The Anonymous Widower

How Will The East Coast Main Line Timetable Change Affect Sheffield?

This article in the October 2025 Edition of Modern Railways is entitled Industry Gears Up For December ECML Timetable Change.

This is the first paragraph.

Major changes are planned to trains along the East Coast main line from 14 December as the long-heralded timetable takes effect.

In this post, I will see how the changes detailed in the article in Modern Railways will affect Sheffield and Doncaster.

Aberdeen-Edinburgh

This is said about Aberdeen and Edinburgh services.

Monday-Saturday services will not change between Aberdeen and Edinburgh, with all intermediate stations served at similar times.

The LNER service to and from King’s Cross will call additionally at Doncaster, Newark Northgate and Peterborough; the last LNER Monday-Friday departure from Aberdeen will terminate at Doncaster instead of Leeds, and the first LNER Monday-Saturday train to Aberdeen will start from King’s Cross at 05:48 instead of Leeds.

Note.

  1. An hourly fast train between Edinburgh and King’s Cross will have a journey time of 4 hours and 10 minutes, which is a saving of at least 12 minutes.
  2. There is an Aberdeen-Manchester air service, but no Edinburgh-Manchester or Leeds-Scotland air services.
  3. In Could London And Central Scotland Air Passengers Be Persuaded To Use The Trains?, I speculated about how air passengers could be tempted to use the trains between London and Central Scotland.
  4. It looks to me, that LNER are strengthening their services between Doncaster and Scotland.
  5. Will that 05:48 King’s Cross departure for Aberdeen, enable a working day in Aberdeen and return?

Is LNER’s aim to get travellers to use the trains between Doncaster and Scotland, as an alternative to driving or trains from Leeds?

Alnmouth and Berwick

This is said about Alnmouth services.

Quicker LNER journey times are promised to stations South of York, with King’s Cross-Alnmouth journey times up to 15 minutes quicker.

More TPE trains will run between Newcastle, Morpeth, Alnmouth, Berwick, Reston, Dunbar, East Linton and Edinburgh Waverley.

The number of trains calling at Durham on weekdays will fall from 18 to 13 Southbound and from 15 to 10 Northbound.

This is said about Berwick services.

LNER trains will call every two hours during the middle of the day, and the number of weekday trains to King’s Cross falls from 15 to 11 Southbound with a 13 to nine fall Northbound. More TPE trains will call.

Note.

  1. Lumo serves Newcastle, Morpeth and Edinburgh.
  2. Reston and East Linton are new stations.
  3. The stations between Newcastle and Edinburgh need adequate parking to attract commuters.

It looks to me, that LNER are timing the trains to attract day trips along the East Coast Main Line.

Bradford Forster Square/Interchange

This is said about Bradford Forster Square services.

The number of weekday trains will remain as per May 2025, but on Sundays, the number of trains serving Forster Square increases from two to six each way on a two-hourly interval. LNER stopping patterns change, with fewer trains calling at Peterborough and none at Grantham or Retford.

Trains currently stop at Peterborough, Doncaster, Wakefield Westgate, Leeds and Shipley, but surely a more regular six trains per day (tpd) is preferable.

 

This is said about Bradford Interchange services.

At Interchange, Grand Central Trains will run at different times to the May 2025 timetable, with King’s Cross journeys up to 20 minutes quicker. One GC each way will call at Peterborough, while some will stop at Pontefract Monkhill on Sundays for the first time.

Note.

  1. Trains currently stop at Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor
  2. Is the twenty minutes time saving due to the new digital signalling to the South of Doncaster?
  3. Is this another open access operator being allowed to do what they do best?

This looks to be a very useful service, which serves several stations, with no other service to London.

Doncaster

This is said about Doncaster services.

Additional trains calling at destinations including Birmingham New Street, Sheffield, York, Newark and Berwick-upon-Tweed. LNER Aberdeen/Inverness trains will call at Doncaster. EMR trains will be retimed at Doncaster to provide better connections with LNER’s revised timetables, but journeys from Doncaster to Sleaford and Spalding will require a change at Lincoln. This change has been made to “enable improved connections” at Peterborough, Sleaford, Lincoln and Doncaster. The number of trains calling at Stevenage falls from 24 to 19 Southbound and 24 to 21 Northbound, with Grantham stops dropping by seven trains to 28 Southbound and 4 to 29 Northbound.

If CrossCountry Trains were to switch their trains to Hitachi InterCity Battery trains, I believe that a version of these trains could handle routes like Plymouth and Aberdeen.

  • This would speed up services.
  • Trains would run close together and thus increase capacity.
  • Services could even be faster.

So expect a replacement order for CrossCountry Trains diesel multiple units soon.

Glasgow

LNER gave up serving Glasgow Central from King’s Cross in the December 2024 timetable change.

In Lumo Will Extend Its King’s Cross And Edinburgh Service To Glasgow, I talked about Lumo extending their King’s Cross and Edinburgh service to Glasgow Central station.

Hull

This is said about Hull services.

On Mondays-Fridays, Hull Trains will provide an extra train from London.

The LNER Monday-Friday Hull-Doncaster train will be withdrawn;

Northern will operate a 20:25 departure to Doncaster; calling at Brough and Selby.

Note.

  1. It looks like Great British Railways have surrendered Hull and Beverley to Hull Trains.
  2. Hull Trains are converting their Class 802 trains to battery-electric power.
  3. It is likely that Hull Trains upgraded trains will be able to use the Great Northern and Great Eastern Joint Line via Lincoln on battery power.

The new timetable appears to be ready for the future of Hull Trains.

Leeds

This is said about Leeds services.

LNER services will depart to King’s Cross at xx.10 and xx.40.

Northern will introduce an extra mostly hourly service between  Leeds and Sheffield calling at Wakefield Westgate. They will depart about 30 minutes earlier or later than the CrossCountry service.

Note.

  1. I would expect the two King’s Cross and Leeds services which would both stop at Doncaster and Wakefield Westgate would set the timings between Doncaster and Leeds.
  2. Currently, of the four trains that run to and from Leeds every two hours, two are planned to terminate at Leeds, one at Harrogate and one at Bradford Forster Square.
  3. There is also a daily service between King’s Cross and Skipton via Leeds.
  4. I can envisage another service between  King’s Cross and Ilkley via Leeds, Kirkstall Forge, Guiseley, Burley-in-Wharfedale and Ben Rhydding.
  5. I can envisage another service between King’s Cross and Huddersfield, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield and Deighton.
  6. I can envisage another service between King’s Cross and Hebden Bridge, via Leeds, White Rose, Morley, Batley, Dewsbury, Ravensthorpe, Mirfield, Sowerby Bridge, Mytholmroyd and Brighouse.
  7. An alternative to Hebden Bridge would be Rochdale, which already has four platforms and is on the Manchester Metrolink
  8. It appears that Bradford Forster Square, Harrogate, Huddersfield, Leeds and Skipton stations can turn nine or ten-car trains and Ilkley can turn five-car trains.
  9. I also believe that one of Hitachi’s InterCity Battery trains could use battery power to take the spectacular Settle and Carlisle Line to Carlisle or even Glasgow Central.
  10. If needed pairs of five-car trains could split and join at Leeds, with one train waiting at Leeds and the other train going on to another destination.
  11. The CrossCountry and Northern Trains services on the Sheffield and Leeds route via Doncaster and Wakefield Westgate would probably need to be modern battery-electric trains to maximise the capacity on the route.

There certainly seem to be opportunities to give a number of stations in Yorkshire an all-electric service to King’s Cross with a two-hourly frequency, in a time of a few minutes over two hours.

Lincoln

This is said about Lincoln services.

One more LNER train from King’s Cross will run, with the first train arriving earlier and the last train later. There will no longer be an LNER train serving Stevenage with passengers having to change at Newark Northgate or Peterborough. An improved service will run to and from Nottingham, with an increase from one to two trains per hour on Mondays-Saturdays. An hourly service will run to Crewe, and a new Matlock-Nottingham-Lincoln-Cleethorpes service will run. EMR will cease all bar morning peak direct trains to/from Leicester. Newark Northgate-Lincoln trains will be reduced from five to four on Mondays-Fridays, eight to four on Saturdays and ten to eight on Sundays.

Note.

  1. Travellers between Lincoln/Nottingham and the North/Scotland will have two trains per hour to Newark Northgate, where there will be two tph to the North/Scotland.
  2. The hourly Crewe service will give access to Liverpool Manchester and the West Coast Main Line.
  3. Will there still be a Liverpool and Norwich service or will this be replaced by East-West Rail?

There seems to be a big sort out to EMR services.

Newcastle

This is said about Newcastle services.

The number of trains serving King’s Cross increases from 35 to 53 Southbound on weekdays and from 36 to 52 Northbound. One train every hour will run non-stop to York. More TPE trains will run Northbound (see Alnmouth and Berwick), while Northern is retiming services on the Northumberland Line in anticipation of Northumberland Park and Bedlington stations opening in early 2026. A semi-fast hourly service between Newcastle and Middlesbrough will run on Mondays-Saturdays and there will be an hourly stopping service between them.

Note.

  1. There will be a big increase in services between King’s Cross and Newcastle.
  2. Is the aim to persuade travellers to use trains rather than airlines?
  3. LNER also runs one train per day (tpd) between King’s Cross and Middlesbrough.
  4. Grand Central Trains will be running at a frequency of six tpd between King’s Cross and Sunderland via Thirsk, Northallerton, Eaglescliffe, Hartlepool and Seaham.

Hull appears to have been left to Hull Trains and Glasgow to Lumo, and Sunderland appears to be left for Grand Central Trains.

Conclusions

I am coming to some conclusions about services on the East Coast Main Line, with respect to Sheffield.

Doncaster Is A Well-Equipped Station

Doncaster is the nearest station to Sheffield on the East Coast Main Line.

  • Over the last few years, Doncaster station has been improved.
  • It has a subway with a more than adequate number of lifts.
  • The station has nearly 600 parking spaces.
  • There is a taxi rank.
  • There is no Marks & Spencer’s food store, which is important for a coeliac like me.
  • There are thirty bus stands close to Doncaster station.
  • Doncaster station is well-equipped with cafes, a pub and coffee stalls.
  • All trains to Aberdeen, Bradford Forster Square, Bradford Interchange, Edinburgh, Hull, King’s Cross, Leeds, Sheffield and Wakefield seem to stop at the station.
  • There are several local trains per hour.
  • Changing trains is not a strenuous exercise.

Doncaster is one of the UK’s better regional stations.

Doncaster Needs A Connection To The Sheffield Supertram

One of the first things, I do when I arrive in a strange town or city is look for the local public transport network.

In 2019, Sheffield published an ambitious plan for their tram network, which I wrote about in Sheffield Region Transport Plan 2019 – Doncaster Sheffield Airport.

The post contained this map, of Sheffield’s plans for the trams.

Doncaster and Doncaster Sheffield Airport are connected to the current end of the tram-train route at Rotherham Parkgate.

This OpenRailwayMap shows the rail lines between Rotherham Parkgate and Doncaster.

Note.

  1. Doncaster station is in the North-East corner of the map.
  2. Rotherham Central station is in the South-West corner of the map.
  3. The blue arrow in the South-West corner indicates Rotherham Parkgate tram stop.
  4. Swinton, Mexborough and Conisbrough stations can be picked out.
  5. The dotted red line running North-South across the map is the route of the ill-fated Eastern Leg of High Speed Two.

It is a simple application of tram-train technology to connect Doncaster station and Doncaster Sheffield Airport to the Sheffield Supertram.

With all the comings and goings on the East Coast Main Line at Doncaster station, I believe that the tram-train connection to Sheffield and Rotherham is essential.

The Cities Of Bradford, Doncaster, Leeds, Sheffield and Wakefield Can Have a High-Frequency Rail Connection

Consider.

  • Four stations are all step-free with a bridge or subway served by lifts.
  • Bradford Forster Square station has level access to the platforms from the street.
  • The rail lines between the five stations are electrified, with the exception of Sheffield and Doncaster.
  • Services between the cities are run by CrossCountry Trains, Grand Central Trains, Hull Trains, LNER and Northern Trains.
  • Most maximum speeds are not unduly slow.

Consequently the five cities can have a high-frequency rail connection in excess of four tph.

Could this be the basis of a Five-Cities Metro?

Open Access Services

There are six open access services running on the East Coast Main Line.

  • Grand Central Trains – King’s Cross-Bradford Interchange via Peterborough, Doncaster, Pontefract Monkhill, Wakefield Kirkgate, Mirfield, Brighouse, Halifax and Low Moor – 4 tpd
  • Grand Central Trains – King’s Cross-Sunderland via Peterborough, York, Thirsk, Northallerton, Eaglescliffe and Hartlepool – 6 tpd
  • Hull Trains – King’s Cross-Hull via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough – 4 tpd
  • Hull Trains – King’s Cross-Beverley via Stevenage, Grantham, Retford, Doncaster, Selby, Howden, Brough, Hull and Cottingham  – 2 tpd
  • Lumo – King’s Cross-Edinbugh via Stevenage, Newcastle and Morpeth – 5 tpd
  • Lumo – King’s Cross-Glasgow Queen Street via Stevenage, Newcastle, Morpeth, Edinburgh and Falkirk High – 2 tpd

Note.

  1. tpd is trains per day.
  2. All seem to serve an exclusive area, except Lumo.
  3. In a couple of years, all could be using Hitachi trains.
  4. I suspect some services will swap their diesel generators for batteries.

Battery-power would allow some services to be zero-carbon, even when using the GNGE diversion.

 

 

 

 

September 22, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

FirstGroup Applies To Run New London To Sheffield Rail Service

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

These four paragraphs outline FirstGroup’s initial plans.

FirstGroup plc, the leading private sector transport operator, has today submitted the first phase of an application for a new open access rail service between London and Sheffield to the Office of Rail and Road (ORR).

FirstGroup plans to expand its open access rail operations as part of its award-winning Hull Trains business, building on their successful existing service which has transformed long-distance connectivity between Hull and London.

FirstGroup’s new proposals comprise two return journeys a day from London King’s Cross, calling at Retford, Worksop, Woodhouse and Sheffield, and the company aims to provide a faster link between London and Sheffield than alternative services. Almost three quarters of trips between London and Sheffield are currently made by car, with a further 9% of trips made by coach, and a competitively priced new rail offering will help stimulate a shift in transport mode of choice from road to rail.

The new proposed route will give Sheffield the first regular service from London King’s Cross since 1968 and will also give Worksop in Nottinghamshire the first regular direct London trains in decades. FirstGroup estimates there are 350,000 people in the Worksop and Woodhouse catchment areas who will have direct rail access to London because of these proposals. A sizeable number of rail users in these areas currently drive to Doncaster station to pick up faster services to London rather than travelling via Sheffield, and a convenient rail offering from local stations will also help to reduce the number of these car journeys.

Note.

  1. The press release says this is only the first phase.
  2. It appears to be an extension of Hull Trains.
  3. Comments on a news story based on the press release in The Times, have been generally positive.

These are my thoughts.

The Two Routes Are Similar

Consider.

  • Beverley is 44.3 miles from the electrified East Coast Main Line at Temple Hirst Junction.
  • Hull is 36.1 miles from the electrified East Coast Main Line at Temple Hirst Junction.
  • Sheffield is 23.5 miles from the electrified East Coast Main Line at Retford station.
  • There is no electrification at Beverley, Hull or Sheffield.

Note.

  1. Trains must be capable of having a range sufficient to go from the East Coast Main Line to the destination and back again.
  2. It is slightly surprising that Sheffield station is closest to the electrification of the East Coast Main Line.
  3. Hull Train’s electro-diesel Class 802 trains regularly handle the 88.6 miles to Beverley and back.

It does look like an appropriate number of Class 802 trains could handle Hull Trains current and future services to Beverley, Hull and Sheffield.

Hull Trains Need Ten-Car Trains

Consider.

  • In Ten-Car Hull Trains, I show some details of Hull Trains using a pair of five-car trains.
  • I’ve since seen ten-car Hull Trains regularly.
  • There were two ten-car services on the 29th December 2023 between London King’s Cross and Hull.

Hull Trains must procure enough trains for all possible scenarios.

Intermediate Stations Of The Two Routes

Intermediate stations are.

  • Going North from London King’s Cross to Hull, trains call at Stevenage (limited), Grantham, Retford, Doncaster, Selby, Howden and Brough.
  • Going North from London King’s Cross to Sheffield, trains call at Retford, Worksop and Woodhouse.

There are only a small number of stops on the Sheffield service. Is this to reduce the journey time as much as possible?

What Will Be The Time Of The London King’s Cross And Sheffield Service?

Consider.

  • Non-stop trains take 82 minutes between London King’s Cross and Retford, which is 138.6 miles, so it’s an average speed of 101.4 mph.
  • Woolmer Green and Retford are 111.7 miles and will in a couple of years, be digitally signalled.
  • Non-stop trains take 66 minutes between Woolmer Green and Retford, which is an average speed of 112 mph.
  • I have found a direct Retford and Sheffield train, that takes 31 minutes for the 23.5 miles with six stops, which is an average speed of 45 mph.
  • The Retford and Sheffield section has a mostly 60 mph maximum speed.

I can now build a table of times between King’s Cross and Retford based on the average speed North of Woolmer Green.

  • 125 mph – 72 minutes
  • 130 mph – 70 minutes
  • 135 mph – 68 minutes
  • 140 mph – 66 minutes

Note.

  1. Getting a high average speed using the power of digital signalling can save several minutes.
  2. I have measured an InterCity 125 averaging 125 mph on that section.

I can now build a table of times between Retford and Sheffield based on the average speed.

  • 45 mph – 31 minutes
  • 50 mph – 28 minutes
  • 60 mph – 24 minutes
  • 70 mph – 20 minutes
  • 80 mph – 18 minutes

Note.

  1. The planned service is expected to stop only twice after Retford, so if we take off two minutes for each of the four stops not taken, this could reduce the time between Retford and Sheffield by 8 minutes.
  2. There will be a couple of minutes to add for the stop at Retford.
  3. I feel a typical journey with 125 mph to Retford, 50 mph to Sheffield, could take 94 minutes
  4. Currently, the fastest London St. Pancras to Sheffield take around 116-118 minutes.

Hull Trains new service  could save 22-24 minutes  on the current service.

I also feel a fast journey could involve 130 mph to Retford, 60 mph to Sheffield, could take 88 minutes.

Hull Trains new service  could save a few minutes over half-an-hour.

Could The Time Of The London King’s Cross And Sheffield Service Be Under 90 Minutes?

I reckon the following is possible.

  • After the digital signalling is completed between King’s Cross and Retford, I suspect that a 135 mph average speed can be maintained between Woolmer Green and Retford. This would mean that a King’s Cross and Retford time of 68 minutes would be possible.
  • If Network Rail improve the track between Retford and Sheffield, I believe that a 70 mph average could be achieved on the Retford and Sheffield section. This would mean that a Retford and Sheffield time of 20 minutes would be possible.
  • I would expect at least six minutes would be saved by missing stops.

This gives a time of 82 minutes between London King’s Cross and Sheffield.

In Anxiety Over HS2 Eastern Leg Future, I said that High Speed Two’s promised London and Sheffield time via a dedicated track would be 87 minutes.

It looks to me that running under full digital signalling on the East Coast Main Line, Hull Trains can beat the HS2 time.

Could Hitachi’s Battery-Electric Trains Handle The Routes?

This page on the Hitachi web site is entitled Intercity Battery Trains.

This is the sub-heading

Accelerate the decarbonisation of intercity rail with batteries.

These paragraphs outline the philosophy of the design of the trains.

A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.

Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.

Wouldn’t it be great, if we could take the diesel engine out of our cars and replace it with an electric power pack?

Paul Daniels would’ve classed it as engineering magic.

But it’s an old engineer’s trick.

As a fifteen year old, I spent time in a rolling mill, building and fitting replacement control systems on large machines. Transistors were used to replace electronic valves and relays.

It’s certainly possible to create a battery pack, that is plug-compatible with an existing diesel generator, that responds to the same control inputs and gives the same outputs.

At the extreme end of this technology, there would be no need to change any of the train’s software.

In The Data Sheet For Hitachi Battery Electric Trains, these were my conclusions for the performance.

  • The battery pack has a capacity of 750 kWh.
  • A five-car train needs three battery-packs to travel 100 miles.
  • A nine-car train needs five battery-packs to travel 100 miles.
  • The maximum range of a five-car train with three batteries is 117 miles.
  • The maximum range of a nine-car train with five batteries is 121 miles.

As the East Coast Main Line to Beverley is a round trip is 88.6 miles, I suspect that Hull Trains’s five-car Class 802 trains will need to be fitted with a full-complement of three batteries.

Will Hull Trains Have An Identical Fleet Of Trains?

An identical fleet must have advantages for train staff, maintenance staff and above all passengers.

I believe FirstGroup have two choices.

  • They buy an appropriately-sized batch of identical Class 802 trains.
  • They convert their current fleet to battery-electric operation and buy an appropriately-sized batch of identical new trains.

Note.

  1. The second option means that they fully-decarbonise Hull Trains.
  2. Neither option would need any new infrastructure.
  3. I feel this means that this order is more likely to go to Hitachi.

It’ll probably all come down to the accountants.

Retford Station

This OpenRailwayMap shows the tracks around Retford station.

Note.

  1. The red tracks are electrified and are the East Coast Main Line.
  2. The black ones aren’t electrified.
  3. Doncaster is to the North.
  4. The black line to the East goes to Lincoln
  5. The black line to the West goes to Sheffield
  6. The red line going South-East goes to Peterborough and London.

The unusual loop allows trains to connect from one direction to another.

This second OpenRailwayMap shows the tracks in more detail.

Note.

  1. As before red lines are electrified and black ones aren’t
  2. Platforms 1 and 2 are on the East Coast Main Line.
  3. Platforms 3 and 4 are on the Sheffield and Lincoln Line.

This third OpenRailwayMap shows the platforms in more detail.

Note.

  1. The yellow tracks are the 125 mph fast lines of the East Coast Main Line.
  2. The light blue tracks are the 40 mph relief lines of the East Coast Main Line.
  3. Northbound tracks are to the left of each pair of lines.
  4. The dark blue track is the 10 mph chord that connects the Northbound relief line of the East Coast Main Line to the Sheffield and Lincoln Line.
  5. Platform 1 is on the Southbound relief line.
  6. Platform 2 is on the Northbound relief line.
  7. Unusually, both platforms are on the same side of the line.
  8. In The Lengths Of Hitachi Class 800/801/802 Trains, I state that the full length of an InterCity 225 train is 245.2 metres.
  9. I suspect that both platforms can accommodate a full length InterCity 225, as the trains have been calling at Retford since the 1980s.

I doubt Retford station has any problem accommodating a pair of Class 802 trains, which it does regularly.

How Do Northbound Trains Go To Sheffield From Retford Station?

This OpenRailwayMap shows the tracks to the South of Retford station in detail.

Note.

  1. The yellow tracks are the 125 mph fast lines of the East Coast Main Line.
  2. The light blue tracks are the 40 mph relief lines of the East Coast Main Line.
  3. Northbound tracks are to the left of each pair of lines.

Trains needing to stop in Retford station will need to cross to the Northbound relief line to enter Platform 2 at Retford station.

This OpenRailwayMap shows the curve that connects Platform 2 at Retford station to the Sheffield and Lincoln Line to Sheffield.

Note.

  1. The green tracks are the 60 mph Sheffield and Lincoln Line.
  2. Sheffield is to the West.
  3. The blue tracks are the curve that connects Platform 2 in Retford station to the Sheffield and Lincoln Line.
  4. There appears to be a grade-separated junction, where the two lines join to the West of Retford station.

A Northbound train to Sheffield will take curve and then join the line to Sheffield.

How Do Southbound Trains Go From Sheffield Through Retford Station?

I suspect trains do the opposite from a train going to Sheffield.

The train takes the curve and then stops in Platform 2 facing South.

This OpenRailwayMap shows the tracks to the South of Retford station in detail.

When the train is cleared by the signals to go South, it will leave Retford station going South on the Northbound relief line.

Note that on the map there are two crossovers, which the train will take to get on the Southbound fast line for Newark and London.

As a Control Engineer, I suspect this is the sort of manoeuvre, that modern digital signalling will make slicker and safer.

How Do Northbound Trains Go To Hull From Retford Station?

On leaving the station, the train will continue along the relief line until it merges with the Northbound fast line for Doncaster.

This is exactly as any Northbound train stopping at Retford does now.

How Do Southbound Trains Go From Hull Through Retford Station?

Currently, trains from Hull stop in Platform 1 on their way to London.

  • Trains needing to stop in Retford station will need to cross to the Southbound relief line to enter Platform 1 at Retford station.
  • When the train is cleared by the signals to go South, it will leave Retford station going South on the Southbound relief line.
  • The Southbound relief line joins the Southbound fast line to the South of the station.

This is exactly as any Southbound train stopping at Retford does now.

Could A Hull And A Sheffield Service Run As A Pair And Split And Join At Retford Station?

Consider.

  • Class 802 trains, as used by Hull Trains are designed to be run as a pair of trains, with easy coupling and uncoupling between the two trains.
  • Hull Trains regularly run services as a pair of Class 802 trains.
  • A pair of trains could leave King’s Cross. They would then split at a convenient station, after which the two trains go to different destinations.
  • There are advantages with respect to infrastructure charges.

I feel that Hull Trains two services to Sheffield and Hull/Beverley could work as a pair.

  • A pair of trains could leave King’s Cross.
  • At Retford station they would split, with one train going to Hull and the other to Sheffield.

Coming South they would join at Retford.

How Would Splitting Of A Hull And Sheffield Service Be Performed At Retford Station?

The procedure would be something like this.

  • As the pair of train is stopping in Retford station, it would use the relief line to enter Platform 2.
  • It would stop in Platform 2.
  • The trains would be uncoupled.
  • The front train would go to its destination.
  • The rear train would go to its destination.

Note.

  1. As the track to Doncaster and Hull is faster, the front train should probably be for Hull.
  2. Platform 2 is electrified, so the Sheffield train could top up its batteries .
  3. The Sheffield train could lower its pantograph.

Uncoupling takes about two minutes.

How Would Joining Of A Hull And Sheffield Service Be Performed At Retford Station?

Consider.

  • Joining would have to be performed in Platform 2, as there is no route for a train from Sheffield to access Platform 1.
  • North of Retford station there are two convenient crossovers, to allow a train to cross to the Northbound relief line. There are also a couple of loops, where trains could wait.
  • As this is coal-mining country, perhaps, they were part of a freight route between Sheffield and Doncaster?

But this infrastructure would allow, a train from Hull to access Platform 2 at Retford station.

As the Sheffield train can easily access Platform 2, the two trains could meet in Platform 2 and then be joined together for a run to London.

Is There A Problem With Splitting And Joining  Of the Hull And Sheffield Services?

Earlier, I said these were the stops of the two services.

  • Going North from London King’s Cross to Hull, trains call at Stevenage (limited), Grantham, Retford, Doncaster, Selby, Howden and Brough.
  • Going North from London King’s Cross to Sheffield, trains call at Retford, Worksop and Woodhouse.

Surely, if the trains were travelling as a pair, they would need to stop at the same stations to the South of Retford.

But modern digital signalling will allow trains to run closer together, so perhaps this would be the procedure going North.

  • The two trains start in the same platform at King’s Cross, with the Sheffield train in front of the Hull train.
  • The two trains leave King’s Cross a safe number of minutes apart.
  • At its Stevenage and Grantham stops, the Hull train will tend to increase the distance between the two trains.
  • The Sheffield train would stop in Platform 2 at Retford station, so that space is left for the Hull train.
  • The Hull train will stop behind the Sheffield train in Platform 2 at Retford station.
  • The Sheffield train will leave when ready.
  • The Hull train will leave when ready.

And this would be the procedure going South.

  • The train from Sheffield would line up in Platform 2 at Retford station.
  • The train from Hull would line up in Platform 1 at Retford station.
  • The train from Sheffield would leave when everything is ready and the train is cleared by the signalling system.
  • The train from Hull would leave  a safe number of minutes behind the train from Sheffield.
  • At its Grantham and Stevenage stops, the Hull train will tend to increase the distance between the two trains.
  • The trains could share a platform at King’s Cross.

The digital signalling and the driver’s Mark 1 eyeballs will keep the Hull train, a safe distance behind the faster Sheffield train.

The Capacity Of The Lincoln And Sheffield Line

Looking at the Sheffield and Lincoln Line, it has only an hourly train, that calls at Darnall, Woodhouse, Kiverton Park, Kiverton Bridge, Shireoaks and Worksop between Retford and Sheffield.

  • I would suspect that there is enough spare capacity for Hull Trains to run a one train per two hours (tp2h) service between London King’s Cross and Sheffield.
  • If LNER feel that a 1 tp2h frequency is viable for Harrogate, Lincoln and other places, surely Hull and East Sheffield could support a similar service from King’s Cross.

If the services could be run by battery-electric trains, capable of running at 140 mph on the East Coast Main Line and giving times of ninety minutes to Sheffield, this could be a success.

 

Could Woodhouse Station Become A Transport Hub?

This Google Map shows Woodhouse station.

Note.

  1. It is certainly surrounded by a lot of houses.
  2. Could it be provided with car-parking?

Although, as this picture shows it is not blessed with lots of facilities.

Woodhouse Station

But.

Woodhouse station could be an interchange or it could become something bigger like a hub station.

How Many Sheffield Services Per Day Could Be Run?

If the Hull and Sheffield trains run as a flight under control of the digital signalling, this will mean that every Hull train can be paired with a Sheffield train.

  • There are five trains per day (tpd) to and from Hull and two to and from Beverley.
  • It seems a maximum of one tpd in both directions can be a ten-car train.
  • Two five-car trains could fit in a platform at King’s Cross.

I suspect that the maximum number of trains per day to and from Sheffield is the same as for Hull. i.e. seven tpd.

But there is no reason, if they have enough trains and paths are available, that Hull Trains couldn’t add extra services to both destinations.

Onward From Sheffield

Several of those, who have commented on the new service have suggested that the service could go further than Sheffield, with Manchester and Leeds being given specific mentions.

This OpenRailwayMap shows the platforms at the Northern end of Sheffield station.

Note.

  1. The pink tracks at the East are the Sheffield Supertram.
  2. Trains to and from Barnsley, Huddersfield, Hull, Leeds, Lincoln and Retford access the station from the Northern end.
  3. Trains to and from Chesterfield, Derby, London, Manchester and Stockport access the station from the Southern end.
  4. The tracks in Sheffield station are numbered 1 to 8 from the West.
  5. There are five through platforms. 1, 2, 5, 6 and 8 and two bay platforms at either end.
  6. An extension of the service to Manchester via the Hope Valley Line, could go straight through the station.
  7. An extension of the service to Barnsley, Huddersfield or Leeds, would mean the train reversing at Sheffield.

It looks like an extension to Manchester Piccadilly over the recently upgraded Hope Valley Line would be the easiest extension. But would Avanti West Coast, who have FirstGroup as a shareholder want the competition?

Recently, it has been announced that the Penistone Line to Barnsley and Huddersfield will be upgraded to accept two trains per hour (tph) and allow faster running.

Because Sheffield could be around eighty minutes from London, there could be some smart times to and from  the capital.

  • Meadowhall in 90 minutes
  • Barnsley in 112 minutes.
  • Huddersfield in 140 minutes.

Huddersfield could be almost twenty minutes faster than the route via Leeds.

Comments From The Times

These are some readers comments from The Times.

  • Hope the prices are competitive with LNER. I rarely go to London from Chesterfield with EMR as they’re so expensive. LNER from Newark is much cheaper but a service from Worksop for me would be perfect.
  • Excellent News in so many ways. I hope it really takes off which could help ease the congestion on the M1 and also thin out overcrowding on busy LNER services. It really does deserve to succeed.
  • This is excellent news. The Lumo service has been a game changer for me and those living in the north east.

The public seem in favour.

Conclusion

I really like this proposal from FirstGroup.

  • It has the possibility to provide Sheffield with a fast train link to London.
  • It could run about six trains per day.
  • It will be faster than High Speed Two was proposed.

It could be the first service of High Speed Yorkshire.

 

 

 

 

 

 

 

 

 

January 7, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , | 5 Comments

East Midlands Railway To Leeds

This news story from the Department of Transport is entitled Yorkshire And The Humber To Benefit From £19.8 billion Transport Investment.

This is said about Leeds and Sheffield services.

The line between Sheffield and Leeds will be electrified and upgraded, giving passengers a choice of 3 to 4 fast trains an hour, instead of 1, with journey times of 40 minutes. A new mainline station for Rotherham will also be added to the route, which could give the town its first direct service to London since the 1980s, boosting capacity by 300%.

These are my thoughts.

A New Mainline Station For Rotherham

This page on Rotherham Business News, says this about the location of the Rotherham mainline station.

South Yorkshire Mayoral Combined Authority (SYMCA) and Rotherham Council have been developing a scheme to return mainline train services to the borough for the first time since the 1980s. A site at Parkgate is the frontrunner for a regeneration project described by experts as “a relatively straightforward scheme for delivery within three to four years.”

Various posts and comments on the Internet back the councils preference for a new station at Rotherham Parkgate.

  • It  would be at Rotherham Parkgate shopping centre.
  • It connects to the tram-trains, which run half-hourly to Cathedral in Sheffield city centre via Rotherham Central.
  • There appears to be plenty of space.

This OpenRailwayMap shows the tracks at the current Rotherham Parkgate tram stop.

Note.

  1. The orange lines are the main railway tracks.
  2. Rotherham Parkgate is indicated by the blue arrow in the North-East corner of the map.
  3. Trains would run between Sheffield and Rotherham Parkgate via Meadowhall Interchange and Rotherham Central.
  4. Trains and tram-trains would share tracks through Rotherham Central.

After passing Rotherham Parkgate trains would go to Swinton, and then on to Doncaster or Leeds.

Sheffield And Leeds Via Rotherham Parkgate

Currently, there is an hourly service between Leeds and Sheffield, that goes through the Rotherham Parkgate site.

  • It calls at Outwood, Wakefield Westgate, Sandal & Agbrigg, Fitzwilliam, Moorthorpe, Thurnscoe, Goldthorpe, Bolton-upon-Dearne, Swinton, Rotherham Central, Meadowhall.
  • The service takes one hour and thirteen minutes, but there are eleven stops.
  • As the distance is 38.9 miles, that works out at an average speed of 32 mph.

I suspect this schedule was written for Pacers.

The Department of Transport is aiming for a forty minute journey, which is an average speed of 58.4 mph.

Consider.

  • If you look at the maximum speeds of the route from Rotherham Parkgate to Wakefield Westgate, it is 21.8 miles of 100 mph track.
  • About twenty miles to the South of Wakefield Westgate is electrified.
  • Leeds and Wakefield Westgate is 10.1 miles of 75-85 mph track.
  • LNER’s expresses leave Wakefield Westgate, eleven minutes after leaving Leeds.
  • I can find a TransPennine Express that takes thirteen minutes to go between Sheffield  and Rotherham Parkgate late at night on the way to the depot.

The eleven and thirteen minutes mean that leaves 16 minutes for Rotherham Parkgate to Wakefield Westgate, if Sheffield and Leeds are to be timed at forty minutes, which would be an average speed of 82 mph between Rotherham Parkgate and Wakefield Westgate.

I feel that for a forty minute journey between Leeds and Sheffield, the following conditions would need to be met.

  • Very few stops. Perhaps only Meadowhall, Rotherham Parkgate and Wakefield Westgate.
  • 100 mph running where possible.
  • 100 mph trains
  • Electric trains would help, as acceleration is faster. Battery-electric trains would probably be sufficient.
  • Some track improvements might help.

But forty minutes would certainly be possible.

At present there are five trains per hour (tph) between Leeds and Sheffield.

  • Northern – 2 tph – via Wakefield Kirkgate, Barnsley and Meadowhall – 58 minutes
  • Northern – 1 tph – via Outwood, Wakefield Westgate, Sandal & Agbrigg, Fitzwilliam, Moorthorpe, Thurnscoe, Goldthorpe, Bolton-upon-Dearne, Swinton, Rotherham Central and Meadowhall – One hour and 13 minutes
  • Northern – 1 tph –  via Woodlesford, Castleford, Normanton, Wakefield Kirkgate, Darton, Barnsley, Wombwell, Elsecar, Chapeltown and Meadowhall – One hour and 19 minutes.
  • CrossCountry – 1 tph – via Wakefield Westgate – 44 minutes

Note.

  1. Only the second service will go through Rotherham Parkgate.
  2. The CrossCountry service takes the more direct route avoiding Rotherham Parkgate.
  3. All trains go via Meadowhall, although the CrossCountry service doesn’t stop.
  4. If the CrossCountry service was run by electric trains, it might be able to shave a few minutes as part of the route is electrified.

The CrossCountry service indicates to me, that 40 minutes between Leeds and Sheffield will be possible, but a stop at Meadowhall could be dropped to save time.

Extending East Midlands Railway’s Sheffield Service To Leeds

Consider

  • Sheffield station has two tph to London all day.
  • The CrossCountry service looks like it could be timed to run between Leeds and Sheffield in forty minutes.
  • An East Midlands Railway Class 810 train could probably be timed at 40 minutes between Leeds and Sheffield via Meadowhall, Rotherham Parkgate and Wakefield Westgate.
  • The current Northern services could continue to provide connectivity for stations between Leeds and Sheffield.

Extending one tph of East Midlands Railway’s trains to Leeds would probably be sufficient to give two fast trains per hour between Leeds and Sheffield.

  • The East Midlands Railway and CrossCountry services could provide a fast service between Leeds and Sheffield in forty minutes.
  • If they were electric or battery-electric trains, I suspect that they could call at Meadowhall, Rotherham Parkgate and Wakefield Westgate.
  • They could be backed up by the two tph through Barnsley, which could probably be speeded up to around fifty minutes by electrification or using battery-electric trains.

The East Midlands Railway service between London and Leeds would be under three hours.

  • Rotherham would get an hourly train to London.
  • ,London and Leeds in under three hours, would be slower than Leeds and King’s Cross.
  • But the electrification of the Midland Main Line would speed it up a bit.

A fast Leeds and Derby service might compensate for the loss of the Eastern leg of High Speed Two.

Sheffield And Doncaster Via Rotherham Parkgate

At present there are three tph between Sheffield and Doncaster.

  • Northern – 1 tph – via Meadowhall, Rotherham Central, Swinton, Mexborough and Conisbrough – 42 minutes
  • Northern – 1 tph – via Meadowhall – 28 minutes
  • TransPennine Express – 1 tph – via Meadowhall – 27 minutes

Note.

  1. The first Northern train continues calling at all stations to Adwick.
  2. The second Northern train continues calling at all stations to Scarborough.
  3. Both Northern services go through Rotherham Parkgate.
  4. The TransPennine Express service takes the more direct route avoiding Rotherham Parkgate.
  5. All trains go via Meadowhall.

These services would give good connectivity for a London train, with a change at Rotherham Parkgate.

Improving Tracks Between Doncaster, Leeds and Sheffield

Consider.

  • About 65 % of the main routes between Doncaster, Leeds and Sheffield have a maximum operating speed of 100 mph.
  • Doncaster and Leeds is electrified.
  • Only 35 miles is without electrification.
  • The Midland Main Line is in the process of being electrified to Sheffield.
  • There are plans to extend the Sheffield tram-trains to Doncaster Sheffield Airport, that I wrote about in Sheffield Region Transport Plan 2019 – Doncaster Sheffield Airport.

There is also heavyweight electrification infrastructure through Rotherham Central for the Sheffield tram-trains.

As it is only used by the tram-trains it may be only 750 VDC. But it can probably handle 25 KVAC.

  • Could these routes be improved to allow faster running?
  • Would it be cost-effective to electrify between Sheffield and the East Coast Main Line and the Doncaster and Leeds Line?
  • Alternatively battery-electric trains could be run on the routes between Doncaster, Leeds and Sheffield, charging at all three main stations.

Any form of electric train should be faster, as acceleration and deceleration is faster in any electric train, be it powered by electrification, batteries, hydrogen or a hybrid diesel-battery-electric powertrain.

Conclusion

 

 

November 2, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , | 4 Comments

Tram-Train Operation To Continue In Sheffield As New Systems Proposed

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

This is the introductory paragraph.

Tram-trains will continue running in South Yorkshire beyond the end of the two-year trial period, with the Government believing it could act as an inspiration for similar schemes elsewhere.

The article also suggests that more than ten transport authorities want their own tram-train systems in cities including Manchester, Birmingham and Glasgow.

November 10, 2020 Posted by | Transport/Travel | , , , | Leave a comment

Beeching Reversal – Sheaf Valley Stations

This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

Stations To Be Rebuilt

As you approach Sheffield station, you pass four station sites, three of which are demolished and the fourth is just a shadow of its former self.

Dore & Totley

Dean & Totley station used to have four platforms and this Google Map, shows what is left after British Rail’s vandalism in the mid-1980s.

Note.

  1. The station has only one platform.
  2. The single track in the platform handles all trains to and from the Hope Valley Line.
  3. At present it appears to be two trains per hour (tph) in both directions.
  4. The two tracks at the right are the Midland Main Line.

Transport for the North wants to run four tph between Manchester Piccadilly and Sheffield through here, that will take forty minutes between the two cities.

Updates planned for the station include.

  • A second platform for Manchester-bound trains.
  • A new bridge with lifts.
  • Platforms long enough to take a pair of Class 185 trains or a five-car Class 802 train.
  • A full hourly service.

There certainly seems to be enough space for another platform and track through the middle of the station.

At some point in the near future, the two Midland Main Line tracks will be electrified, as part of the upgrade for High Speed Two.

Between Dore & Totley And Beauchief

This Google Map shows a typical section of the line between Dore & Totley and Beauchief stations.

Note the two Midland Main Line tracks on the right and single-track to the Hope Valley Line on the left.

It would appear that the fourth track can be squeezed in between the single track and the Midland Main Line.

Beauchief

Beauchief station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

  1. The building with the red dot is the former Beauchief Hotel. which was by the station.
  2. On a larger screen you can see three tracks going into Sheffield.

I’m fairly certain that four tracks and two platforms for a station can be fitted into this narrow trackbed.

Millhouses & Eccleshall

Millhouses and Eccleshall station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

  1. Wikipedia says the station was accessed from the Archer Road bridge, which is in the South East corner of the map.
  2. It looks like there are three tracks with space for four.
  3. The road to the North-West of the railway is called Old Station Road.

As at Beauchief, it will be tight.

Heeley

Heeley station used to have four platforms before it was demolished.

This Google Map shows the station’s former location.

Note.

  1. The red arrow indicates Heeley Bridge, which Wikipedia says is near the station site.
  2. There appears to be only two tracks through here.

It is easy to follow the tracks from here to Sheffield station.

Could A Four Track Railway Be Rebuilt Between Dore & Totley And Sheffield Stations?

I’ve not seen anything that says that building a four-track railway through here is not possible.

In a few years, there could be the following tracks and platforms, on this section.

  • Two fast tracks for High Speed Two, Midland Main Line and CrossCountry trains, that will be electrified with 25 KVAC overhead electrification, between Clay Cross North Junction and Sheffield station.
  • The High Speed Two trains will be classic-compatible and up to 200 metres long.
  • The two fast tracks will not have any platforms.
  • Two slow tracks for local services, that will be appropriately electrified.
  • The slow tracks will have step-free platforms, that will be long enough to take a five-car Class 802 train or a pair of Class 185 trains.

I can’t for the life of me understand, why this stretch of four-track main line between Dore & Totley and Sheffield stations was ever simplified, as at other places on the UK network, extra tracks were being added to the main lines, at the same time.

Future Services On The Fast Lines

Currently, the following services take the fast lines between Sheffield and Chesterfield stations via Dore & Totley station.

  • East Midlands Railway – Sheffield and London St. Pancras – 2 tph
  • East Midlands Railway – Sheffield and Norwich via Nottingham – 1 tph
  • CrossCountry – Edinburgh/Newcastle and Derby/Birmingham and the South – 2 tph
  • Northern – Sheffield and Nottingham – 1 tph

That is a very modest six tph.

High Speed Two are currently planning to run two tph between Sheffield and London Euston.

There may or may not be other changes.

  • As Birmingham Curzon Street and Sheffield will be just forty-seven minutes by High Speed Two all the way, will these destinations have a direct high speed classic-compatible service? There’s plenty of space capacity on High Speed Two.
  • I don’t think the Sheffield and St. Pancras services will be dropped, but they might be.
  • CrossCountry will probably be running intelligent multi-mode trains capable of 125 mph running and up to 140 mph in places.
  • Northern’s service between Sheffield and Nottingham might go via a reopened Barrow Hill Line.

But the biggest change will be that these two fast lines will be to High Speed Two standards.

  • Sheffield and Chesterfield will be electrified.
  • There will in-cab digital signalling, which theoretically could probably allow eighteen tph on the route.
  • High Speed Two Trains between Sheffield and Chesterfield will take twelve minutes.
  • Sheffield station will have been modified as required, to be able to handle all trains very efficiently.

But it would still be carrying a modest eight tph.

If required Sheffield would have the capacity to accept more trains from the South.

I wouldn’t be surprised to see, the following trains added.

  • An extra tph to and from London Euston via High Speed Two.
  • Two tph to and from Birmingham Curzon Street via High Speed Two.

I also wouldn’t be surprised to see CrossCountry using classic-compatible High Speed Two trains and switching to High Speed Two between Birmingham New Street and Sheffield. But these trains would still use the same tracks to access Sheffield station.

But I am led to the conclusion, that Sheffield will have more than enough capacity linking the City to Chesterfield and the South.

Future Services On The Slow Lines

Or should I use lines connecting to the Hope Valley Line rather than slow lines?

Currently, the following services take the slow lines between Sheffield and  Dore & Totley stations.

  • East Midlands Railway – Liverpool Lime Street and Sheffield – via Manchester Piccadilly – 1 tph
  • TransPennine Express – Manchester Airport and Cleethorpes via Manchester Piccadilly – 1 tph
  • Northern – Sheffield and Manchester Piccadilly – 1 tph

 

Transport for the North aims to run a four tph service with a forty minute journey time between Manchester Piccadilly and Sheffield.

Consider.

  • 100 mph TransPennine Express trains take fifty-three minutes between Sheffield and Manchester Piccadilly without a stop.
  • Classic-compatible trains with a battery capability could easily handle the route.
  • Northern’s services on the Hope Valley Line are timed for 75 mph trains.
  • Dore & Totley and Hazel Grove stations are twenty-nine miles apart.

If between Dore & Totley and Sheffield stations were to be electrified and track improvements like passing loops were to be made to the Hope Valley Line, I believe that to achieve a forty minute all-stops timing between Sheffield and Manchester Piccadilly, would need a train with the following specification.

  • Electric train with batteries.
  • Four cars
  • 100 mph or faster operating speed.
  • Step-free access between platform and train.
  • Sparkling acceleration and deceleration.
  • Ability to run under in-cab digital signalling to keep out of the way of freight services.

Looking at Crossrail between London Paddington and Maidenhead stations, the London route is probably as difficult as the Hope Valley Line and it has been designed as a forty minute service with ten stops, using a modern electric train.

If TransPennine fitted batteries to their Class 802 trains, these trains would fit the Northern Powerhouse Rail requirements.

East Midlands Railway and Northern would find that the following trains could be used.

  • Bombardier – Aventra with batteries
  • Bombardier – Class 377 train with batteries
  • Bombardier – Class 379 train with batteries
  • CAF – Class 331 train with batteries
  • Hitachi – Class 385 train with batteries
  • Porterbrook – Battery/FLEX train based on Class 350 train
  • Stadler – Flirt with batteries

All would need that between Dore & Totley and Sheffield stations be electrified.

After the upgrades and the new or refurbished trains are running, this would mean that between Dean & Totley and Sheffield would be handling four tph, which would be semi-fast trains between Sheffield and Manchester Piccadilly. Although to current passengers on the line, they would seem to be fast services of a much higher standard.

It would not be very different to how the slow lines into Paddington also handle about four tph of other services, including GWR services and freight.

I believe that to provide an adequate service to the reopened and rebuilt stations of Dore & Totley, Beauchief, Millhouses & Eccleshall and Heeley, that a Turn-Up-And-Go service of at least four tph should be run between Dore & Totley and Sheffield stations.

A Turnback At Dore & Totley

This Google Map shows Dore & Totley station and the area to the South.

Note.

  1. There would appear to be a lot of space between the Midland Main Line and the single track, that leads between Dore & Totley station and the Hope Valley Line.
  2. Flying my helicopter, as low as I dare, it looks like the area is either a rubbish dump or very low grade businesses.
  3. Crossrail has designed turnbacks at Abbey Wood and Paddington stations, that will handle twelve tph.

I believe that it would be possible to design a turnback at Dore & Totley station, that would handle eight trains per hour, if not twelve tph.

It might even be possible to squeeze in some overnight stabling.

Trains Or Tram-Trains Between Dore & Totley And Sheffield Stations

In my view, it doesn’t matter.

Crossrail’s 12 tph turnbacks can handle a 205 metre long Class 345 train, so I’m sure a well-designed turnback at Dore & Totley could handle a mixture of any trams or tram-trains below a defined maximum length of say 140 metres, which would be defined by a pair of Class 185 trains, which might have to be turned back during service disruption.

Where Would The Services Terminate in The East?

It is my view that cross-city services like Birmingham’s Cross-City Line, Liverpool’s Northern Line, London’s Crossrail and Thameslink, Newcastle’s Metro and Paris’s RER are efficient for both passengers and train operators.

So Dore & Totley station could be one end of a Sheffield cross-city line, with a frequency of at least eight tph through Beauchief, Millhouses & Eccleshall, Heeley and Sheffield stations.

So where would services go on the other side of Sheffield? Wikipedia gives these as services to the East of Sheffield.

  • Leeds via Barnsley and Wakefield (fast) – 2 tph
  • Leeds via Meadowhall, Barnsley, Wakefield and Castleford (stopping). – 1 tph
  • Leeds via Meadowhall, Moorthorpe and Wakefield. – 1 tph
  • Scarborough via Meadowhall, Doncaster, Hull and Bridlington. – 1 tph
  • Lincoln Central via Worksop and Retford – 1 tph
  • Gainsborough Central via Worksop, three trains per week continue to Cleethorpes via Brigg. – 1 tph
  • Huddersfield via Meadowhall, Barnsley and Penistone – 1 tph
  • Doncaster via Meadowhall and Rotherham, with one train per hour continuing to Adwick – 2 tph
  • York via Moorthorpe and Sherburn-in-Elmet. – 3 trains per day (tpd)

For much of the day, that is a frequency of 10 tph, with 5 tph calling at Meadowhall, 2 tph calling at Worksop and two fast tph passing Meadowhall without stopping.

But there are other rail projects under development.

I can see classic-compatible High Speed Two trains serving the following places to the East of Sheffield.

  • Leeds
  • Hull via Doncaster
  • Scarborough via York
  • Cleethorpes via Doncaster, Scunthorpe and Grimsby.

A train like a five-car Class 802 train would probably be enough for most routes except Leeds.

I can see the following terminals for tram-trains to the East of Sheffield.

  • Doncaster and Doncaster-Sheffield Airport
  • Waverley station, which could be on a loop from the Sheffield and Lincoln Line.
  • Barnsley Dearne Valley

There may well be others.

If Sheffield were Karlsruhe in Germany, the tram-trains would probably serve the following routes.

  • Huddersfield via Penistone.
  • Lincoln via Worksop and Gainsborough.
  • Manchester via the Hope Valley Line.

But the Germans have a much larger electrified core, than Sheffield will have, even if High Speed Two electrifies between Dore & Totley and Thurnscoe stations via Sheffield.

I can make a table of destinations and distances and how they could be served.

  • Barnsley – 16 miles – Possible return trip from Sheffield for a battery electric train.
  • Barnsley Dearne Valley – 8 miles from Rotherham Parkgate – Possible return trip from Sheffield via Rotherham Parkgate for a battery electric tram-train.
  • Doncaster – 11 miles from Rotherham Parkgate – Possible return trip from Sheffield via Rotherham Parkgate for a battery electric tram-train.
  • Chesterfield via Barrow Hill – 17 miles – Possible return trip from Sheffield for a battery electric tram-train.
  • Doncaster Sheffield Airport – 10 miles from Doncaster – Possible return trip from Sheffield via Rotherham Parkgate and Doncaster for a battery electric tram-train.
  • Gainsborough Lea Road. – 32 miles – See Lincoln Central.
  • Huddersfield – 36 miles – Possible battery electric train with charging at Huddersfield.
  • Hull – 59 miles – Possible battery electric train with charging at Doncaster and Hull.
  • Lincoln Central – 48 miles – Possible battery electric train with charging at Lincoln and/or Gainsborough Lea Road. Otherwise diesel.
  • Penistone – 23 miles – Possible return trip from Sheffield for a battery electric train, using Newton’s friend on the way back.
  • Retford – 23 miles – Possible return trip from Sheffield for a battery electric train.
  • Waverley – About 6 miles – Possible return trip from Sheffield for a battery electric tram-train.
  • Worksop – 16 miles – Possible return trip from Sheffield for a battery electric train.

It looks to me like a mix of battery electric trains and tram-trains could run most of the services from Sheffield, if services that used new High Speed Two infrastructure used classic-compatible trains or trains like the existing Class 802 trains, that have been converted to battery electric operation.

Note.

  1. I am assuming, that a battery electric train has  a range of 56 miles on a single charge.
  2. Rotherham Parkgate station is changed to a through station.
  3. Tram-trains passing through Doncaster can recharge on the station’s 25 KVAC overhead electrification.
  4. Charging can be provided as required at other stations.

There are lots of possibilities.

Consider, this for tram-train extensions to Barnsley Dearne Valley, Doncaster and Doncaster Sheffield Airport.

  • Extend the tram-train service at Rotherham Parkgate to either Doncaster and Doncaster Airport or Barnsley Dearne Valley stations.
  • Run tram-trains between Dore & Totley and Rotherham Parkgate via Sheffield, Meadowhall and Rotherham Central.

This would give a double-ended route across Sheffield and Rotherham between Dore & Totley and the existing Supertram network in the West and Barnsley Dearne Valley, Doncaster and Doncaster Sheffield Airport in the East.

Consider how to connect the branch to Waverley station to the Supertram network.

  • Waverley station will be either on or on a loop from the Sheffield and Lincoln Line.
  • The Sheffield and Lincoln Line has no obvious connection with the Supertram network.
  • The Sheffield and Lincoln Line goes straight in to Sheffield station.
  • Trains to Lincoln always appear to use Platform 4 in Sheffield station.
  • Sheffield station has four through platforms.

This Google Map shows where the Sheffield and Lincoln Line passes behind the Supertram Depot at Nunnery.

Note.

  1. The Nunnery Square Park and Ride is in the South West corner of the map.
  2. The Supertram depot is to the East of the Park-and-Ride, with the Nunnery Square tram stop to the South.
  3. The Woodbourn Road tram stop is in the North East corner of the map.

This second Google Map shows the lines around the Park-and-Ride.

I suspect that a connection between the Supertram system and the Sheffield and Lincoln Line, could be built to the North of the Nunnery Depot.

But would it be easier to continue to Sheffield station or pass through the station and terminate at Dore & Totley station?

I can’t be sure looking at the maps, but it could be logical that trains to and from Lincoln use the Southern pair of tracks past the Nunnery Depot, as they would be on the right side of the tracks for Lincoln.

This would make it easier to do the following.

  • Create a connection between the Nunnery Depot and the Sheffield and Lincoln Line, which would surely be needed for efficient maintenance and operation of tram-trains running to and from Waverley.
  • Allow tram-trains used to serve the proposed Waverley station to return to the Depot every night.
  • Allow tram-trains working between Sheffield and Meadowhall to use the Lincoln and Sheffield Line to enter the Nunnery Depot.
  • Build a tram stop/station by the Park-and-Ride.

There would also be less need to build another depot.

Looking at the maps, could there be space to extend the Nunnery Depot?

Conclusion

This could be a very good project.

  • It fits in well with the plans and needs of High Speed Two.
  • It connects the new Waverley station to Sheffield station.
  • It fits well with the Sheffield Region Transport Plan 2019.
  • It connects Sheffield, Rotherham and Doncaster to Doncaster Sheffield Airport.
  • It opens up the Hope Valley Line to improve services between Manchester and Sheffield.

I also don’t think, there’s any great risk!

 

 

 

 

 

 

 

I

 

 

 

July 12, 2020 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , | 3 Comments

HS2 Railway To Be Delayed By Up To Five Years

The title of this post is the same as that of this article on the BBC.

These first few paragraphs indicate the current situation.

The first phase of the HS2 high-speed railway between London and Birmingham will be delayed by up to five years, Transport Minister Grant Shapps says.

That section of the line was due to open at the end of 2026, but it could now be between 2028 and 2031 before the first trains run on the route.

HS2’s total cost has also risen from £62bn to between £81bn and £88bn, but Mr Shapps said he was keeping an “open mind” about the project’s future.

The second phase has also been delayed.

What are the short term consequences of this delay in the building of High Speed Two?

  • No Capacity Increase Between London And Birmingham., until three or five years later.
  • Capacity increases to Glasgow, Hull, Leeds, Liverpool, Manchester, Nottingham and Preston will probably be five years or more later.

Are there any other things we can do to in the meantime to make the shortfall less damaging to the economy?

East Coast Main Line

Much of the East Coast Main Line (ECML) has been designed for 140 mph running. Wikipedia puts it like this..

Most of the length of the ECML is capable of 140 mph subject to certain infrastructure upgrades.

Wikipedia also says that Greengauge 21 believe that Newcastle and London timings using the shorter route could be comparable to those using HS2.

Track And Signalling Improvements

There are a number of improvements that can be applied to the ECML, with those at the Southern end summed up by this paragraph from Wikipedia.

Increasing maximum speeds on the fast lines between Woolmer Green and Dalton-on-Tees up to 140 mph (225 km/h) in conjunction with the introduction of the Intercity Express Programme, level crossing closures, ETRMS fitments, OLE rewiring and the OLE PSU – est. to cost £1.3 billion (2014). This project is referred to as “L2E4” or London to Edinburgh (in) 4 Hours. L2E4 examined the operation of the IEP at 140 mph on the ECML and the sections of track which can be upgraded to permit this, together with the engineering and operational costs.

Currently, services between London and Edinburgh take between twenty and forty minutes over four hours.

Who would complain if some or even all services took four hours?

To help the four hour target to be achieved Network Rail are also doing the following.

  • Building the Werrington Dive-under.
  • Remodelling the station throat at Kings Cross.
  • Adding extra tracks between Huntingdon and Woodwalton.
  • Devising a solution for the flat junction at Newark.

Every little helps and all these improvements will allow faster and extra services along the ECML.

Obviously, running between London and Edinburgh in four hours has implications for other services.

In Changes Signalled For HS2 Route In North, I said this.

Currently, the fastest non-stop trains between London and Doncaster take a few minutes over ninety minutes. With 140 mph trains, I think the following times are easily possible.

  • London and Doncaster – 80 minutes
  • London and Hull  – A few minutes over two hours, running via Selby.
  • London and Leeds – A few minutes less than two hours, running on the Classic route.

For comparison High Speed Two is quoting 81 minutes for London Euston and Leeds, via Birmingham and East Midlands Hub.

I suspect that North of Doncaster, improving timings will be more difficult, due to the slower nature of the route, but as services will go between Edinburgh and London in four hours, there must be some improvements to be made.

  • Newcastle – Current time is 170 minutes, with High Speed Two predicting 137 minutes. My best estimate shows that on an improved ECML, times of under 150 minutes should be possible.
  • York – Current time is 111 minutes, with High Speed Two predicting 84 minutes. Based on the Newcastle time, something around 100 minutes should be possible.

In Wikipedia,  Greengauge 21 are quoted as saying.

Upgrading the East Coast Main Line to 140 mph operation as a high priority alongside HS2 and to be delivered without delay. Newcastle London timings across a shorter route could closely match those achievable by HS2.

My estimate shows a gap of thirteen minutes, but they have better data than I can find on the Internet.

Filling Electrification Gaps East Of Leeds And Between Doncaster And Sheffield

In Changes Signalled For HS2 Route In North, I said this.

These are the lines East of Leeds.

  • A connection to the East Coast Main Line for York, Newcastle and Edinburgh.
  • An extension Eastwards to Hull.

These would not be the most expensive sub-project, but they would give the following benefits, when they are upgraded.

  • Electric trains between Hull and Leeds.
  • Electric trains between Hull and London.
  • Electric access to Neville Hill Depot from York and the North.
  • An electric diversion route for the East Coast Main Line between York and Doncaster.
  • The ability to run electric trains between London and Newcastle/Edinburgh via Leeds.

Hull and Humberside will be big beneficiaries.

In addition, the direct route between Doncaster and Sheffield should be electrified.

This would allow the following.

  • LNER expresses to run on electricity between London and Sheffield, if they were allowed to run the route.
  • Sheffield’s tram-trains could reach Doncaster and Doncaster Sheffield Airport.

A collateral benefit would be that it would bring 25 KVAC power to Sheffield station.

Better Use Of Trains

LNER are working the trains harder and will be splitting and joining trains, so that only full length trains run into Kings Cross, which will improve capacity..

Capacity might also be increased, if Cambridge, Kings Lynn and Peterborough services were run with 125 mph or even 140 mph trains. GWR is already doing this, to improve efficiency between Paddington and Reading.

Faster Freight Trains

Rail Operations Group has ordered Class 93 locomotives, which are hybrid and capable of hauling some freight trains at 110 mph.

Used creatively, these might create more capacity on the ECML.

Could the East Coast Main Line be the line that keeps on giving?

Especially in the area of providing faster services to Lincoln, Hull, Leeds, Huddersfield,Bradford Newcastle and Edinburgh.

Conclusion On East Coast Main Line

There is a lot of scope to create a high capacity, 140 mph line between London and Edinburgh.

An Upgraded Midland Main Line

Plans already exist to run 125 mph bi-mode Hitachi trains on the Midland Main Line between London and Leicester, Derby, Nottingham and Sheffield.

But could more be done in the short term on this line.

Electrification Between Clay Cross North Junction And Sheffield

This 15.5 mile section of the Midland Main Line will be shared with High Speed Two.

It should be upgraded to High Speed Two standard as soon as possible.

This would surely save a few minutes between London and Sheffield.

140 mph Running

The Hitachi bi-modes are capable of 140 mph,  if the signalling is digital and in-cab.

Digital signalling is used by the Class 700 trains running on Thameslink, so would there be time savings to be made by installing digital signalling on the Midland Main Line, especially as it would allow 140 mph running, if the track was fast enough.

Extension From Sheffield To Leeds Via New Stations At Rotherham And Barnsley

Sheffield and Transport for the North are both keen on this project and it would have the following benefits.

  • Rotherham and Barnsley get direct trains to and from London.
  • A fast service with a frequency of four trains per hour (tph) could run between Leeds and Sheffield in a time of twenty-eight minutes.

This extension will probably go ahead in all circumstances.

Use Of The Erewash Valley Line

The Erewash Valley Line is a route, that connects the Midland Main Line to Chesterfield and Sheffield, by bypassing Derby.

It has recently been upgraded and from my helicopter, it looks that it could be faster than the normal route through Derby and the World Heritage Site of the Derwent Valley Mills.

The World Heritage Site would probably make electrification of the Derby route difficult, but could some Sheffield services use the relatively straight Erewash Valley Line to save time?

Faster Services Between London And Sheffield

When East Midlands Railway receive their new Hitachi bi-mode trains, will the company do what their sister company; Greater Anglia is doing on the London and Norwich route and increase the number of hourly services from two to three?

If that is done, would the third service be a faster one going at speed, along the Erewash Valley Line?

I suspect that it could have a timing of several minutes under two hours.

Conclusion On An Upgraded Midland Main Line

There are various improvements and strategies, that can be employed to turn the Midland Main Line into a High Speed Line serving Leicester, Derby, Nottingham and Sheffield.

West Coast Main Line

The West Coast Main Line is not such a fruitful line for improvement, as is the East Coast Main Line.

Digital signalling, 140 mph running and faster freight trains, may allow a few more trains to be squeezed into the busy main line.

Increasing Capacity Between London and Birmingham New Street

I’ve seen increased capacity between London and Birmingham quoted as one of the reasons for the building of High Speed Two.

Currently, both Virgin Trains and West Midlands Trains, have three tph between London and Birmingham New Street.

  • This is probably not enough capacity.
  • The line between Birmingham New Street and Coventry stations is probably at capacity.

These points probably mean more paths between London and Birmingham are needed.

High Speed Two is planned to provide the following services between London and Birmingham after Phase 2 opens.

  • Three tph – London and Birmingham Curzon Street stations via Old Oak Common and Birmingham Interchange (2 tph)
  • Fourteen tph – London and Birmingham Interchange via Old Oak Common.

That is a massive amount of extra capacity between London and Birmingham.

  • It might be possible to squeeze another train into each hour.
  • Trains could be lengthened.
  • Does Birmingham New Street station have the capacity?

But it doesn’t look like the West Coast Main Line can provide much extra capacity between London and Birmingham.

Increasing Capacity Between London and Liverpool Lime Street

Over the last couple of years, Liverpool Lime Street station has been remodelled and the station will now be able to handle two tph from London, when the timetable is updated in a year or so.

Digital signalling of the West Coast Main Line would help.

Increasing Capacity Between London and Manchester Piccadilly

Manchester Piccadilly station uses two platforms for three Virgin Trains services per hour to and from London.

These platforms could both handle two tph, so the station itself is no barrier to four tph between London and Manchester.

Paths South to London could be a problem, but installing digital signalling on the West Coast Main Line would help.

Conclusion On The West Coast Main Line

Other improvements may be needed, but the major update of the West Coast Main Line, that would help, would be to use digital signalling to squeeze more capacity out of the route.

The Chiltern Main Line

Could the Chiltern Main Line be used to increase capacity between London and Birmingham?

Currently, there are hourly trains between Birmingham Moor Street and Snow Hill stations and London.

As each train has about 420 seats, compared to the proposed 1,100 of the High Speed Two trains, the capacity is fairly small.

Increasing capacity on the route is probably fairly difficult.

Digital Signalling

This could be used to create more paths and allow more trains to run between London and Bitmingham.

Electrification

The route is not electrified, but electrifying the 112 mile route would cause massive disruption.

Capacity At Marylebone Station

Marylebone station probably doesn’t have the capacity for more rains.

Conclusion On The Chiltern Main Line

I don’t think that there is much extra capacity available on the Chiltern Main Line between London and Birmingham.

Conclusion

I have looked at the four main routes that could help make up the shortfall caused by the delay to High Speed Two.

  • Planned improvements to the East Coast Main Line could provide valuable extra capacity to Leeds and East Yorkshire.
  • The Midland Main Line will increase capacity to the East Midlands and South Yorkshire, when it gets new trains in a couple of years.
  • Planned improvements to the West Coast Main Line could provide valuable extra capacity to North West England.
  • The Chiltern Main Line probably has little place to play.

As Birmingham has been planning for High Speed Two to open in 2026, some drastic rethinking must be done to ensure that London and Birmingham have enough rail capacity from that date.

 

 

 

September 4, 2019 Posted by | Transport/Travel | , , , , , , , , , , , , , , , | Leave a comment

Sheffield Region Transport Plan 2019 – Renewal Of Supertram Network

Sheffield’s plan has renewal of the Supertram network as a short term priority.

The Sheffield Supertram is twenty-five years old and when you consider, many UK urban railway and tram systems of the same vintage have been substantially updated with new rolling stock and new routes.

The plan lists three things that must be done.

Network Rerailing

This has already been done over part of the network to allow the Class 399 tram-trains to operate on the Supertram network.

So I suspect that the rest of the network needs to be re-railed.

Certainly, the Class 399 tram-trains, which are cousins of the tram-trains working in Karlsruhe don’t seem to have had any serious problems, that have surfaced in the media.

New Vehicles

New trams are needed, mainly because the original trains are twenty-five years old.

But will these new trams, be trams or tram-trains?

That question has already been answered, as Sheffield uses some Class 399 tram-trains as capacity enhancers on some normal tram routes.

The Class 399 tram-trains that have been ordered for the South Wales Metro are being delivered with a battery capability.

So if Class 399 tram-trains or something similar, should they have a battery capability?

Undoubtedly, as Birmingham are showing, the ability to extend a route without wires is extremely useful and cost-saving.

I also suspect that Cardiff, Karlsruhe and Sheffield will share similar vehicles, as the latter two cities do now.

The only differences are the German version runs on 15 KVAC as opposed to the UK’s 25 KVAC, some changed body panels, boarding heights, door number and position, colour schemes and couplers.

Sheffield and Cardiff will be using a standard European tram-train, adapted to our working practices and track standards.

Extending The Network

Suppose Sheffield choose as the tram replacement, a vehicle with the following characteristics.

  • Tram-train.
  • Able to use 25 VAC and 750 VDC overhead wires.
  • Able to use battery power.
  • Regenerative braking to battery.
  • Enhanced performance, as the original vehicles struggle on the hills, according to drivers to whom I’ve spoken. But the 399s are much better!
  • Extra capacity.
  • 75 mph operating speed

Sheffield would be able to develop several new routes.

I am particularly curious, as to whether a tram-train with a battery capability delivered in say 2025, will have the capability of handling a route like the Penistone Line.

It should be noted, that if Sheffield were Karlsruhe, there would be tram-trains to Doncaster, Doncaster-Sheffield Airport, Huddersfield, Retford and Worksop.

But the German city is at the centre of a network of electrified lines.

Conclusion

Sheffield will be the next city in the UK, after Cardiff, that will have a wide-spread battery-electric tram-train network.

July 21, 2019 Posted by | Transport/Travel | , , , | 6 Comments

Sheffield Region Transport Plan 2019 – A New Tram-Train Route To A New Station At Waverley

Sheffield’s plans state that a medium to long term priority is to have a new station on the Sheffield-Lincoln Line.

This Google Map shows the location of Waverley between Darnall and stations.

 

Note.

  1. Darnall station is in the North-West corner of the map.
  2. Woodhouse station is in the South-East corner of the map.
  3. Waverley is a new housing area and is highlighted in red towards the North-East corner of the map.

The plans also propose that the service will be run by tram-trains and they will also serve the Advanced Manufacturing Park (AMP)

This Google Map shows AMP and Waverley in a larger scale.

Note.

  1. Waverley in the South-East corner of the map.
  2. The AMP in the North-West corner of the map.
  3. The Sheffield-Lincoln Line curving through to the South.

Most rail and tram systems are straight out-and-back layouts, but there are two very important loops  that serve a wider area under Liverpool City Centre and Heathrow Airport.

Could Waverley and the AMP be served by a surface loop from the Sheffield-Lincoln Line?

  • The loop could be single- or double-track.
  • Stops would be in appropriate places.
  • The loop could be electrified as needed with 750 VDC to the Sheffield Supertram standard.

As Sheffield is less than three miles from Waverley, the battery-electric version of Class 399 tram-trains could be used.

  • These have been ordered for the South Wales Metro,
  • They are now numbered Class 398 tram-trains.
  • They should be able to run to and from Sheffield on battery power.
  • If the loop was fully electrified, this could charge the tram-trains.

The Sheffield-Lincoln Line passes to the back of the Sheffield Supertram Depot, so I suspect, if required the tram-trains could sneak through the depot to join the main tram route through Sheffield City Centre.

But as the Sheffield Supertram expands, there must surely come a point, where a second route across the City is needed to handle increasing numbers of trams. Manchester found this a few years ago and have since built the Second City Crossing.

Sheffield already has a second route across the City and it is the rail line through Sheffield station, which will be electrified in the next few years, to allow High Speed Two trains to reach the City.

So I can see no reason, why tram-trains from Waverley and the AMP can’t terminate in Sheffield station or go across the City.

To show what the Germans get up to, here’s one of Karlruhe’s tram-trains in a platform in Karlsruhe HBf, with a double-deck TGV in an adjacent platform.

This is one of Karlsruhe’s older train trains, that are being replaced by tram-trains, which are cousins of those in Sheffield.

If the Waverley loop is built, it can be considered as a separate tram system, that connects to Sheffield station, by running as a battery-electric train.

Conclusion

Why shouldn’t Sheffield have an advanced tram-train system to serve the Advanced Manufacturing Park?

I feel the service should be as follows.

  • It should be terminated in a loop around the Waverley area and the Advanced Manufacturing Park.
  • In the West it could terminate in Sheffield station or perhaps pass through and terminate in the West of the City.
  • The service could be run using battery electric tram-trains, similar to the Class 398 tram-trains, that will be used on the South Wales Metro.

I don’t think that the engineering will be very challenging.

 

July 20, 2019 Posted by | Transport/Travel | , , , , , , | 9 Comments

Sheffield Region Transport Plan 2019 – A New Tram-Train Station At Magna

When i was last riding on a Class 399 tram-train, a rail enthusiast mentioned this.

He said his grand-daughter liked to visit Magna or the Magna Science Adventure Centre, to give it its full name, and a tram-stop would be very welcome.

This is a paragraph from the Wikipedia entry.

The site, often used for staging events, conferences and gigs, is over 1/3 of a mile long and won the Enjoy England Gold Award for Business Tourism in 2006[2] and has received other awards for the high quality of product.

That backs up my informant.

This Google Map shows the site.

Note that the tram-train line between Sheffield and Rotherham runs across the top of the map.

So when Sheffield’s plans include this wording.

New tram-train station and associated park and ride facilities at Magna.

I think it is likely, that a tram-stop and Park-and-Ride will be built at Magna.

July 19, 2019 Posted by | Transport/Travel | , | 1 Comment

A Tailpiece On The Sheffield To Rotherham Parkgate Tram-Train

I took this picture at the Rotherham Parkgate tram stop.

Note.

  1. The level step-free access between the Class 399 tram-train and the platform.
  2. The platform laid-out to help passengers and meet all regulations.
  3. The 25 KVAC overhead electrification.
  4. The track continuing into a siding, which could be turned into a loop to extend the service to Doncaster.
  5. The well-placed safety fences.

It certainly appears that Network Rail have produced a professional design that works well and makes things easy for passengers.

November 2, 2018 Posted by | Transport/Travel | , , , , | Leave a comment

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