The Anonymous Widower

I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It

Yesterday, I had an appointment at Liverpool Lime Street station at four o’clock, so as I hadn’t seen the works for the TransPennine Upgrade for some time, I decided to go the long way round with a change of train from LNER to TransPennine Express at Leeds.

These sections document my day.

London King’s Cross To Leeds In An InterCity 225

I took these pictures on the journey.

Note.

  1. The 31 InterCity 225 trains were built around 1990.
  2. They have a capacity of 535 seats, whereas the newer Hitachi Class 801 trains have a capacity of 611 seats. Both trains are nine cars with both First and Standard seats.
  3. There is more of a step-up and step-down when entering or leaving the trains, compared to the best of today’s trains.
  4. They are now being phased out in favour of ten new CAF tri-mode Class 897 trains, which should be entering service in 2027.
  5. No details are available of the seating capacity of these trains, but they could be between 650 and 700, so they could maximise capacity on any LNER route.

Yesterday, the InterCity 225 performed well, although the windows at the seat where I sat, were rather dirty.

Changing Trains At Leeds Station

I changed to TransPennine Exzpress at Leeds station.

  • At least, Leeds station, is one of the few in the UK, with a ticket office behind the barrier. Reading station please note this.
  • But, I did have to walk across the bridge from one side of the station to the other.

In the end, I caught the TransPennine Express with about thirty seconds to spare.

Between Leeds And Huddersfield Stations

I took these pictures between Leeds and Huddersfield stations.

Note.

  1. Dewsbury and Huddersfield stations is about eight miles and takes about eight minutes.
  2. It is virtually a continuous building site, where extra tracks are being inserted.
  3. Three stations are being rebuilt.
  4. Overhead electrification is being installed. But except for approaching Huddersfield, there’s not much to be seen.
  5. OpenRailwayMap gives the maximum speed between Dewsbury and Huddersfield stations as between 60-75 mph.

The ride on my Class 803 train was very quiet and smooth. Was it on battery power or was I sitting in a coach without a diesel engine underneath?

Huddersfield Station

I took these pictures at Huddersfield station.

Note.

  1. Huddersfield station is Grade I Listed.
  2. There is a pub in each wing.
  3. I had a beer in the West Wing.
  4. There are currently three main through platforms and three bay platforms.
  5. Extensive works, which will be part of the TransPennine Upgrade,  will include electrification, a new roof, a new footbridge, and two extra through platforms.

Huddersfield station will be the jewel in the Costa del Yorkshire.

The Platforms At Huddersfield Station

This OpenRailwayMap shows the platforms in Huddersfield station.

Note.

  1. The red and black tracks are being electrified.
  2. Of the current platforms, Platforms 1, 4 and 8 will be electrified.
  3. The two bay platforms; 5 and 6, will be converted into through platforms.
  4. Platform 2 is the bay platform in the South-West corner of the map, that is used by the shuttle train from Sheffield.

I am sure extra platforms could be electrified as required, as there must be a good electrical connection at Huddersfield station.

A Tram-Train Service Between Huddersfield And Sheffield Stations

This OpenRailwayMap shows platform 2 at Huddersfield station.

Note.

  1. Platform 2 is the black track at the right of the two through tracks, that are being electrified.
  2. Platform 2 is a bay platform close to the Head of Steam pub.
  3. I estimate that the platform is about 90 metres long.
  4. I suspect Platform 2 could be lengthened if required.
  5. Sheffield’s Class 399 tram/trains are 37.2 metres long, so a pair should fit in Platform 2.
  6. The Class 398 tram/trains can run on battery power and climb hills in South Wales.
  7. Platform 2 at Huddersfield station could be electrified to charge the tram/trains.
  8. There could be a significant height difference between Huddersfield and Sheffield stations of about 40 metres, which could be used to charge tram/trains on the way down.
  9. I feel with some track improvements, that a four trains per hour (tph) service could be run.

The service would call at Meadowhall, Chapeltown, Elsecar, Wombwell, Barnsley, Dodworth, Silkstone Common, Penistone, Denby Dale, Shepley, Stocksmoor, Brockholes, Honley, Berry Brow and Lockwood

The Pair Of Cranes In Huddersfield Station

These can’t be missed in the pictures. But why two massive cranes?

With an old roof to be taken down and a new roof and a footbridge to be lifted into place, I believe Network Rail have decided to bring in two of largest mobile cranes available in the UK, so that all the lifting doesn’t delay the project.

Between Huddersfield And Stalybridge Stations

I took these pictures between Huddersfield and Stalybridge stations.

Note.

  1. The Class 802 train was running freely along a well-laid track.
  2. There are four stations between Huddersfield and Stalybridge; Slaithwaite, Marsden, Greenfield and Mossley(Manchester).
  3. The stations were in reasonable condition, but some needed new footbridges and a bit of refurbishment.
  4. There was virtually no signs of any foundations for electrification.

This map shows the route.

Note.

  1. The pink tracks are the Manchester Metrolink.
  2. The red tracks are electrified at 25 KVAC overhead.
  3. The red and black tracks are being electrified.
  4. Huddersfield is indicated by the blue arrow in the North-East corner of the map.
  5. Stalybridge station is in the South-West corner of the map.
  6. The pink track in the South-West corner of the map is the Manchester Metrolink branch to Ashton-under-Lyme.
  7. The route between Huddersfield and Stalybridge is shown as it will will be fully electrified.
  8. Huddersfield and Stalybridge is 18 miles.
  9. There are three short tunnels between Huddersfield and Stalybridge.

I wonder, if it would be more affordable to not put up wires between Huddersfield and Stalybridge and use battery-electric passenger trains and hydrogen freight locomotives?

Stalybridge Station

I took these pictures at Stalybridge station.

The station is fully-electrified and has direct services to Huddersfield, Hull, Leeds, Liverpool, Manchester Piccadilly, Manchester Victoria, Newcastlle, Wigan and York.

Will Liverpool Lime Street And Newcastle Be Fully Electrified?

Consider.

  • Liverpool Lime Street and Newcastle stations is 180.8 miles.
  • Newcastle and Church Fenton stations is 91.4 miles and is fully-electrified.
  • Liverpool Lime Street and Stalybridge stations is 39.4 miles and is fully-electrified.

This means that the gap between Church Fenton and Stalybridge stations is just fifty miles.

Real Time Trains indicate that the current Class 802 trains on the route run on diesel between Stalybridge and York stations, which is 60.8 miles.

  • Changing power in Stalybridge and York stations means if anything goes wrong passengers can be easily rescued.
  • From what I saw on Thursday, it looks like electrification will be completed between Neville Hill depot and Huddersfield.

I wouldn’t be surprised, if they just electrified to the West of Stalybridge and the East of Huddersfield.

That would mean that the 18 miles between Stalybridge and Huddersfield would be run on batteries.

  • But it would also avoid electrifying three tunnels.
  • How much disruption would be saved, by not electrifying the tunnels?
  • Freight trains would use something like a bi-mode Class 99 locomotive, but it would only need a range of 18 miles on diesel.

I can also see improvised bi-mode locomotives being used like this combination of a Class 66 and Class 90 locomotives.

It was certainly doing its job, when I saw the combination at Shenfield.

August 24, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , | 3 Comments

Completing Northern Powerhouse Rail

The Northern Powerhouse Rail/High Speed Two Connection To Manchester Airport Station

This OpenRailwayMap shows the rail connections that terminate at Manchester Airport station.

Note.

  1. The two runways are clearly shown.
  2. Manchester Airport station is indicated by the blue arrow near the top of the map.
  3. The orange tracks are rail lines.
  4. The green lines are Manchester Metrolink tracks.
  5. Rail and tram services approach the airport station from the East.
  6. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two
  7. The black dotted line appears to be an extension of the tram line to the airport.

This second OpenRailwayMap shows the lines around the airport station to a larger scale.

Note.

  1. Manchester Airport station is indicated by the blue arrow at the bottom of the map.
  2. The orange tracks are rail lines.
  3. The green lines are Manchester Metrolink tracks.
  4. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  5. The Manchester Metrolink now makes a loop around the Airport.

I think the following will happen.

  • A large proportion of passengers and staff travelling between Manchester Airport and Manchester City Centre will use Northern Powerhouse Rail/High Speed Two.
  • Passengers and staff, who live locally will use the Manchester Metro loop.
  • Northern Powerhouse Rail/High Speed Two will replace some of the current train services.
  • Some services on the Castlefield Corridor will migrate to Northern Powerhouse Rail/High Speed Two.

There could be as many as twelve trains per hour (tph) between Manchester Airport and Manchester City Centre on Northern Powerhouse Rail/High Speed Two. But a new urban line like that, which was mostly in a tunnel could probably handle 20 tph.

Manchester Airport And Crewe

This OpenRailwayMap shows the railways between Manchester Airport and Crewe stations.

Note.

  1. Manchester Airport station is indicated by the blue arrow at the top of the map.
  2. The orange tracks are rail lines.
  3. The red track going down the left hand side of the map is the West Coast Main Line.
  4. The green lines are Manchester Metrolink tracks.
  5. The red dotted line is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  6. Crewe station is at the bottom of the map in the middle.

There could be as many as 12 tph between Manchester Airport and Crewe.

Manchester Airport And Manchester Piccadilly

This OpenRailwayMap shows the railways between Manchester Airport and Manchester Piccadilly stations.

Note.

  1. Manchester Airport station is in the South-West corner of the map.
  2. The orange tracks are existing rail lines.
  3. The green lines are Manchester Metrolink tracks.
  4. The red dotted line going up the middle of the map is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  5. Manchester Piccadilly station is at the Northern end of Northern Powerhouse Rail/High Speed Two.

This OpenRailwayMap shows the City Centre between Manchester Piccadilly and Manchester Victoria stations.

Note.

  1. Manchester Piccadilly station is in the South-East corner of the map.
  2. The red dotted lines creeping into the map is the current proposed path of Northern Powerhouse Rail/High Speed Two.
  3. All the platforms in Manchester Piccadilly station can be picked out, with the Castlefield Corridor breaking away to the West.
  4. The current plans will need demolition of buildings to the North of Manchester Piccadilly station.
  5. Manchester Victoria station is in the North-West corner of the map.
  6. The green line of the Manchester Metrolink route picks out the walking route between Manchester’s two main stations.
  7. About halfway between Manchester Piccadilly and Manchester Victoria stations is the open space of Piccadilly Gardens.

This Google Map shows Piccadilly Gardens.

Note.

  1. The Manchester Metrolink running through.
  2. There are two Metrolink stops ; Market Street and Piccadilly Gardens, in the area.
  3. It appears any stop on the Manchester Metrolink can be reached with no more than a single change from one of these two stops.

Looking at the map showing Victoria and Piccadilly stations, I wonder, if a Lizzie Line of the North could be built under Manchester City Centre.

  • There would be underground platforms at Piccadilly station, with two through platforms and two to terminate trains from the South.
  • Local services from Piccadilly station could continue as now, although services to Manchester Airport could be simplified.
  • There would be an underground station at Piccadilly Gardens with two through platforms , to connect with an expanded Manchester Metrolink, buses and walking routes.
  • There would be underground platforms at Victoria station, with two through platforms and two to terminate trains from the East.
  • Local services from Victoria could continue as now.
  • There could be as many as 12 tph between Manchester Victoria, Piccadilly Gardens, Manchester Piccadilly and Manchester Airport.

Just as the Lizzie Line was slotted into London, with the minimum of disruption, I am fairly certain, a similar but smaller construction process could be carried out in Manchester City Centre.

  • Manchester doesn’t have an Underground to avoid.
  • The stations could be very similar to each other and like Custom House station on the Lizzie Line, they could be built with giant concrete Lego.
  • There would only be four stations to create.
  • The tunnel would be about fifteen miles at most.
  • The tunnel would not need to be electrified as the trains could run on batteries.

As a Manchester Rail Tunnel has been talked about for decades, I suspect there is a big knowledge base of ground conditions, which would help with the design and construction.

Between Manchester Victoria And Leeds

Consider.

  • The electrification between Manchester Victoria and Stalybridge stations has recently been switched on.
  • Part of the electrification between Leeds and York stations has been switched on.
  • Full electrification is being installed between Leeds and Manchester Victoria stations.

This OpenRailwayMap shows the Huddersfield Line between Manchester Victoria station and a few miles short of Huddersfield station.

Note.

  1. Manchester Victoria station is indicated by the blue arrow in the South-West corner of the map.
  2. Huddersfield station is just off the map in the North-East corner.
  3. Manchester Victoria and Stalybridge stations is fully electrified and shown in red.
  4. Stalybridge and Huddersfield stations is being electrified and is shown as black and red dotted.
  5. Electrification between Huddersfield and Leeds is underway under the TransPennine Upgrade.

This section will be completed, when the Manchester City Centre Rail Tunnel is connected to the Huddersfield Line.

Connecting The Manchester City Centre Rail Tunnel To The Huddersfield Line

This Google Map shows where the Huddersfield Line crosses the M60 Motorway to the West of Ashton-under-Lyme.

Note.

  1. The newly-electrified Huddersfield Line runs across the map.
  2. The M60 Motorway is on the left.
  3. There are facilities for athletics, cricket and football.

I wouldn’t be surprised if the Eastern portal of the Manchester City Centre Rail Tunnel was in this area.

But looking at Google  Maps between this site and Manchester Victoria, there are other sites.

Conclusion

I now feel that it is possible to create a Northern Powerhouse Rail/High Speed Two route using a tunnel under Manchester.

Obviously, there is more work to be done.

August 15, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 3 Comments

First High-Speed Rail Service From Rochdale To London In 25 years Secures Political Support

The title if this post, is the same as this article on Rochdale Online.

These are the first three paragraphs.

MPs, local council leaders, businesses and academics gathered in Manchester to show their support for a new high-speed rail service linking Rochdale with London for the first time in 25 years, in a boost to local jobs, growth and connectivity in the North West.

Lumo, which already delivers more reliable, cheaper train travel along the East Coast Main Line, plans to run six return trains a day between Rochdale, Manchester Victoria, Eccles, Newton-le-Willows and Warrington Bank Quay to London Euston from 2027, providing 1.6 million more people in Greater Manchester with a direct link to the capital.

The three-hour service will knock 2hrs 15mins off current journey times by car, secure important emissions savings and create at least 124 direct jobs along the route.

How many other larger towns and cities could use a service like this proposed one to Rochdale?

But Rochdale’s service is more than just a one-dimensional route to and from London.

  • Rochdale and Warrington Bank Quay forms a convenient long-range cross-Manchester service.
  • Connections at Newton-le-Willows and Warrington Bank Quay provide links to Liverpool and North West England, Wales and Scotland.
  • Connections at Manchester Victoria and Eccles provide links to most of Great Manchester.
  • Liverpool’s and Manchester’s plans mean that connectivity will only get better.

It will be interesting to see how Lumo’s Rochdale service evolves and develops in the next few years.

Other cities will certainly want one.

December 15, 2024 Posted by | Transport/Travel | , , , , , | 5 Comments

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.

  1. The number of times that tram-trains are mentioned.
  2. But with its numerous rail and tram lines, Greater Manchester is ideally suited for conversion to tram-trains.
  3. 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.

  1. This tram-train is a member of the Stadler Citylink family.
  2. this version can be powered by either 750 VDC or 25 KVAC.
  3. The Welsh version will also have battery-power.
  4. It is a three-car tram train.
  5. 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.

  1. The Regio-Shuttles can run as up to seven car trains.
  2. These RS ZERO are powered by overhead electrification, battery or hydrogen power.
  3. They can carry 170 passengers at 75 mph.
  4. They can run as train-trams using the Chemnitz model on compatible tram networks.
  5. The interiors are very flexible.
  6. An RS ZERO can be fitted with toilets for the posher parts of Manchester.
  7. 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.

  1. This would speed up Sheffield services.
  2. 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.

 

 

 

December 4, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 1 Comment

‘UK-First’ Intercity Battery Trial Exceeds Expectations

The title of this post, is the same as that of this press release from Hitachi.

These three bullet points, act as sub-headings.

  • Intercity battery train completes testing in the north of England, demonstrating superior performance and cost-effectiveness compared to diesel engines.
  • Trial confirms single battery technology can reduce fuels costs between 35%-50% and enter and leave stations in zero-emission mode.
  • Ahead of Railway 200 celebration, this new UK rail innovation is ready to reduce cost and emissions on the railways.

These are the first two paragraphs.

Today, Angel Trains, Hitachi Rail and TransPennine Express are celebrating the successful completion of the UK’s first intercity battery trial in the North of England.

The powerful 700kw battery technology met, and in some cases even surpassed, the key objectives of the trial, including:

  • Fuel costs savings between 35%-50%, surpassing previous predictions of up to 30%.
  • Just one battery has managed to power the train to speeds greater than 75mph, clearly demonstrating this technology can enter, alight and exit stations solely in zero-emission battery-mode to improve air quality and reduce noise pollution.
  • Able to achieve all journey times and performance requirements so can meet operators timetable requirements.
  • The battery matches the weight of a diesel engine and is installed in the same undercarriage space, ensuring no risk of track degradation and no impact on the passenger environment.

Note.

  1. I would expect, that most of the fuel cost savings are due to the use of regenerative braking to the battery.
  2. 75 mph might seem slow, but Hull Trains average slower speeds than this on their diesel sections.
  3. Running in a non-polluting mode in stations and sensitive areas, is not going to be disliked by anyone.
  4. The most powerful diesel engines in Class 800 and Class 802 trains are rated at 700 kW. So with the same weight and power, it is not surprising that the performance is the same.

It looks to me, that Hitachi have designed an efficient battery-electric electric train, that can extend services from electrified main lines onto branch lines without electrification.

The One Battery Test Train And Hull Trains

Hull Trains currently run one service to Hull and Beverley and have applied for another service to serve Worksop, Woodhouse and Sheffield, where the trains would leave the East Coast Main Line at Retford.

Hitachi’s current test train has two diesel engines and one battery pack.

An Electric Service Between London and Hull/Beverley

Distances for the Hull and Beverley service are.

  • ECML  and Hull – 58.1 km. – 3 stops
  • Hull and Beverley – 13.2 km or 26.4 km both ways. – 1 stop

Note.

  1. Trains will be fully-charged, when they leave the ECML.
  2. Trains could be fully-charged, when they leave Hull station, if the platform they use has a charging system.
  3. All Hull Trains call in Platform 7 at Hull station.
  4. The Hitachi press release said “During a trial run, the battery’s impressive power enabled the train to operate solely in battery mode for 70km.” A speed of 75 mph is indicated.
  5. I would assume the Hitachi train used regenerative braking to help recharge the batteries, at the intermediate stops.
  6. Trains average around 57 mph between the ECML and Hull and 38 mph between Hull and Beverley.
  7. Much of the track between the ECML and Hull has a speed limit of 75 mph.
  8. Much of the track between Beverley and Hull has a speed limit of 70 mph or less.

Because of these figures and what Hitachi have said of the train’s performance on batteries, I am convinced that Hull Trains will use an electrified Platform 7 at Hull station to charge the trains.

These pictures show a Hull Trains’s Class 802 train in Platform 7 at Hull station.

Note.

  1. The blue Hull Train is in Platform 7 in the pictures.
  2. Hull station has a classic Victorian cast-iron roof.
  3. Many other similar platforms have been electrified in the UK.

I believe that this platform can be electrified relatively easily with 25 KVAC overhead wires.

An Electric Service Between London and Worksop/Sheffield

Distances for the Worksop and Sheffield service are.

  • ECML  and Worksop – 12.2 km. – 1 stop
  • Worksop and Sheffield- 25.3 km or 50.6 km both ways. – 1 stop

Note.

1. A train from London will leave Retford with a full battery.
2. Retford and Sheffield is only 37.5 km. So the round trip is only 75 km.
3. A full battery will power the train at 75 mph for 70 km – According to Hitachi.
4. Much of the track between Retford and Sheffield is only 60 mph. So going slower will give an energy saving.
5. Slowing at Worksop, Woodhouse and Sheffield will give the batteries a small charge.
6. There are no bridges in the Workshop station area, so a mile or so of electrification could be easy.
7. It’s an easy level route.
8. I’ve read somewhere that Hitachi have a full route simulator.

I calculate, that a two minute charge at Worksop would probably be all the train would need to travel the 75 km. on batteries.

We don’t know if Hitachi have licenced some of Vivarail’s FastCharge technology from FirstGroup. This could enable them to extract the maximum value from each stop at Worksop.

The One Battery Test Train And Lumo

Hitachi’s current test train has two diesel engines and one battery pack.

It is likely that a train with this configuration could be used on Lumo’s new service to Rochdale.

As London Euston and Manchester Victoria is fully electrified, the only unelectrified section is the 16.7 km. between Manchester Victoria and Rochdale. This would mean, that to complete the trip, Lumo’s train would need the ability to do 33.4 km on battery power.

As Hitachi’s test train can do 70 km on a full charge, Lumo could use trains with the standard two diesel engine and one battery pack configuration. The battery would be charged on the electrified sections of the route, between London Euston and Manchester Victoria stations.

It looks to me, to be a superb demonstration of the capabilities of a battery-electric InterCity train with two diesel engines and one battery pack.

The One Battery Test Train And LNER

Hitachi’s current test train has two diesel engines and one battery pack.

It is likely that a train with this configuration could be used on  several LNER services from King’s Cross.

  • Bradford Forster Square – 21.9 km. from Leeds
  • Cleethorpes – 102.5 km. from Newark
  • Grimsby Town – 97.9 km. from Newark
  • Harrogate – 29.4 km from Leeds
  • Lincoln – 26.9 km. from Newark
  • Middlesbrough – 35.2 km. from ECML
  • Cleethorpes – 102.5 km. from ECML
  • Scarborough – 67.8 km. from York

Note.

  1. Some services like those to Bradford Forster Square, Harrogate and Lincoln could be run by only charging on the East Coast Main Line.
  2. Some services like those to Middlesbrough  and Scarborough could be run by charging at the destination.
  3. Other services would need more batteries and/or charging at the destination.

I haven’t put in the Scottish services as running them may be more complicated.

Running Longer Distances On Battery Power

This paragraph is from the original Hitachi press release.

This success demonstrates that Hitachi Rail is ready to deliver the next stage of a full intercity battery-electric train. Based on real-world data, such a train would have a range between 100-150km. These ranges can cover significant sections of non-electrified routes, eliminating the need for wires in tunnels or stations, and potentially saving hundreds of millions of pounds on electrification projects.

Note.

  1. I would assume that as many diesel engines as possible would be replaced with battery packs.
  2. On a typical three-battery Class 800 train, 802 train or Class 805 train, this could be up to three batteries.
  3. But on a four-battery Class 810 train, this could be up to four batteries.

A strategy would need to be developed for all routes and trains would be configured and allocated to the routes accordingly.

November 10, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , | 7 Comments

Destination Manchester

The title of this post is the same as the title of this page on the London North Western Railway web site.

The page introduces, the operator’s proposed new service to Manchester.

As a progressive rail operator we’re always looking to develop our services and timetables to provide a better travelling experience for our customers. We are ambitious and our team seek innovative solutions to create new journey opportunities.

That’s why we have developed proposals for our trains to begin serving Manchester for the first time. Under the plans, our existing hourly service between Crewe and London Euston would be extended to Manchester city centre from summer 2026.

Following the cancellation of the northern leg of HS2, these proposals will provide much-needed connectivity between Manchester, the West Midlands and London, with thousands of extra seats every day.

In more detail, the extended London Euston and Crewe service to Manchester Victoria station, will create the following.

  • Additional capacity and comfortable, affordable journeys to and from Manchester city centre
  • A great alternative to car and coach travel, with fares up to 50% cheaper than the main intercity train operator
  • New regular direct services to Warrington for passengers at Milton Keynes, Rugby and Lichfield
  • New regular direct services to Manchester for passengers at Rugeley, Lichfield, Tamworth and Atherstone

Note.

  1. The service will pass through Warrington Bank Quay, Stockport, Earlestown, Newton-le-Willows, Eccles and Salford Central to reach Manchester Victoria, so could be a comprehensive service to the Northern and Western parts of Manchester City Centre. It would just depend on the stopping pattern in the City Centre.
  2. There would be good connections to Manchester Metrolink at Eccles and Manchester Victoria.
  3. All stations on the Manchester Metrolink can be reached either direct or with a single change from Manchester Victoria.
  4. Manchester Metrolink is touch-in and out with a credit card.
  5. Manchester Victoria is very well connected by rail to cities and important destinations  across the North including Blackburn, Blackpool, Bradford, Burnley, Halifax, Hebden Bridge, Huddersfield, Leeds, Liverpool, Preston, Wigan and York.
  6. The page talks of a London Euston and Manchester Victoria time of three hours and ten minutes.
  7. Manchester Stations is a group of the four stations; Manchester Piccadilly, Manchester Oxford Road, Manchester Victoria and Deansgate. Often a ticket to Manchester Stations is a few pounds cheaper and more convenient, if you are visiting several places in the City Centre.

The London Euston and Manchester Victoria service looks to me to be a well-thought out proposal.

A New Connection To Manchester Airport

Under a title of Anything Else on the page on the London North Western Railway web site, this is said.

As well as the proposal to extend our London Euston-Crewe services to Manchester Victoria, we are also proposing to begin running trains to Manchester Airport. This will involve extending our existing service between Stafford and Crewe, providing direct connectivity to the airport from Stoke-on-Trent and Staffordshire. More details on this proposal will be announced in due course.

Note.

  1. The extended Stafford and Manchester Airport service could call at Stone, Stoke-on-Trent, Longport, Kidsgrove, Alsager, Crewe, and possibly Wilmslow and Styal.
  2. Stafford, Stone, Stoke-on-Trent, Longport, Kidsgrove and Alsager would gain direct services to and from Manchester Airport.
  3. It would appear that the current Stafford and Crewe service waits in Stafford station for at least fifteen minutes.
  4. The current Stafford and Crewe service appears to always use platform 6 at Stafford.
  5. The current Euston and Crewe service appears to always use platform 3 at Stafford.
  6. The current Crewe and Euston service appears to always use platform 1 at Stafford.
  7. The current Birmingham and Liverpool service appears to always use platform 5 at Stafford.
  8. The current Liverpool and Birmingham service appears to always use platform 4 at Stafford.

I suspect that trains can be timetabled, so that the following is possible.

  • An hourly London Euston and Manchester Airport service with a quick step-free change at Stafford between the London Euston and Manchester Victoria service and the Stafford and Manchester Airport service.
  • An hourly Manchester Airport and London Euston service with a quick step-free change at Stafford between the Manchester Airport and Stafford service and the  Manchester Victoria and London Euston service.
  • An hourly Birmingham New Street and Manchester Airport service with a quick cross-platform change at Stafford between the Birmingham New Street and Liverpool Lime Street service and the Stafford and Manchester Airport service.
  • An hourly Manchester Airport and Birmingham New Street service with a quick step-free change at Stafford between the Manchester Airport and Stafford service and the  Liverpool Lime Street and Birmingham New Street service.

Note.

  1. I suspect more changes at Stafford could be cross-platform.
  2. I also suspect that it is possible to arrange that all services to the same destination, leave from the same platform, at the same time or times each hour.
  3. It would appear too, that if you want a cheap ticket price to Liverpool Lime Street, Manchester Victoria or Stoke-on-Trent, then you may have to change at Stafford.

It appears all more affordable London Northwestern Railway trains will go via Stafford.

I have some further thoughts.

Stafford And Manchester Airport Timings

With all the stops, it looks like Stafford and Manchester Airport will take about 78 minutes, but if they used the West Coast Main Line and didn’t stop the time could be reduced to just under an hour.

The Class 730 Trains

The services will be run by 110 mph Class 730 trains.

In 2018, there was talk of a bi-mode 125 mph Aventra, which I wrote about in Bombardier Bi-Mode Aventra To Feature Battery Power.

Currently, the Class 730 trains are 110 mph trains.

Would it help timetabling and capacity if these trains could be stretched to 125 mph?

Avanti West Coast

Several Avanti West Coast services stop at Stafford.

Their services could be half-an-hour quicker to Stafford, but they wouldn’t have the same stopping patterns.

In response to the competition, Avanti West Coast might run a few Manchester Airport Expresses using their new Class 805 trains.

A Second Service Between Stoke And Manchester Airport

I feel this might be needed and perhaps it could be faster, by using the direct route between Stafford and Crewe.

Avanti West Coast could use it to create a one-change fast service between London Euston and Manchester Airport, if they felt such a service were to be needed.

Conclusion

I like this proposal.

But there is a lot of fine tuning to do!

 

 

 

 

 

July 2, 2024 Posted by | Transport/Travel | , , , , , , | 3 Comments

FirstGroup’s Lumo Seeks To Launch Rochdale – London Open Access Service

The title of this post, is the same as that of this article on Railway Gazette.

These two paragraphs outline the service.

FirstGroup has applied to operate Rochdale – London open access passenger trains, more than 20 years after a short-lived through service ran between the two destinations.

On May 17 FirstGroup said that it had applied to the Office of Rail & Road to launch six Lumo-branded return journeys per day linking London Euston and Rochdale via the West Coast Main Line. The trains would call at Warrington Bank Quay, Newton-le-Willows, Eccles and Manchester Victoria.

These are my thoughts.

The Route Isn’t Fully-Electrified

The route is electrified between London Euston and Manchester Victoria stations, but the 10.4 miles between Manchester Victoria and Rochdale is not electrified.

In Extra Luggage Racks For Lumo, I also talk about the possibility of fitting traction batteries to Lumo’s Class 803 trains, so they could handle the 88.5 mile diversion on the East Coast Main Line via Lincoln.

Trains with a traction battery, with an 88.5 mile range, would be able to travel between Manchester Victoria and Rochdale and return.

How Long Would London Euston And Rochdale Take?

Consider.

  • The fastest London Euston and Warrington Bank Quay services take 1 hour and 44 minutes
  • The fastest Warrington Bank Quay and London Euston services take 1 hour and 47 minutes
  • Northern’s Class 195 trains take between 44-51 minutes Rochdale and Warrington Bank Quay with three stops.
  • Northern’s Class 195 trains take between 29-32 minutes Manchester Victoria and Warrington Bank Quay with two stops.
  • I will add two minutes for the extra stop.

These are my estimates for overall journey times.

  • London Euston and Manchester Victoria – 2 hours and 15 minutes
  • London Euston and Rochdale – 2 hours and 29 minutes
  • Manchester Victoria and London Euston – 2 hours and 21 minutes
  • Rochdale and London Euston – 2 hours and 40 minutes

The fastest direct Avanti West Coast services between London Euston and Manchester Piccadilly take 2 hours and 6 minutes.

Could The Service Be Extended To Leeds?

For my timings between Rochdale and Warrington Bank Quay, I used Northern’s Leeds and Chester service.

This service goes between Manchester Victoria and Leeds calling at Rochdale, Todmorden, Hebden Bridge, Halifax, Bradford Interchange, New Pudsey and Bramley.

I estimate it would take about 3 hours 32 minutes.

When Bradford has a new through station, I wouldn’t be surprised if a train operator looked at this route between London Euston and Leeds.

As Leeds and Manchester Victoria is only 49.8 miles, Lumo’s battery electric trains, with 88.5 mile batteries sized for the Lincoln diversion on the East Coast Main Line, would have no difficulty serving Leeds, where they would charge before return.

Could Lumo Run Pairs Of Five-Car Trains Between London Euston and Manchester Victoria?

As I said in Ten-Car Hull Trains, Lumo’s sister company; Hull Trains, runs the occasional ten-car service.

Perhaps for a big football match or other event, Lumo might like to run ten-car trains between Manchester Victoria and London Euston.

I suspect they could do it if the platforms were long enough, but they wouldn’t be able to run a 260 metre ten-car train to Rochdale, as that station only has a 135 metre long platform.

Warrington Bank Quay Station Will Get Six Extra Non-Stop Trains To And From London

This would provide real competition to Avanti West Coast over this route.

Newton-le-Willows Station Is Only A Few Miles From The Town Of St. Helen’s

Newton-le-Willows station has 400 parking spaces and 32 disabled parking spaces.

Note.

  1. The parking is all free!
  2. There are regular local trains to Chester, Leeds, Liverpool Lime Street, Manchester Airport and Wigan North Western.

A six trains-per-day service to and from London, will help fill up the parking spaces.

Eccles Station Is Within Walking Distance Of Eccles Interchange

This OpenRailwayMap shows Eccles station and Eccles Interchange.

Note.

  1. The mauve tracks are the Manchester Metrolink.
  2. They terminate in the South-West at Eccles Interchange.
  3. The red tracks are the Liverpool-Manchester lines.
  4. Eccles station is a Northerly walk from Eccles Interchange.

This connection must be useful to more than a few.

I suspect if you’re going between London and Media City UK, Salford Quays or Piccadilly Gardens, you may be better to change to the Metrolink at Eccles.

Will Lumo’s Rochdale Service Run As A Flight With Avanti’s Glasgow Service?

Flighting is where two or more trains going on the same route run a few minutes apart.

  • Every hour, on the half hour, an Avanti West Coast service for leaves London Euston for Glasgow Central.
  • As with Lumo’s Rochdale service, the first stop is Warrington Bank Quay station.
  • The Lumo service would leave London Euston a few minutes after Avanti’s Glasgow service.
  • The distance between the two trains would be such, that if the first train stopped, the second train could stop safely.
  • Digital signalling as is being installed on UK rail lines would make it easier to ensure safe separation.

But the benefit would be that both trains ran fast to Warrington Bank Quay station.

A Day-Trip To Manchester

If I’m right about the 2 hours and 15-21 minutes between London Euston and Manchester Victoria, then a day-trip would certainly be feasible.

Last Trains

This is a table of the last train times for Lumo between Newcastle and London.

  • Weekdays – 20:27 21:35
  • Saturdays – 18:27 19:22
  • Sundays – 19:24 20:21

Note.

  1. The first time is the last Northbound departure.
  2. The second time is the last Southbound departure.
  3. Are these late enough for football matches?

I shall be interested to see the proposed last train times for the Manchester route.

  • Will they be timed so you can get a tram from the Etihad or Old Trafford stadium after an evening match, that allowed you to get the last train back to London from Manchester Victoria?
  • Taylor Swift gave the Manchester Arena a lot of favours with her concerts. Would you have been able to see her concert and get the last train back to London?

A few extra full trains wouldn’t hurt Lumo’s finances.

Conclusion

It looks like, this could be a very worthwhile service.

 

May 17, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 5 Comments

Do Network Rail Have A Cunning Plan To Run Battery Electric Trains To Wigan Wallgate And Blackburn?

This news story, which is entitled £72 million Boost For Train Services In Manchester And The North, was released by the government today.

This is the sub-heading.

This package will improve the passenger experience by having more reliable trains and fewer delays.

These two paragraphs describe the work.

The funding will deliver a third platform at Salford Crescent station and track improvement work across north Manchester to help reduce delays, bottlenecks and station overcrowding, meaning passengers will enjoy more comfortable and reliable journeys.

Manchester Victoria Station will also benefit from extra entry and exit points to platforms, making it easier for passengers to travel through the station during busier periods.

These are my thoughts.

Battery-Electric Trains

New Merseyrail Train Runs 135km On Battery says a lot about the capabilities of modern battery-electric multiple units.

135 km is 84 miles and if you look at services in the Wigan and Blackburn area, these are the services, currently run by diesel trains on lines without electrification.

  • Blackburn and Bolton – 13.9 miles
  • Blackburn and Manchester Victoria – 39.4 miles
  • Hindley and Salford Crescent – 16.2 miles
  • Southport and Wigan Wallgate – 17.4 miles
  • Kirkby and Wigan Wallgate – 12 miles
  • Clitheroe and Bolton – 23.7 miles
  • Manchester Piccadilly and Buxton – 19 miles

I believe that a modern battery-electric train would be able to handle all these routes, with assistance from regenerative braking and Newton’s friend.

I also believe that CAF, Hitachi, Siemens and Stadler would be capable of building a battery-electric train for these routes.

This OpenRailwayMap shows the electrification between Wigan and Lostock Junction.

Note.

  1. Wigan is in the South-West corner of the map.
  2. Lostock Junction is in the North-East corner of the map.
  3. The black and red line between Wigan and Lostock Junction indicates the track is being electrified with 25 KVAC overhead electrification.
  4. The black line going East to the South-East corner of the map is the unelectrified line to Salford Crescent via Atherton.
  5. At Lostock Junction the line joins the electrified Manchester and Preston Line via Bolton.

Network Rail’s layout means that trains to Kirkby, Southport and Salford Crescent via Atherton can all charge their batteries in a convenient station before embarking to their destination without electrification.

The Third Platform At Salford Crescent Station

Three platforms at Salford Crescent will give capacity advantages.

But it will also mean, that if all battery-electric trains for Wigan Wallgate via Atherton can have a dedicated platform, that if necessary, they can use to top up the batteries.

Northern’s Trans-Pennine Services

Northern Trains run four hourly trains across the Pennines.

  • York and Blackpool North via Church Fenton, Garforth, Leeds, New Pudsey, Bradford Interchange, Halifax, Sowerby Bridge, Hebden Bridge, Burnley Manchester Road, Accrington, Blackburn, Preston, Kirkham & Wesham and Poulton-le-Fylde.
  • Leeds and Manchester Victoria via Bramley, New Pudsey, Bradford Interchange, Halifax, Hebden Bridge, Todmorden and Rochdale.
  • Leeds and Wigan Wallgate via Morley, Batley, Dewsbury, Ravensthorpe, Mirfield, Brighouse, Sowerby Bridge, Mytholmroyd, Hebden Bridge, Todmorden, Walsden, Littleborough, Smithy Bridge, Rochdale, Manchester Victoria, Salford Central, Salford Crescent, Swinton, Moorside, Walkden, Atherton, Hag Fold, Daisy Hill, Hindley and Ince.
  • Leeds and Chester via Bramley, New Pudsey, Bradford Interchange, Low Moor, Halifax, Sowerby Bridge, Mytholmroyd, Hebden Bridge, Todmorden, Rochdale, Manchester Victoria, Newton-le-Willows, Earlestown and Warrington Bank Quay.

Note.

  1. All routes are partly electrified.
  2. Hebden Bridge gets four trains per hour (tph).
  3. Bradford Interchange, Halifax, New Pudsey Rochdale, Sowerby Bridge, Todmorden and Manchester Victoria get three tph.
  4. It is a comprehensive set of routes serving nearly fifty stations in the North.

Stretches of line without electrification include.

  • Chester and Earlstown – 23 miles
  • Leeds and Manchester Victoria – 49.8 miles
  • Leeds and Blackburn – 50.2 miles
  • Hindley and Salford Crescent – 16.2 miles

There may be a need to electrify Blackburn and Preston or some other short sections.

Conclusion

I have a feeling that most of the diesel services in Manchester could be replaced by battery-electric trains.

 

May 25, 2023 Posted by | Transport/Travel | , , , , , , , , | Leave a comment

Adding Wigan And Manchester Victoria To The Bee Network

This article on the Railway Gazette has a list of the lines, that will be transferred between Northern Rail and the Bee Network.

Included in the list is this line.

Wigan and Manchester Victoria via the West Coast Main Line and a proposed station at Golborne, which could open from 2025.

I think this route could be the following.

  • The Eastern terminal would be Manchester Victoria
  • The Northern terminal would be Wigan North Western, as it is on the West Coast Main Line.
  • Intermediate stations would be Golborne, Patricoff, Eccles and Salford Central.
  • The route is fully electrified with 25 KVAC overhead.
  • Most of the route has a 90 mph operating speed.

There is no comparable route in the current timetable.

These are a few thoughts.

Golborne Station

In Beeching Reversal – Reopening Golborne Railway Station, I discussed the reopening of Golborne station.

I didn’t think it would be likely, as it was a cramped site in the middle of a village, as this Google Map shows.

But I didn’t notice the four tracks through the site.

As the line through here, will have to be rebuilt for High Speed Two to raise the operating speed from the current 90 mph to as high as 140 mph. perhaps a high class architect could find a way to build a station at the site on the slow lines?

Improvements To Wigan North Western Station

In Wigan North Western Station Set For Platform Extension Work, I talked about work to make Wigan North Western station ready for High Speed Two.

I concluded, by saying this.

It certainly looks like Wigan North Western station is being updated to have a comprehensive network of local electric services to give a large number of stations, good access to current West Coast Main Line and future High Speed Two services.

I also added this picture of Wigan North Western station.

Wigan North Western station can’t be far off being able to accept pairs of High Speed Two Classic Compatible trains, that will be 400 metres long.

The Wigan North Western and Manchester Victoria service will add Golborne, Patricoff, Eccles, Salford Central and Manchester Victoria to the list.

Connecting To Scottish Services

The Internet gives these times from Wigan North Western.

  • London Euston – 1 hour and 55 minutes – Current
  • London Euston – 1 hour and 34 minutes – High Speed Two
  • Glasgow Central – 2 hours and 35 minutes – Current
  • Glasgow Central – 2 hours and 06 minutes – High Speed Two

It looks to me, that there is an awful lot of trackwork to be done to the West Coast Main Line between Wigan North Western and Glasgow Central.

But on the other hand, changing at Wigan North Western will be a reasonably fast alternative, if whilst building High Speed Two to Manchester, the current route is closed.

March 27, 2023 Posted by | Transport/Travel | , , , , , , | 3 Comments

Bradford Seeks Support On Rail Project Which Could Deliver £30bn Benefits

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

This is the first paragraph.

Delivery of a new city centre railway station in Bradford is estimated to boost the city’s economy by £30bn over ten years, with Bradford Council now seeking government support to deliver the major rail project.

The article also says that the the station, will be built on the site of St James Market, which is owned by the Council.

This Google Map shows the market and the surrounding roads and railways.

Note.

  1. Bradford Interchange station is in the North-West corner of the map.
  2. St. James Market is marked by the red arrow in the middle of the map.
  3. The railway Between Leeds and Bradford Interchange stations via New Pudsey station curves in a loop South of the market.
  4. The railway going South from Bradford Interchange goes to Bradford Low Moor and Halifax stations, before taking the Calder Valley Line via Hebden Bridge to Manchester Victoria station.

I think it would be feasible to build the station on the current route between Leeds and Bradford Interchange stations, with perhaps a mixture of through and bay platforms.

This second Google Map, shows Mill Lane Junction, where the lines from New Pudsey and Bradford Low Moor stations join South of Bradford Interchange station.

Note.

  1. Bradford Interchange station is on the rail line to the North.
  2. The proposed new Bradford station and the existing New Pudsey station are on the rail line to the East.
  3. Bradford Low Moor station is on the rail line to the South.

It would appear that an extra chord should be added to the junction to allow trains between Manchester Victoria and Leeds via the Calder Valley Line can call at the new station in Bradford.

Current trains between Manchester Victoria and Leeds using this route have to reverse at Bradford Interchange. The new station and the extra chord would avoid this.

Conclusion

I think that this proposal has possibilities.

October 13, 2021 Posted by | Transport/Travel | , , , , , , , , | 4 Comments

« Previous Entries