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.
Manchester For The Weekend By Air?
For some weeks now, Manchester has been advertising itself as a weekend break on the giant advertising screen over Silicon Roundabout.
The adverts also seem to be backed by British Airways and are advertising flights from London City Airport.
Perhaps, these are in response to Avanti West Coast’s problems?
Manchester Buzzing To Put Rail Into Its Bee Network
The title of this post, is the same as that of this article on the Railway Gazette.
These two paragraphs introduce the article.
Locally branded stations and integrated ticketing are among the improvements to Greater Manchester’s local rail services envisaged from 2025 under a landmark devolution deal.
The deal agreed with the government on March 15 brings GM Mayor Andy Burnham and local council leaders significant additional powers in several policy areas, including transport. The single funding settlement is similar to those in place covering Scotland and Wales, but this and a similar deal for the West Midlands is the first time such a flexible grant has been granted to English regions.
Included in the deal are the following.
A London-Style Network
It is described in this paragraph.
Greater Manchester has set itself a target of rolling out so-called ‘London style’ transport across modes by 2030. While Transport for Greater Manchester already directly manages the Metrolink light rail network, buses are now being brought under tighter regulation through a franchising model, and TfGM aspires to introduce integrated smart ticketing across the city-region. Today, while paper travelcards can be bought covering buses, Metrolink trams and trains, these are poorly marketed and often more expensive than the fares offered by individual bus operators; there is also no ability for daily or weekly price capping to be introduced.
I hope that Manchester follows London’s rules.
- One card and any bank or credit card gives full access to buses, trains and trams.
- Daily, weekly and monthly caps.
- Freedom Pass or equivalent for those that need them.
- Comprehensive transport mapping.
- Visitor-oriented travel information offices in major stations.
I feel very strongly about the last two, as measures like these encourage visitors to return.
Trials of the ticketing should start by the end of the year.
The Bee Network
This is outlined in this sentence.
Together, the local transport network is to be branded ‘the Bee Network’, reflecting an enduring emblem of the area’s industrial heritage.
I like the name.
- The bee is one of the symbols of the city according to this Wikipedia entry.
- Bees are on the coat of arms of the City of Manchester.
- Bee symbols are used by Manchester and local businesses.
But perhaps most importantly, the bees were a symbol of recovery of the city after the May 2017 Manchester Arena bombing.
The Addition Of Twenty Percent Of the Local Rail Network
This is outlined in this sentence.
Under the agreement announced on March 15, around 20% of local rail services, currently operated by Northern Trains and managed under contract with the Department for Transport, will be brought into the Bee Network.
These rail services are to be added.
- Wigan – Manchester Victoria via the West Coast Main Line and a proposed station at Golborne, which could open from 2025.
- Stalybridge – Southport via Atherton
- Glossop – Hadfield – Manchester Piccadilly
- Rose Hill Marple – Manchester Piccadilly
- Buxton – Manchester Piccadilly
- Alderley Edge – Manchester Piccadilly
I shall discuss each route in detail separately.
New Trains?
Consider.
- The Wigan and Alderley Edge routes are shared with 125 mph trains.
- The diesel trains on the Buxton and Rose Hill Marple routes will need to be replaced.
- The Buxton route is a very stiff climb.
- Do the Class 323 trains to Glossop and Hadfield need to be replaced?
- The Buxton, Southport and Rose Hill Marple routes are not fully-electrified.
I would have two separate fleets.
A small number of 110 mph electric trains for the Wigan and Alderley Edge routes. Class 350, 360, 379 and 386 trains would be possibilities.
An appropriate number of electric for the other routes. Some would have a battery capability to handle the partially-electrified routes. Merseyrail’s Class 777 could be ideal.
Note.
I am fairly certain, that the Class 777 trains can run as tram-trains, which would be useful for Manchester.
A rough calculation indicates that the ideal battery sizes for Southport and Buxton, could be similar.
The battery for the Rose Hill Marple route would be smaller.
There could be advantages if Merseyrail and Manchester had similar high quality trains.
Integration Of The Various Modes Of Transport
This is outlined in this paragraph.
Meanwhile, the Greater Manchester Combined Authority is to establish a North West Regional Business Unit and GM Rail Board to improve local scrutiny of rail service performance and shape the integration with other modes in the Bee Network.
This is critical to the successful development of the Bee Network.
Conclusion
It’s now up to Manchester to first make it work and then develop it for the benefit of the people and businesses of the City, and not forgetting the visitors.
Integration Of The Various Modes Of Transport
This is outlined in this paragraph.
Meanwhile, the Greater Manchester Combined Authority is to establish a North West Regional Business Unit and GM Rail Board to improve local scrutiny of rail service performance and shape the integration with other modes in the Bee Network.
This is critical to the successful development of the Bee Network.
A Heavy Load From Felixstowe To Manchester
As I waited for my train at Canonbury station this morning, this very long train went through.
After I got home, I found that it was going from the Port of Felixstowe to Trafford Park Freightliner Terminal.
The journey will take around nine-and-a-half hours.
- This time includes a sixty-five minute stop at Ipswich to change the diesel locomotive or locomotives used to haul the train out of the Port of Felixstowe for the pair of Class 90 electric locomotives for the rest of the journey to the North-West.
- The two locomotives together have a power output of about 7.5 MW.
- The train will pick up the West Coast Main Line at Primrose Hill and then take the Trent Valley Line between Rugby and Stafford before approaching Trafford Park, using the Castlefield Corridor through Manchester Piccadilly and Oxford Road stations.
- As I write this, the train is on time as it approaches Tamworth.
The train has done well as at Watford, it was running twenty minutes late. The train crew have used the 7.5 MW well to claw back the time.
Did it help the crew to regain the schedule, that they had 7.5 MW on hand, as opposed to the less than 3 MW from the UK’s largest diesel locomotive?
To my mind, this illustrates one of the reasons, why long distance trains are best run by powerful electric locomotives.
In Do Cummins And Stadler Have a Cunning Plan?, I describe the new Class 99 locomotive.
- It is an electro-diesel locomotive.
- It has 6 MW available on 25 KVAC overhead electrification.
- It has a 1.8 MW Cummins diesel engine, which may be powerful enough to haul the largest trains in and out of the Port of Felixstowe, where the route is not electrified.
Thirty of these locomotives have been ordered by GB Railfreight.
I believe that one of these locomotives could handle a very heavy freight train between the Port of Felixstowe and Trafford Park Freightliner Terminal.
- The locomotive working alone could handle the train on the unelectrified line between Felixstowe and Ipswich.
- There would be no need to electrify the lines in the Port of Felixstowe.
- There would be no need for a prolonged stop in Ipswich.
- An hour on the journey could be saved.
- There might be a saving in the number of crew.
The Class 99 locomotive seems to be well-designed for handling freight trains out of Felixstowe.
Were Freightliner experimenting with what they needed from an electro-diesel locomotive, when I took this picture at Shenfield?
Note.
- The Class 90 electric locomotive has 3.7 MW of power.
- The Class 66 diesel locomotive has 2.4 MW of power.
Was what I saw an affordable electro-diesel locomotive?
A Road Scheme That Appears To Going Nowhere
This article on the BBC is entitled A57 Link Roads Mottram Bypass: Charity Seeks Judicial Review.
This is the sub-heading.
Environmental campaigners are seeking a judicial review of proposals designed to ease road congestion between Manchester and Sheffield.
And these are the first two paragraphs.
Plans for the A57 Link Roads Mottram Bypass scheme were boosted in November when Transport Minister Huw Merriman granted a development consent order.
But countryside charity the CPRE said there was no evidence building a new road “moves away a traffic problem”.
I remember this area well from the 1960s, when I was studying at Liverpool University and my parents lived in Felixstowe.
- There was no motorway across the Midlands between Coventry and Stafford and the alternative of the A5 was a nose-to-tail crawl.
- The M62 was still in the design phase.
So I took to using this cross-country route.
- A45 between Felixstowe and Huntingdon.
- A1 to Worksop, which was mainly dual-carriageway.
- A57 to Manchester, through Sheffield and Glossop, which was and still is single-track.
- A580 to Liverpool.
I think my best time was about five hours in a 1954 Morris Minor.
I feel, I must have gone through Mottram in Longdendale, judging by the map on the BBC article.
It is interesting to read the Wikipedia entry for the Longdendale Bypass, which starts like this.
The Longdendale Bypass (also known as the A57/A628 Mottram-in-Longdendale, Hollingworth & Tintwistle Bypass) is a long-planned road scheme in England by the Highways Agency. The aim is to alleviate traffic congestion on the A57 road/A628 road/A616 road routes that presently pass through the villages. There is both support and opposition for this long-planned scheme which will pass through the valley of Longdendale and part of the Peak District National Park.
The scheme was approved by the Highways Agency in 2014, so politicians have not exactly been quick off the mark.
These are some choice phrases from the Wikipedia entry.
- It is used by a relatively large number of heavy goods vehicles.
- Supporters of the scheme say that the A628 is one of the most congested A-road routes in the country.
- There is no viable alternative to a bypass.
- A survey in 2010 found that the junction of the A57 and M67 was the most congested in Manchester.
It is a disaster and the intervention by the CPRE will further delay a solution.
Conclusion
It is problems like this, that lead me to one solution.
On the one hand, you improve the railways and on the other you bring in universal road charging.
Hopefully passengers and freight will find a happy equilibrium.
But voters wouldn’t like it and any Government, that brought it in would lose the next election to a yet-to-be-formed Motorists Party.
Denmark’s Bank Robbers Count The Cost Of Cashless Society
The title of this post is the same as that of this article on The Times.
This is the second paragraph.
Figures from Finans Danmark, an industry association, show the number of attacks has collapsed in recent years as the shift towards online transactions has led many Danish banks to abandon cash services in branches. While there were 221 bank robberies in 2000, the number of hold-ups in Denmark fell to 121 in 2004, before declining to one in 2021 and none last year.
There were also no attacks on ATM machines.
Doing away with cash certainly cuts crime and it must be twelve years, since a Unite representative on Manchester buses told me he wanted cashless ticketing on Manchester’s buses and trams, as since it had been introduced in London, attacks on staff had declined dramatically.
I also wonder by how much the Income Tax take would rise?
Would A Lower Cost Rail Link To Skelmersdale Be Possible?
In the Wikipedia entry for Skelmersdale railway station, there is a section called Reopening Proposals, where this is said.
Skelmersdale has been described as the largest town in North-West England that doesn’t have a railway station, although Leigh, Greater Manchester, which also has no station is larger.
This section called 2022, gives the latest status of the proposals to connect Skelmersdale to the UK rail network.
Government reinforces that the station proposals are being considered. Rosie Cooper calls for the new Rail Minister to visit Skelmersdale, in order to aid the DfT’s decision. However, the Department for Transport announced in July 2022 that it was rejecting the Strategic Outline Business Case, throwing the scheme into doubt. The DfT instead suggested that better bus links with the Kirkby–Wigan rail line would be a cheaper way of improving connectivity for Skelmersdale.
This Google Map shows the town of Skelmersdale.
Skelmersdale is a town with an extensive road network, with good links to the M58 motorway.
I would suspect, that those who don’t have access to a car or some other form of personal transport, are second-class citizens.
According to Wikipedia, in the latest statement from the DfT, this was said.
The DfT instead suggested that better bus links with the Kirkby–Wigan rail line would be a cheaper way of improving connectivity for Skelmersdale.
I would simplify the DfT statement by removing the word bus. All transport links should be improved.
Consider.
- By the end of 2023, there will be five stations between Kirkby and Wigan; Headbolt Lane, Rainford, Upholland, Orrell and Pemberton.
- Upholland station is the nearest to Skelmersdale.
- Headbolt Lane station is being built with approximately 300 car parking spaces.
- Rainford station has ten car parking spaces.
- Upholland station has no car parking.
- Orrell station has no car parking.
- Pemberton station has no car parking.
- From Google Maps it doesn’t look promising to add parking at Rainford, Upholland, Orrell and Pemberton stations.
- Only Headbolt Lane station will have bicycle parking.
- Headbolt Lane station will have direct rail access to Liverpool.
- Headbolt Lane, Rainford, Upholland, Orrell and Pemberton stations will have direct rail access to Wigan and Manchester.
- Headbolt Lane station will be built with provision for buses.
- Skelmersdale bus station is at the main shopping centre in the centre of the town.
After Headbolt station opens in 2023, I would do the following.
- Provide a high-capacity bus service between Headbolt Lane station and Skelmersdale.
- Provide secure bicycle parking at Rainford, Upholland, Orrell and Pemberton stations.
- Investigate a bus service between Upholland station and Skelmersdale.
- Monitor all passenger movements in the area, to see whether a rail link is needed.
Once Headbolt Lane station and the new services settle down, it should be possible to make a good estimate of the number of passengers who would use the rail link.
These are my thoughts on a lower-cost service to a new Skelmersdale station.
The Current Plan For A Branch To Skelmersdale
This map from OpenRailwayMap shows the proposed future railway between Skelmersdale and the Wigan and Kirkby Line.
Note.
- The new branch to Skelmersdale is shown dotted.
- The Northern end of the branch is in the Concourse shopping centre in Skelmersdale.
- The branch goes under the M 58 Motorway.
- The branch joins the Wigan and Kirkby Line in a triangular junction.
- Rainford station is to the West of the junction.
- Upholland station is to the East of the junction.
It could be a complete solution.
Will There Be A Direct Service Between Skelmersdale And Liverpool?
I feel the design of Headbolt Lane station precludes this, as there doesn’t appear to be a line through Headbolt Lane station, as all three platforms are terminal platforms, with two serving Liverpool and one serving Wigan and Manchester.
Passengers would need to change at Headbolt Lane station, if travelling between Skelmersdale And Liverpool.
Will There Be A Direct Service Between Skelmersdale And Manchester?
This would appear to be possible.
Could The Original Route Be Used?
The original Skelmersdale Branch ran between Rainford and Ormskirk, with a station on the West side of Skelmersdale.
This Google Map shows the route.
Note.
- Skelmersdale town centre and the Concourse shopping centre are in the North-East corner of the map.
- The M 58 motoway runs across the top of the map.
- The dark green scar of the Skelmersdale branch runs down the West side of the map.
- Just below, where the motorway and the old railway cross, there is a large landfill.
- Rainford station on the Wigan and Kirkby Line is towards the bottom of the map.
I wonder, if a lower-cost track layout could be slotted in partially using the route of the old railway.
- It would be mainly single track.
- The branch would only connect to Headbolt Lane station.
- A passing loop would be needed to run two trains per hour (tph).
- It might be possible to slot a single-track through to the centre of Skelmersdale.
Would it be an alternative, if a Park-And-Ride station were built near or on top of the landfill?
What Would Be The Train Service?
Southport station has the following services.
- Four tph to and from Liverpool
- Two tph to and from Wigan Wallgate and Manchester
I think reasons of fairness would dictate that Skelmersdale has a two tph service to both Liverpool and Manchester.
It is also worth looking at the services through Wigan Wallgate station.
- 1 tph – between Southport and Alderley Edge via Westhoughton and Manchester Piccadilly
- 1 tph – between Southport and Stalybridge via Westhoughton and Manchester Victoria
- 1 tph – between Kirkby and Blackburn via Atherton and Manchester Victoria
The third service does not run on Sundays. This is surely an omission in the timetable, that should be rectified.
Wigan Wallgate And Skelmersdale Via Headbolt Lane
As I said earlier Headbolt Lane station is a station with three terminal platforms, two of which will have trains to and from Liverpool and the other will have trains to and from Wigan Wallgate and Manchester.
If Headbolt Lane and Skelmersdale stations are connected by a route using the original branch, it would be possible to run a service between Wigan Wallgate and Skelmersdale stations with a reverse at Headbolt Lane station.
Note.
- The Kirkby and Wigan Wallgate Line is double-track and all stations have two platforms.
- A passing loop on the Headbolt Lane and Skelmersdale section would probably be needed for two tph.
- Passengers between Skelmersdale and Liverpool would change at Headbolt Lane station.
- There would be no changes to services between Liverpool and Headbolt Lane stations and they would remain at 4 tph.
- Preferably, Wigan Wallgate and Skelmersdale would operate at two tph.
- All stations between Wigan Wallgate and Headbolt Lane would get two tph to Manchester.
- I estimate that Wigan Wallgate to Skelmersdale is less than twenty miles.
- In Bolton-Wigan £78m Rail Electrification Project Announced, I indicate that Wigan Wallgate station will be electrified.
The service to Manchester could either be direct or with a change at Wigan Wallgate to a Southport service.
A Shuttle Train Between Wigan Wallgate And Skelmersdale Via Headbolt Lane
This may be an alternative to running the Skelmersdale service all the way to Manchester.
- Services would terminate in the bay Platform 3 at Wigan Wallgate station.
- Passengers to and from Manchester would catch a Southport train.
- The frequency of the shuttle train would be two tph.
Using a shuttle would need less trains.
Rolling Stock
The Wikipedia entry for the Kirkby branch line, shows the service being run by a Class 150 train, which are diesel-powered.
Services on the Manchester and Southport Line are run by a variety of diesel multiple units and all Class 769 trains.
If the platforms at Headbolt Lane and Skelmersdale are built to handle four-car trains, then Northern have any number of diesel multiple units and the Class 769 trains, which could run the service.
But there is also the possibility of using battery-electric multiple units, like the Class 321 BEMU train, that I wrote about in Eversholt Rail And Vivarail To Develop Class 321 BEMU.
- The distance between Wigan Wallgate and Skelmersdale is probably about twenty miles.
- Charging would be needed at Skelmersdale station.
- Wigan Wallgate would need an electrified route to Manchester.
- It also appears that the Class 321 BEMU, which will have a 30 minute range could handle the Wigan Wallgate and Southport leg on batteries.
- If a battery-electric shuttle train is used between Wigan Wallgate and Skelmersdale, it would be charged at both ends of the route.
It appears to me, that if Network Rail electrify between Wigan Wallgate and Manchester, then services between Manchester and Kirkby, Skelmersdale and Southport could be run by Class 321 BEMU trains, which with their Renatus interiors will not be British Rail trains rescued from the scrapyard.
It will also mean passengers between Liverpool and Skelmersdale will be using two smart trains.
Conclusion
Consider.
- New track should be the minimum possible between Headbolt Lane and Skelmersdale stations.
- Network Rail must electrify between Manchester and Wigan Wallgate.
- Class 321 BEMU trains should be used between Manchester and Headbolt Lane, Skelmersdale and Southport.
I believe that there is an affordable solution to the provision of electric train services to Skelmersdale somewhere in my ramblings.
Greater Manchester Leaders Now Want Clean Air Zone Charges Scrapped On ALL Vehicles After Huge Backlash
The title of this post, is the same as that of this article on the Manchester Evening News.
This is the first two paragraphs.
No vehicles should be charged in the new Clean Air Zone (CAZ), Greater Manchester leaders have agreed, as the scheme remains under review.
In a letter to the Prime Minister, Greater Manchester mayor Andy Burnham has called for a ‘non-charging’ scheme which would help fund vehicle upgrades.
How can a non-charging scheme help to fund vehicle upgrades?
I suppose that Burnham wants the Government to pay for updating all the vehicles that Mancunians might drive in the Clean Air Zone.
Greater Manchester Clean Air Zone Plans Put On Hold
The title of this post, is the same as that of this article on the BBC.
These are the first four paragraphs.
The controversial rollout of Greater Manchester’s Clean Air Zone (CAZ) has been delayed.
The scheme, which would see some high-emission vehicles face daily charges, had been due to begin at the end of May. Private cars would be exempt.
The government said the pause would allow for consultation and a revised plan was due in July.
Regional mayor Andy Burnham had earlier asked the government to delay the scheme.
If Manchester don’t bring the pollution levels down, Client Earth are threatening legal action.
But to me, as a pedestrian, I do find Manchester City Centre a difficult place to walk, compared to say Birmingham or Liverpool, as the traffic seems to move about at a fast pace.
But then I blame Harold Wilson, who cancelled the Picc-Vic tunnel.
Liverpool and Newcastle received their beneficial cross-city tunnels, but Harold Wilson said that everyone would have their own cars, so we won’t need railways.
The Anonymous Widower 