The Anonymous Widower

Fresh Calls For ‘Missing Link’ Buxton To Matlock Railway Line To Be Reopened

The title of this post is the same as that of an article in the Buxton Advertiser.

I wrote in full about this route in Connecting The Powerhouses, after an article was published in the June 2017 Edition of Modern Railways.

This was my conclusion.

It’s very difficult to find a reason not to reopen the Peak Main Line.

I think in the last two years the case for reopening the Peak Main Line between Buxton and Matlock may have become even stronger.

MEMRAP

A group called the Manchester and East Midlands Rail Action Partnership or MEMRAP has been setup to promote the case for reopening.

A web site has been created.

New Lower-Carbon And Quieter Passenger Trains

Rolling stock has improved and trains like tri-mode Class 755 trains and possible battery electric trains, should be able to handle the route in a more environmentally-friendly way.

Transport Of Building Materials

This is a paragraph from the Buxton Advertiser article.

Funding for the project, according to Mr Greenwood, would come from working in partnership with local quarries which are supplying materials for the new Heathrow Airport runway and are involved with the HS2 project.

Network Rail has already have spent a lot of money to improve freight access to the quarries, as I reported in £14m Peak District Rail Freight Extension Unveiled. So the demand for building materials must be there and going via Matlock would remove some heavy freight trains from the Hope Valley Line.

Heavy freight trains might not be welcomed by all stakeholders.

Possible High Speed Two Cutbacks

As I wrote in Rumours Grow Over Future Of HS2, The Eastern leg of High Speed Two might be axed.

This may or may not change the case for reopening the Peak Main Line.

There Will Be Opposition

This is two paragraphs from the Buxton Advertiser article.

Peak Rail has long campaigned to re-open the line for heritage trains to run between Buxton and Matlock. However, director Paul Tomlinson said he was not in favour of the new plans.

He said: “I’m all in favour raising the profile of the line to get it re-opened but we can’t support this new idea.

Others will also object.

Conclusion

There will be various opposing pressures on both sides of reopening the Peak MNain Line.

In favour will be.

  • The quarries.
  • Cities like Derby and Nottingham and passengers wanting better links to and from Manchester and its Airport.
  • Transport for the North, as opening could increase capacity on the Hope Valley Line between Manchester and Sheffield.

Local interests will want to maintain the status quo.

October 18, 2019 Posted by | Transport | , , , , , , , | Leave a comment

Abellio’s Plans For Nottingham And Matlock Via Derby

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These are mentioned for services between Nottingham and Matlock via Derby..

Enhanced Sunday Service Providing An Hourly Service For Most Of The Day

Surely, this should be happening now!

Increased Community Rail Partnership Funding

Always a good thing!

Refurbished, Modern Trains

As with their plans for Nottingham to Norwich, they use the same words about the trains.

So will all these routes from around Nottingham be run using four-car Class 222 trains?

I can’t think what other suitable higher-capacity trains are available.

Except Class 170 trains and they are generally only two-cars, which probably isn’t large enough.

 

 

April 16, 2019 Posted by | Transport | , , , , , , | Leave a comment

Ascending The Heights Of Abraham

The Heights of Abraham is a tourist attraction at Matlock Bath, close to the station.

I walked down, as I needed to get a train back to Derby. I did it in sensible trainers and don’t do it in anything less!

I’m sure this attraction would benefit from a better train service from Derby and Nottingham.

June 1, 2017 Posted by | Transport | , , | Leave a comment

Exploring The Derwent Valley Line

The Derwent Valley Line links Derby with Matlock and because it forms the Southern part of Peak Main Line discussed in Connecting The Powerhouses and it was a fine day, I had to go and take a look.

I actually did three trips along sections of the line.

The middle trip was in a totally acceptable two-car Class 158 train, but the other journeys were in jam-packed single-car Class 153 trains.

In the time I was in Derbyshire, I saw three different types of trains working the line and I get the impression, that East Midlands Trains have difficulty putting together a service to both the passengers and their own satisfaction.

Their Regional Routes, which are worked by Sprinters, look to be a collection, that need to be reorganised and probably be worked by more, better and more suitable trains.

Looking at the Derwent Valley Route, which runs trains from Matlock to Newark Castle via Derby and Nottingham, you get the following typical timings.

  • Matlock to Derby – 34 minutes
  • Derby to Nottingham – 30 minutes
  • Nottingham to Newark – 37 minutes

Which makes a total  of one hour 41 minutes or a round trip of three and a half hours.

In this schedule these things should be noted.

  1. There are several mines of running on the Midland Main Line, where my Class 153 attained a respectable 70 mph.
  2. The train takes a 2 minute break at |Derby and an eight minutes one at Nottingham.
  3. The other stops are scheduled for a minute or less.
  4. I saw lots of buggies, children and a couple of wheelchairs, which delayed train boarding.

This all adds up to a round trip of three and a half hours, which is exceeding inconvenient for running an hourly service.

I suspect that any train operator prefers a dedicated number of identical trains to run a service, as East Midlands Trains have on their London services.

But this Derby-Nottingham version of Crossrail has all the structure and organisation of a relegated football teams back four.

Looking at the hour starting at nine o’clock this morning there are just three services between Derby and Nottingham.

  • 09:08 – Birmingham New Street to Nottingham
  • 09:13 – Matlock to Newark Castle
  • 09:40 – Cardiff Central to Nottingham

If this is typical, it is pitiful for a thirty minute journey between two large, important cities. Especially, in the rush-hour.

Suppose the service was doubled between Matlock and Newark Castle.

  • This would give four trains per hour between Derby and Nottingham.
  • It would give a two trains per hour service to all those stations along the route.
  • It would attract many more passengers to that poor Class 153 train.

In my view, there is only one solution to this problem and that is a high-class stopping service between Matlock and Newark Castle.

  • Two trains per hour.
  • At least two cars in every train.
  • Speeding up of the service so trains can do the round trip in three hours.
  • Step-free access between train and platform at all stations to speed station stops.

This service would require six trains, which is a problem as East Midlands Trains haven’t got the rolling stock.

It would also mean that a train would have go from Ambergate Junction, where the Derwent Valley Line leaves the Midland Main Line to Matlock and back in under thirty minutes.

As a typical train takes fourteen minutes between Ambergate and Matlock stations, with a bit of judicious sorting of the train-platform interface to speed stops, I’m certain that this would be possible.

So where do East Midlands Trains get six suitable trains of at least two carriages?

  • The route could be electrified. Impossible!
  • They acquire some cascaded diesel unit like London Overground’s Class 172 trains.
  • They acquire six Class 319 Flex trains.

The last one is probably the most realistic, as they are four-car trains with an operating speed of over 90 mph on diesel.

But why would it need the capability to run on 25 KVAC overhead electrification, as there is none near Derby or Nottingham, except on Bombardier’s test track?

So is this one of the reasons, why as  I wrote in The Class 319 Flex Units To Be Class 769, Porterbrook are seriously looking at converting Class 455 trains into Flex trains?

After all both Porterbrook and East Midlands Trains are based in Derby.

The Matlock to Newark Castle route would be transformed.

  • Two trains per hour.
  • Four cars with quality interiors.
  • Easier access for all passengers, through wide double doors.
  • There could even be modified to give more space for bikes, buggies and wheelchairs.

It would be a real case of Back To The Future, as the Class 455 trains are nearly ten years older than the Class 153 trains.

 

 

 

 

May 31, 2017 Posted by | Transport | , , , , | 2 Comments