according to a Liverpool City Region Combined Authority spokesperson.
After the trouble, I had on Tuesday, when I tried to get from Manchester to Saint Helens, Manchester is also a city that’s difficult to leave.
Siemens Completes Study To Decarbonise Major UK Industrial Estate By 2038
The title of this post, is the same as that of this news item on Siemens UK web site.
This is the sub-heading.
Siemens has proposed a road-map for decarbonising Trafford Park, one of Europe’s largest industrial estates, to support Trafford Council’s aims for the Greater Manchester borough to achieve net zero by 2038.
This three paragraphs outline the proposal.
The Low Carbon Trafford Park 2038 study, proposed by Siemens, aims to identify, cost and measure the impacts of low carbon technologies at the industrial estate. It covers a broad range of solutions, from waste to energy and heat recovery from energy intensive industrial players, to the potential for solar photovoltaics across the park to generate 147 GWh of clean energy.
The study acts as a blueprint for the council to consider as it works to eliminate the 714,000 tonnes of carbon emitted from Trafford Park each year. The estate is home to 1,330 businesses employing more than 35,000 people, with a dense population of industrial and commercial occupiers over an area of 4.6 sq miles.
The Council aims to use the roadmap to facilitate stakeholder engagement and collaboration across the industrial park, aligning business and environmental goals to different commercial segments across recommended technological and behavioural measures. It will then consider its broader recommendations as part of a long-term plan in partnership with occupiers.
This is decarbonisation on a grand scale!
- Siemens expects the decarbonisation of Trafford Park to attract new business to the Park and maintain and enhance its standing as a commercial and industrial hub in the region.
- The measures recommended would require £1.2 billion of private and public investment to achieve a 94% reduction in emissions.
- The study provided Trafford Council with modelling of an extensive range of measures for conserving gas and electricity and for generating clean energy on-site.
This page on the Siemens web site is entitled Smart Infrastructure For A Sustainable Future, outlines some of the company’s solutions.
Conclusion
It will be interesting to see how Trafford Park decarbonises.
The Anonymous Widower 