The Anonymous Widower

Could Class 777 Trains Create A Metro Centred On Preston?

Preston station is a major station on the West Coast Main Line, that will be served by High Speed Two.

  • Electric long distance services to and from Birmingham, Carlisle, Liverpool, London Euston, Manchester, Edinburgh and Glasgow serve the station.
  • Electric and diesel local services fan out from the station to Barrow-in-Furness, Blackburn, Blackpool, Burnley, Colne, Liverpool, Manchester and Ormskirk.
  • Other local services could be developed.

Could the local services be turned into a zero-carbon Metro centred on Preston station, that would possibly use a version of Merseyrail’s Class 777 trains?

The Routes

These routes could be part of the Metro.

Preston And Barrow-in-Furness

Consider.

  • This route is 55.8 miles long.
  • The service calls at Lancaster, Carnforth, Silverdale, Arnside, Grange-over-Sands, Kents Bank, Cark, Ulverston, Dalton and Roose
  • The route is electrified between Preston and Carnforth.
  • 28.1 miles of the route are without electrification.

Northern use Class 195 diesel trains on this route.

Preston And Blackpool North

Consider.

  • This route is 17.5 miles long.
  • The service calls at Kirkham & Wesham, Poulton-le-Fylde and Layton
  • The route is fully-electrified.

Northern use Class 195, 319 and 331 trains on this route.

Preston And Blackpool South

Consider.

  • This route is 19.9 miles long.
  • The service calls at Salwick, Kirkham & Wesham, Moss Side, Lytham, Ansdell & Fairhaven, St Annes-on-the-Sea, Squires Gate and Blackpool Pleasure Beach
  • The route is electrified between Preston and Kirkham & Wesham
  • 12.1 miles of the route are without electrification.

Northern use diesel trains on this route.

Preston And Colne

Consider.

  • This route is 29.1 miles long.
  • The service calls at Lostock Hall, Bamber Bridge, Pleasington, Cherry Tree, Mill Hill, Blackburn, Rishton, Church & Oswaldtwistle, Accrington, Huncoat, Hapton, Rose Grove, Burnley Barracks, Burnley Central, Brierfield and Nelson.
  • Colne is 165 metres above sea level.
  • The route is not electrified.

Northern use diesel trains on this route.

This route could also be extended to Skipton in Yorkshire, which is something that was promised by Government a few years ago.

The extension to Skipton could be another 15 miles.

Preston And Fleetwood

Consider.

  • This route is 20.9 miles long.
  • The service could call at Salwick, Kirkham & Wesham and Poulton-le-Fylde
  • The route is electrified between Preston and Poulton-le-Fylde
  • This route would need to be reinstated.

6.6 miles of the route are without electrification.

Preston And Liverpool Lime Street via St. Helens

Consider.

  • This route is 35.2 miles long.
  • The service calls at Huyton, St Helens Central, Wigan North Western, Euxton Balshaw Lane and Leyland
  • The route is fully-electrified.

Northern use Class 319 and 331 trains on this route.

Preston And Manchester Airport

Consider.

  • This route is 35.2 miles long.
  • The service calls at Heald Green, Manchester Piccadilly, Manchester Oxford Road, Deansgate, Salford Crescent, Bolton, Lostock, Horwich Parkway, Blackrod, Adlington (1tph), Chorley, Buckshaw Parkway and Leyland
  • The route is fully-electrified.

Northern use Class 195 and 331 trains on this route.

Preston And Ormskirk

Consider.

  • This route is 15.3 miles long.
  • The service calls at Burscough Junction, Rufford and Croston.
  • The route is not electrified.

Merseyrail have their eyes on this route.

Preston And Windermere

Consider.

  • This route is 50.3 miles long.
  • The service calls at Lancaster, Carnforth, Oxenholme Lake District, Kendal, Burneside and Staveley
  • The route is electrified between Preston and Oxenholme Lake District.
  • 10.2 miles of the route are without electrification.

Northern use Class 195 diesel trains on this route.

Class 777 Trains

Consider.

  • According to Stadler’s specification for the Class 777 IPEMU, the battery-equipped Class 777 trains have a range of 55 km or 34.2 miles.
  • But, according to New Merseyrail Train Runs 135km On Battery, these trains have done 135 km or 83.9 miles.
  • As there is no third-rail electrification at Preston, but lots of 25 KVAC overhead electrification, the version of the Class 777 train for 25 KVAC overhead will need to be used.
  • There is no way that any third-rail electrification can be installed.

One comment to my post; The Stadler Data Sheet For A Class 777 IPEMU, suggests that batteries can’t be used with the 25 KVAC variant of the Class 777 due to lack of space.

I will use a starting point for the Class 777 IPEMU, that can access 25 KVAC has a range of 40 miles, which is just under half of the demonstrated maximum range of the current trains.

Class 331 Trains With Batteries

CAF have proposed a battery-electric version of their Class 331 train.

The closely-related Class 195 diesel trains and Class 331 trains already work some of the routes through Preston.

In Thoughts On CAF’s Battery-Electric Class 331 Trains, I estimated the range of these trains and reckoned that they would be between 35 and 70 miles.

The South Wales Valley Lines Solution

In The Greening Of The Valleys, I describe how the South Wales Metro will use a mix of trains.

  • Stadler Citylink tram-trains for local routes.
  • Stadler FLIRTs for routes on the main lines.

So could a Metro centred on Preston be based on the same principle?

I’ll look at each line in order.

Preston And Barrow-in-Furness

Consider.

  • This route is 55.8 miles long.
  • 28.1 miles of the route are without electrification.
  • Northern use Class 195 diesel trains on this route.

A Class 331 with a battery range of sixty miles could work this route, charging the batteries between Preston and Carnforth.

Preston And Blackpool North

Any train that could use 25 KVAC electrification could use this route.

Preston And Blackpool South

Consider.

  • This route is 19.9 miles long.
  • 12.1 miles of the route are without electrification.
  • Northern use diesel trains on this route.

A Class 777 with a battery range of 24.2 miles could work this route, charging the batteries between Preston and Kirkham & Wesham.

Preston And Colne

Consider.

  • This route is 29.1 miles long.
  • Colne is 165 metres above sea level.
  • The route is not electrified.
  • Northern use diesel trains on this route.

A Class 777 with a battery range of 30 miles could work this route, charging the batteries at Preston and Colne.

It might be prudent to electrify the single track line between Gannow Junction and Colne, so that trains have enough power to climb the hill to Colne and reach Colne with a full battery.

The extension to Skipton would require a range of 30 miles or just fifteen miles, if the 25 KVAC at Skipton was used to recharge the trains.

Preston And Fleetwood

Consider.

  • This route is 20.9 miles long.
  • 6.6 miles of the route are without electrification.

A Class 777 with a battery range of 13.2 miles could work this route, charging the batteries between Preston and Poulton-le-Fylde.

Preston And Liverpool Lime Street via St. Helens

Any train that could use 25 KVAC electrification could use this route.

Preston And Manchester Airport

Any train that could use 25 KVAC electrification could use this route.

Preston And Ormskirk

Consider.

  • This route is 15.3 miles long.
  • The route is not electrified.

A Class 777 with a battery range of 30.6 miles could work this route.

Trains would charge on their home network.

Preston And Windermere

Consider.

  • This route is 50.3 miles long.
  • 10.2 miles of the route are without electrification.
  • Northern use Class 195 diesel trains on this route.

A Class 331 with a battery range of 20.4 miles could work this route, charging the batteries between Preston and Oxenholme Lake District.

Electrification Between Preston and Skipton Via Colne

Earlier when discussing the service to Colne and Slopton, I said this.

It might be prudent to electrify the single track line between Gannow Junction and Colne.

But surely, as this would mean, that virtually the whole route between The West Coast Main Line at Preston and the East Coast Main Line would be electrified, it would be sensible to electrify between Preston and Gannow Junction.

If this electrification were to be made continuous, this would mean the following.

  • There would be a fully-electrified line between Blackpool and Leeds, which could be worked by Class 331 trains.
  • There could be a valuable diversion route to help, whilst the main transPennine routes were upgraded.
  • Class 777 trains with batteries would only be needed on the Blackpool South and Fleetwood routes from Preston.

The battery range needed would be just 24.2 miles to handle the longer Blackpool South route.

January 18, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , | 5 Comments

Beeching Reversal – South Fylde Line Passing Loop

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

The Project

This project is described on this page on the web site of the Fylde MP; Mark Menzies, which is entitled Improving The South Fylde Rail Line.

The page lists that these improvements are needed.

Track And Stations

These improvements are listed for track and stations.

The bid involves laying around three miles of track between Lytham and St Annes stations, the creation of a new rail platform at Ansdell and Fairhaven Station, the installation of signalling along the line, and potential platform changes at Preston Station. There is scope for improvements to St Annes and Lytham Stations, should Network Rail decide it would rather include those stations within the passing loop – but that would be decided further along the process.

Services

The objective is to be able to run two trains per hour (tph) between Preston and Blackpool South stations.

Trains

Better trains are needed.

It certainly looks like the Pacers have already gone.

The Route

I shall describe the current route in this section.

Blackpool South Station

The Google Map shows Blackpool South station.

Note.

  1. Entrance to the station is from Waterloo Road, which runs East-West across the map.
  2. There are a pair of bus stops by the station entrance.
  3. There is a lot of car parking close to the station.
  4. I suspect that the single platform can hold a modern eighty-metre four-car train.
  5. This seventy-year-old has no difficulty waking to the football ground or the Blackpool trams from the station.

With two tph and some updated facilities, this would be a very useful station.

I suspect there is even space to add a second platform in the future, if that were felt to be necessary.

Blackpool Pleasure Beach Station

This Google Map shows Blackpool Please Beach station and the nearby Pleasure Beach.

We shouldn’t underestimate the importance of this station. One beautiful late summer Saturday, I was going to see Ipswich play at Blackpool and out of curiosity I had explored the train to Colne station. In those days a decade ago, Colne and Blackpool South was one service and the train from Colne was full of families, by the time it got to Preston. A large proportion, left the train at the Pleasure Beach.

The conductor told me, that the crowds, I had witnessed weren’t untypical.

Squires Gate Station and Blackpool Airport

This Google Map shows Squires Gate station and the nearby Blackpool Airport.

Blackpool Airport after a troubled few years seems to be finding a niche market, with a few business, commercial, offshore and training flights.

But I believe that airports like Blackpool in the future can develop another large niche – electric aviation.

Getting to places like Ireland, Northern Ireland, the Isle of Man and Wales by a nineteen-seat electric airliner will need the following.

  • As short a flight as possible.
  • Close to the coast would help.
  • Good public transport links. Blackpool Airport has both tram and train.
  • Space for aircraft to be parked, whilst charging.
  • Plentiful supplies of renewable electricity. The over-300 MW Burbo Bank Wind Farm is not far away in Liverpool Bay and it will only be joined by more and larger wind farms.
  • Frequent public transport.

Blackpool Airport could tick all these boxes, with a thick green marker.

Some example direct distances from Blackpool include

  • Aberdeen – 238 miles
  • Amsterdam Schipol – 340 miles
  • Belfast City – 128 miles
  • Cardiff – 165 miles
  • Dublin – 134 miles
  • Edinburgh – 150 miles
  • Exeter – 211 miles
  • Geneva – 661 miles
  • Glasgow – 155 miles
  • London Gatwick – 220 miles
  • London Heathrow – 192 miles
  • London Southend – 219 miles
  • Newcastle – 89 miles
  • Paris Orly – 422 miles
  • Isle of Man Ronaldsway – 68 miles
  • Southampton – 208 miles

These distances fit nicely with the range of the nine-seater Eviation Alice electric aircraft, which is predicted to be 620 miles.

St. Annes-on-the-Sea Station

This Google Map shows St. Annes-on-the-Sea station.

Note.

  1. Blackpool is to the North-West and Preston is to the South-East
  2. St. Annes-on-the-Sea is one of those convenient single-platform stations, where you just walk in-and-out on the level.
  3. The passing loop would start on the Preston side of the bridge.

There would need to be no major infrastructure work at the station, although I would expect the facilities could do with a makeover.

Ansdell And Fairhaven Station

In Should The Blackpool South Branch Be Electrified?, I said this about improvements to Ansdell and Fairhaven station.

Ansdell and Fairhaven station is nearest to the course at Royal Lytham.

    • The Open Championship is a very important event on the golfing calendar.
    • Other important golfing events are also held on the course
    • Royal Lytham and St.Annes, last held the Open in 2012 and 2001. So it might come back to Royal Lytham in the mid-2020s.

Ansdell and Fairhaven station used to have two platforms, as described in Wikipedia.

The station was set out as an island platform with tracks on both faces until the singling of the line in the 1980s. Trains now only use the southern face. A disabled access ramp now covers the northern part of the station.

So could a rebuild of the station do the following?

    • Restore two platforms on an island at the station.
    • Put in full disabled access.
    • Create a passing loop.
    • Longer platforms might be a good idea.

This Google Map shows the station.

Note.

    1. The disabled ramp winding away.
    2. The platform is probably about a hundred metres long.
    3. It would appear that there is space at the far end to extend the platform.

I suspect that an ambitious architect with vision, could design a station that met all objectives.

It could be the best Championship Golf Course railway station in the world.

Lytham Station

This Google Map shows Lytham station.

Lytham station will be the Eastern end of the loop and it is likely, that the single-track will change to double at the Western end of the station.

As with St. Annes-on-the-Sea station, I suspect that a good makeover, will be all that will be needed.

Moss Side Station

This Google Map shows Moss Side station.

The only problem here is the level crossing, so do Network Rail want to remove it?

Kirkham And Wesham Station

This Google Map shows Kirkham and Wesham station.

There are three platforms, which from bottom to top on the map are.

  • Platform 1 – Trains to Blackpool South
  • Platform 2 – Trains to Blackpool North
  • Platform 3 – Trains to Preston

All platforms seem to be being electrified in these  pictures. that I took during construction.

Note.

  1. It can’t be described as a station, built down to a small budget.
  2. In the captions to the pictures, I’ve numbered the platforms from left to right.
  3. The last picture looks down Platform 1 and there is an electrification gantry at the Preston end.

Could this comprehensive electrification be so that trains to Blackpool North can use both Platforms 1 and 2?

  • This would allow overtaking of say a local train by a London express.
  • Trains could also be turned back in Platform 1, before the end of its journey, if there was a problem.
  • The electrification is also substantial enough for the longest Class 390 trains.
  • It could even accommodate a classic compatible High Speed Two train.

So does the last point, mean that Blackpool North station is a possible High Speed Two destination? Provided, the platforms at Blackpool North station are long enough, I think it does!

This Google Map shows Kirkham West Junction, where trains to Blackpool North and Blackpool South stations diverge.

Note.

  1. The electrification gantries and their shadows can be seen.
  2. Preston is to the South-East and the route is fully-electrified.
  3. Blackpool North is to the North-West and the route is fully-electrified.
  4. Blackpool South is to the West. The double-track becomes single before Moss Side station.

This picture shows the route going off to Blackpool South.

I took the picture from a train going to Blackpool North station.

So why are wires being run along the first few hundred metres of the Blackpool South Branch?

The Timetable

Currently, trains take the following times to do these journey legs.

  • Run between Ansdell and Fairhaven and Blackpool South stations – 12 minutes
  • Turnback at Blackpool South station – 3 minutes
  • Run between Blackpool South and Ansdell and Fairhaven stations – 11 minutes

As the trains will be running every thirty minutes and the three legs total twenty-six minutes, that means there’s four minutes float.

So hopefully, it should be easily stainable, by an experienced rail timetable creator.

The Trains

I have remarked that I find the electrification at Kirkham & Wesham station, both comprehensive and slightly unusual.

Could The Electrification Have Been Designed For Battery Electric Trains To Blackpool South Station?

But there is one very plausible reason for the electrification layout – The Blackpool South Branch has been designed, so that services on the branch can be rum using battery trains.

  • The distance between Kirkham & Wesham and Blackpool South stations is just over eleven miles.
  • So for a round trip a range of perhaps twenty-five miles on battery power would suffice.
  • There would also be a need for a few minutes of hotel power, whilst waiting at Blackpool South station.

These power needs are well within the capabilities of the average battery train.

  • Trains could be charged on the nine minute run  between Preston and Kirkham & Wesham stations.
  • Changeover between electrification and battery power would take place in Kirkham & Wesham station.

An ideal train would surely be CAF’s four-car battery electric version of the Class 331 train, which I wrote about in Northern’s Battery Plans.

  • According to an article in the March 2020 Edition of Modern Railways, with the same name, these trains will be working between Manchester Airport and Windermere.
  • Class 331 trains without batteries will be running to and from Blackpool North station.
  • Four-car trains are probably the right size for the route.

There would also probably be no need for a charging station at Blackpool South station, if trains could leave Kirkham & Wesham station with a full battery.

Where Would The Trains Terminate In The East?

These would be the obvious choices.

  • Blackburn – Where there is a convenient bay platform.
  • Colne – Where they used to terminate!
  • Liverpool – Merseyrail has the trains and Liverpool has lots of punters and the imagination.
  • Preston – Where they do now!
  • Skipton – If the Skipton-Colne Link is built!

My money would be on Skipton, using a new Skipton-Colne Link, for the following reasons.

  • Politicians of all colours and roses are in favour.
  • Skipton has an electrified route to Leeds.
  • Skipton-Colne would be a valuable by-pass route during the building of Northern Powerhouse Rail.
  • Battery-powered trains would be ideal for Skipton-Colne.

Would A Battery Electric Train Be Feasible Between Blackpool South And Liverpool?

Consider.

  • An all-stations service would complement the fast service between Liverpool Lime Street and Blackpool North stations via St. Helens, Wigan North Western and Preston.
  • The service could either go between Liverpool and Preston via Ormskirk or Southport and a reinstated Burscough Chord.
  • The Ormskirk route is 15 miles of unelectrified line and the Southport route is just four miles further.
  • A service via Southport would need to reverse at Southport station.
  • The service would be run using dual-voltage Class 777 trains fitted with batteries.
  • 25 KVAC overhead electrification, is already  installed between Preston and Kirkham & Wesham stations,
  • Using existing electrification, trains would leave Kirkham & Wesham, Ormskirk, Preston and Southport stations with full batteries.
  • A coastal service between Blackpool and Liverpool would surely attract visitors.
  • Liverpool and Blackpool are the two biggest urban areas on the coast.
  • There are several golf courses on the route, including three courses that have held the Open; Royal Birkdale, Royal Liverpool and Royal Lytham & St. Annes.

It may be a bit fanciful. But.

  • Merseyrail will have the trains.
  • Liverpool has the potential passengers.
  • I believe the route could handle a two tph service.
  • In Reopen Midge Hall Station, I showed that it was possible to run a two tph service between Liverpool and Preston, with one tph via each of Ormskirk and Southport.

Liverpool also has bags of ambition and imagination.

Would A Battery Electric Train Handle Preston And Skipton?

I estimate that this route is forty-one miles, with a stiff rise from Rose Grove to Colne station.

So would a battery electric train be able to handle this distance?

Hitachi are talking 56 miles for their Regional Battery Train, so I suspect CAF would want and need to be competitive with a similar specification.

Perhaps the logical service would be to run between Leeds and Blackpool South.

  • The service would go via Preston, Blackburn, Burnley Central, Colne and Skipton.
  • Leeds and Skipton is electrified.
  • Preston and Kirkham & Wesham is electrified.
  • No extra chargers for trains would be needed.

The only new infrastructure needed would be the Skipton and Colne Link.

Electrification Between Preston And Blackburn

Consider.

  • In Colne – Skipton Reopening Moves Closer, I talked about the proposed Huncoat Rail Fright Terminal, that could be built North of Blackburn on the East Lancashire Line.
  • Blackburn is a major hub for passenger services.
  • An electrified Blackburn would allow Manchester and Clitheroe to be run by battery electric trains. Clitheroe is ten miles and Bolton is thirteen.
  • An electrified Blackburn would allow Blackburn and Manchester Victoria via the Todmorden Curve to be run by battery electric trains. The whole route is 39.5 miles.
  • It may be possible for battery electric trains to reach Leeds via Hebden Bridge, as it is only fifty miles away, which is within Hitachi’s range.
  • As the Blackburn area grows, there will be more pressure for a daily London service.
  • Some think, the Calderdale route should be electrified.
  • Preston and Blackburn stations are just twelves miles apart.
  • There is a multiple unit depot at Blackburn.
  • I also feel that battery electric trains fanning out from Blackburn, wouldn’t do the town’s image any harm.

For all these reasons, I wouldn’t be surprised to see a short stretch of electrification added between Preston and Blackburn.

Conclusion

I like this proposal and it could be a big asset to trains across the Pennines.

 

 

 

 

 

 

 

 

July 27, 2020 Posted by | Energy, Energy Storage, Sport, Transport/Travel | , , , , , , , , , , , , , , , , , | 11 Comments

Colne – Skipton Reopening Moves Closer

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

This is the introductory paragraph.

Rail minister Chris Heaton-Harris has confirmed that investigations have been commissioned into the proposed reinstatement of the 19·3 km Colne – Skipton ‘missing link’ connecting east Lancashire and west Yorkshire.

Investigations will look into.

  • Capital costs
  • Passenger demand forecasts
  • Service options.
  • Gauge enhancement measures necessary to increase rail freight capacity on TransPennine routes including between Accrington and Todmorden stations.
  • Proposals for a rail freight terminal on the site of the demolished Huncoat power station near Accrington.

This sounds more than a simple proposal to reopen the route between Skipton and Colne stations.

These are a few of my thoughts.

The Rail Route Between Preston And Skipton

The rail route between Preston on the West Coast Main Line and Skipton can be summarised as follows.

  • Preston and Rose Grove via Huncoat – double-track – electrification at Preston
  • Rose Grove and Colne – single-track
  • Colne and Skipton – to be reinstated – electrification at Skipton

Colne and Skipton might not be the easiest route to reinstate, as a dual carriageway has been built across the route to the North of Colne station.

Could Colne And Skipton Be Double-Track All The Way?

Consider.

  • The new section between Skipton and Colne could be built with single or double tracks.
  • The section between Rose Grove and Colne stations was built as a double-track and singled in 1971. British Rail’s accountants strike again!
  • The single-track section includes the Bank Top Viaduct, in the centre of Burnley.
  • Trains currently take twenty-one minutes between Rose Grove and Colne stations.

This picture shows Bank Top Viaduct.

I think the viaduct could be key to whether the route is double-track all the way.

  • If the redoubling can be performed at a reasonable cost, then that will be the way to go, as it might be possible to squeeze up to three trains per hour (tph) between Skipton and Rose Grove via Colne.
  • If on the other hand, doubling is too difficult or expensive, I estimate that no more than two tph would be possible.

For both solutions, there will need to be double track or a long passing loop, between Skipton and Colne.

Could Colne And Skipton Be Electrified?

Consider.

  •  Preston is a fully-electrified station on the West Coast Main Line.
  • Skipton is a fully-electrified station with electric trains to and from Leeds.
  • Full electrification would create an electrified route between Leeds and Blackpool, Liverpool and Preston.
  • It could be a useful diversion route for electric passenger trains across the Pennines, when their are engineering works on the Huddersfield Line or due to the building of Northern Powerhouse Rail.
  • Electrification of the route, would allow electric haulage of freight trains to and from the proposed Huncoat Rail Freight Terminal.
  • Electrification of the Calder Valley Line between Preston and Leeds is always being proposed.
  • Electrication of Bank Top Viaduct could be tricky!

It should also be noted that this article on Rail Magazine was published on May 12th, 2020 and is entitled Electrification Key to Decarbonisation – Government. Views in Government about electrification have changed, so this might affect the decision to electrify the route.

The power is already there at both ends and electrification systems with low visual intrusion could be used.

On the other hand, some might consider electrification of the route inappropriate.

Could Colne And Skipton Be Partially Electrified?

Consider.

  • I estimate that the distance between Preston and Skipton will be 41 miles.
  • If Blackpool North station were the final destination, there would be 34 miles (2 x 17) to charge the batteries.
  • If Liverpool Lime Street station were the final destination, there would be 70 miles (2 x 35) to charge the batteries.
  • If Leeds station were the final destination, there would be 52 miles (2 x 26) to charge the batteries.
  • Manufacturers’ estimates of distances, indicate that battery electric trains could cover up to 65 miles on battery power.

As both ends of the route are electrified and trains would run extra miles under the wires, it would seem likely that a battery electric train could run between Preston and Skipton, without needing a charge en route.

Drax Group And Colne And Skipton Reinstatement

Drax power station uses Flue Gas Desulphurisation. Wikipedia says this about the process at Drax.

All six units are served by an independent wet limestone-gypsum flue gas desulphurisation (FGD) plant, which was installed between 1988 and 1996. This diverts gases from the boilers and passes them through a limestone slurry, which removes at least 90% of the sulphur dioxide (SO2). This is equivalent to removing over 250,000 tonnes of SO2 each year. The process requires 10,000 tonnes of limestone a week, sourced from Tunstead Quarry in Derbyshire. A byproduct of the process is gypsum, with 15,000 tonnes produced each week. This goes to be used in the manufacture of plasterboard. The gypsum is sold exclusively to British Gypsum, and it is transported by rail to their plant at Kirkby Thore (on the Settle-Carlisle Line).

The gypsum trains go through Skipton to access the Settle-Carlisle Line.

Drax power station is part-fuelled with biomass, which comes from all over the place including the United States via the Port of Liverpool.

It is no surprise that Drax Group are in favour of the Colne and Skipton reinstatement, as it would give them a new route between Drax and the Port of Liverpool.

This press release from Drax Group gives more details including this paragraph.

It will have a direct impact on improving our supply chain at Drax, allowing freight trains to travel much more quickly to the power station in North Yorkshire – reducing journey times from the Port of Liverpool to less than three hours, a journey which can take up to nine hours at the moment.

Trains will avoid the busy Huddersfield Line and Manchester Victoria station.

Drax’s statement would appear to be a powerful reason to reinstate Colne and Skipton.

These smart new or refurbished wagons, used by Drax to move woodchip should be much faster than the typical 20-30 mph freight speed of TransPennine routes.

This page on the Drax web site, is entitled This train isn’t like any other in the UK, and it gives more details about the wagons.

  • They were custom-designed and built in the last few years.
  • The roofs open automatically for loading.
  • A twenty-five wagon train can be loaded in 37 minutes.
  • A full train can carry between 1,700 and 1,800 tonnes of biomass.
  • Each train can unload in forty minutes.
  • They are the largest wagons on UK railways by a margin of 30 %.
  • Each wagon is nineteen metres long and can carry over seventy tonnes of biomass.
  • Approximately 14 trains per day arrive at Drax, bringing 20,000 tonnes of biomass.

I suspect to minimise journey times, Drax would like to see a fully electrified route between Preston and Skipton and a new double-track route between Colne and Skipton.

The Huncoat Rail Freight Terminal

This Google Map shows the position of the former Huncoat power station.

Note.

  1. Hapton station in the North-East corner of the map.
  2. Huncoat station in the South-West corner of the map.
  3. The East Lancashire Line running between the two stations.
  4. The M65 running across the top of the map.
  5. The A56 or Accrington bypass running North-South from the motorway junction at the top of the map.

Huncoat power station appears to have been in the South West corner of the rough-looking area, South of the M65 and the railway and West of the A56.

There is no Wikipedia entry for the demolished power station, but this page on The View From The North has some details and pictures.

It does appear to be a well connected site for a Rail Freight Terminal.

  • There could be a direct connection to the motorway network.
  • There is space for a connection with the East Lancashire Line, that would allow trains to access the interchange from both directions.
  • Trains could go West to the Port of Liverpool and the West Coast Main Line via Preston.
  • Trains could go East to Leeds and Yorkshire and on to the East Coast ports of Felixstowe, Hull, Immingham and Teesport.
  • If the East Lancashire Line were to be electrified, electric haulage could be used.

The Rail Freight Terminal could be bigger than a hundred hectares.

Gauge Enhancement On TransPennine Routes Including Between Accrington And Todmorden

Consider

  • Most freight trains passing through Hebden Bridge station  use the route via Rochdale and Todmorden to get to and from Liverpool and the West.
  • Few if any use the East Lancashire Line via Accrington.
  • Some passenger trains do take the Accrington route.
  • There are five tunnels between Accrington and the Todmorden Curve.
  • The building of the Huncoat Rail Freight Terminal, must mean that trains between the Rail Freight Terminal and Leeds and the East would need to use the Calder Valley Line as far as the Todmorden Curve. or the East Lancashire Line to Colne for the new route.

As freight trains rarely seem to use the East Lancashire Line to the East of Accrington could it be that this section of track needs gauge enhancement?

But if this gauge enhancement were to be completed, that could give two routes between Huncoat Rail Freight Terminal and the East, for the largest freight trains.

Thoughts On The Project Management

It would appear that there are a series of sub-projects to be done.

  1. Perform gauge enhancement and route improvement on the East Lancashire Line between Rose Grove and Colne. This would include any doubling of the route, if that were to be done.
  2. Start building the link between Skipton and Colne.
  3. Start building the Huncoat Rail Freight Terminal.
  4. Finish building the link between Skipton and Colne.
  5. Start passenger and freight services between Skipton and Colne.
  6. Finish building the Huncoat Rail Freight Terminal.
  7. Perform gauge enhancement on the Calder Valley Line between Accrington and Todmorden.

My objectives would be.

  • Open the Skipton and Colne route as a TransPennine diversion, as early as possible.
  • Upgrade the East Lancashire Line between Rose Grove and Colne with minimum disruption.
  • Open the Huncoat Rail Freight Terminal as early as possible.
  • Create multiple freight routes to and from Huncoat Rail Freight Terminal.

Electrification would be a future aspiration.

Whither Drax?

Drax Gtroup and their flagship power station have a major environmental problem in that the power station is a large emitter of carbon dioxide.

They also run a lot of diesel locomotive hauled trains carrying biomass, fly ash, gypsum, limestone and other materials to and from Drax power station, which is on the Drax branch of the Pontefract Line.

  • The Pontefract Line was built to serve the coalfields in the area.
  • It runs between Leeds and Hull via Pontefract and Goole.
  • It is not electrified, but it connects to the electrification at Leeds.
  • In the East is has good connections to Cleethorpes, Goole, Grimsby, Hull and Immingham.
  • The Port of Immingham is a major port, that is used by Drax to import biomass, which is hauled to the power station by diesel locomotives.
  • The route between Drax and Immingham has been improved recently, by the addition of the North Doncaster chord.
  • High Speed Two will run alongside the Pontefract Line on its approach to Leeds.
  • Freight trains between Drax and Skipton use an electrified diversion South of Leeds via Armley, that avoids the need for freight trains to pass through Leeds station.

I can see that in a more favourable climate for electrification, that electrification of the Pontefract Line would be recommended.

Given, the environmental record of Drax, which is both good and bad, I would suspect they would like to see electrification of the Pontefract Line, as it would create a lower carbon route for biomass trains between Immingham and the power station.

A New Electrified TransPennine Route For Passengers And Freight

I sense that a grander plan might exist behind all my thoughts.

If the following routes were to be electrified.

  • Preston and Skipton
  • The Pontefract Line between Leeds and Hull.
  • Knottingley and Immingham via Thorne

Hull and Liverpool would be connected for passenger electric trains and Liverpool and Immingham would be connected for freight.

Drax could also be on an electrified branch and they could say, they were hauling all their trains using renewable electricity. Marketing and environment are always important

 

 

 

 

May 12, 2020 Posted by | Transport/Travel | , , , , , , , , , , , , | 4 Comments

Boris Johnson Vows New Life For High Streets And Axed Rail Lines

The title of this post is the same as that of this article in The Times.

This is the introductory paragraph.

Boris Johnson is promising to revitalise “left behind” high streets through tax cuts for pubs and shops and reversing some of the Beeching rail cuts to branch lines.

The article gives a map of the lines and here is a list of them.

  • Newcastle and Ashington/Blyth.
  • Bristol and Portishead
  • Camp Hill Line
  • Willenhall and Darlaston
  • Thornton-Cleveleys and Fleetwood
  • Okehampton and Exeter
  • March and Wisbech
  • Uckfield and Lewes
  • A new station he building of a station at Skelmersdale.

I will suggest other possibilities and add them here.

There could be several!

The Technology Is With Us!

Anyone who follows railway technology, as I do, knows that technology coming on stream will ease the creation of these routes.

  • Modern digital in-cab signalling, as already used on Thameslink.
  • Battery-electric trains.
  • Innovative charging for battery-electric trains.
  • Hydrogen-powered trains.
  • Tram-trains
  • Automatic train control
  • Remote services in simple depots.
  • Better bridge-raising and other construction techniques.

Many of these new routes will be able to use a standard train.

 

 

 

 

November 15, 2019 Posted by | Transport/Travel | , , , , , , , , , | 3 Comments

Big Step Forward’ For Colne To Skipton Rail Link Dream

The title of this post is the same as that of this article in the Lancashire Telegraph.

This is the introductory paragraph.

THE inclusion of the re-opening of the Colne to Skipton rail link in a government planning document has been hailed as ‘a big step forward’ by Pendle MP Andrew Stephenson.

Some points from the article.

  • The project is included in Department for Transport’s Rail Network Enhancements Pipeline for 2019 to 2024.
  • There is also a load of cynicism from other politicians.

However, this document from the South-East Lancashire Rail Action Partnership is more encouraging.

 

 

 

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

Colne To Skipton Rail Line Re-Opening Campaign Moves Forwards

The title of this post, is the same as that of this article in the Lancashire Telegraph.

This is the first paragraph.

A meeting at the House of Commons hosted by Pendle MP Andrew Stephenson and his Labour counterpart for Keighley John Grogan convened senior officials from the Department of Transport (DfT), Transport for the North (TfN), Network Rail and commercial companies with an interest in East-West rail links.

Like many at the meeting, I feel very strongly that this link should be built.

There are obviously local reasons, like better passenger services between the conurbations of Blackburn/Accrington/Burnley and Leeds/Bradford, but there is something far more important.

Extra Train Paths Across The Pennines

Currently, trains take about twenty minutes between Rose Grove and Colne stations, over the mainly single track line.

I think it would be possible for experts to design a railway between Rose grove and Skipton stations via Colne, that would offer paths for three trains per hour (tph) across the Pennines in both directions. It might even be possible to accommodate four tph, using a combination of passing loops and digital signalling.

It should be noted that currently, the traffic through Accrington on the Calder Valley Line, which is to the West of Rose Grove station is around three tph in both directions. As the route is double-track, with modern trains and modern signalling, surely a higher frequency can be achieved.

These extra paths would be invaluable during the upgrading of the main TransPennine routes from Leeds to Manchester via Huddersfield.

I have some questions about the link.

Should The Link Be Double-Track?

Given that it will probably be difficult to put a double track on the Bank Top Viaduct over Burnley, I feel that to get the needed extra capacity, where it is possible to squeeze in a double-track, this should be done.

Should The Link Be Electrified?

Operationally, this would probably be preferable, but there are reasons why it could be difficult.

  • There are a lot of quality stone bridges over all routes in the area.
  • The heritage lobby might object to gantries marching across the Pennines.
  • Network Rail’s abysmal performance on installing electrification.

It would also be sensible to electrify between Preston and Rose Grove stations, which would add substantially to the cost.

Passenger services wouldn’t be too much of a problem, as I am fairly certain that hydrogen-powered or battery trains could be used. The four-car Class 321 Hydrogen would probably by ideal.

Freight trains are probably better under electric power, rather than the awful Class 66 locomotives. Especially, if freight trains were run in the middle of the night.

I think the budget will decide on electrification.

Conclusion

I feel it is imperative, that to reduce the chaos of the TransPennine upgrade, work should start on the creation of the Skipton to Colne Link immediately.

September 17, 2018 Posted by | Transport/Travel | , , , , | 1 Comment

Should The Blackpool South Branch Be Electrified?

I can find nothing on the Internet, which states whether the branch line between Kirkham and Wesham and Blackpool South stations will or won’t be electrified.

However, I did get create this Google Map of Kirkham West Junction, where the lines to the two Blackpool stations divide.

Note.

  1. Kirkham and Wesham station is to the East.
  2. Blackpool North station is to the North-West.
  3. Blackpool South station is to the South-West.

This image was captured during the recent construction phase on the Blackpool Branch Lines.

As my train to Blackpool North on Monday afternoon passed the junction I took these pictures.

It looks to me, that the contractors are doing the following.

  • Improving the junction.
  • Laying some new track at the start of the branch line.
  • I also think, that the junction is being electrified.

The electrification could be for the following reasons.

  • It is the start of electrification of the branch.
  • Network Rail are providing an electrified turn-back facility at Krkham and Wesham station.
  • It could also be sensible future-proofing to make sure the branch can be electrified easily in the future.

If the branch is going to be worked by Class 769 trains or other bi-mode or battery powered trains, then I believe the work becomes clearer.

  • Trains from Blackpool South would have an electrified place, where they can change to electrical power and wait until the main lines are clear before crossing over to the Preston-bound track.
  • Trains to Blackpool South would be able to wait in Kirkham and Wesham station, until the line to Blackpool South was clear.
  • Trains to Blackpool South  could of course start their journey, as soon as the train from Blackpool South is waiting to cross over, using the new track, that is visible in my pictures.

The works will also create a very safe junction at Kirkham West.

The Blackpool South Branch 

The branch line has the following characteristics.

But there are other issues that should be considered.

Football At Bloomfield Road

If you are going to football at Bloomfield Road, as I have several times, Blackpool South is the closest station.

Blackpool Pleasure Beach

Blackpool Pleasure Beach has its own station, but there are reports on the Internet, that the walk between the station and the theme park needs to be improved.

An Increase In Capacty And Frequency

I once travelled between Colne and Blackpool South stations on a beautiful sunny day in early September.

  • Northern had laid on a pair of Pacers, working as a four-car train.
  • They were packed with families going for a day on the coast.

The conductor told me this often happens, when the weather is good.

When I passed through Preston station earlier in the week, I might have seen a notice, saying that the service between Colne and Blackpool South will run all week.

Passing Loops

There is no passing loop on the branch, so it makes it very difficult to run a more passenger-friendly two tph.

Until, the works at Kirkham West Junction are complete we probably won’t know if the junction is being designed, so that a train entering the branch could wait safely for a train to emerge from the branch.

But this would be more for reliable operations, than increasing frequency of trains.

The Open Championship At Royal Lytham And St. Annes

Ansdell and Fairhaven station is nearest to the course at Royal Lytham.

  • The Open Championship is a very important event on the golfing calendar.
  • Other important golfing events are also held on the course
  • Royal Lytham and St.Annes, last held the Open in 2012 and 2001. So it might come back to Royal Lytham in the mid-2020s.

Ansdell and Fairhaven station used to have two platforms, as described in Wikipedia.

The station was set out as an island platform with tracks on both faces until the singling of the line in the 1980s. Trains now only use the southern face. A disabled access ramp now covers the northern part of the station.

So could a rebuild of the station do the following?

  • Restore two platforms on an island at the station.
  • Put in full disabled access.
  • Create a passing loop.
  • Lomger platforms might be a good idea.

This Google Map shows the station.

Note.

  1. The disabled ramp winding away.
  2. The platform is probably about a hundred metres long.
  3. It would appear that there is space at the far end to extend the platform.

I suspect that an ambitious architect with vision, could design a station that met all objectives.

Rebuildng Of The Railway Between Skipton And Colne

The link between Skipton and Colne stations is promoted by SELRAP and has now been backed by the Government and large businesses like Drax, who say it would improve efficiency of biomass deliveries.

This map from Wikipedia shows the route.

Note that if the missing link is built, it does the following

  • Creates another much-needed route across the Pennines
  • Creates a second route between Leeds and Blackpool
  • Encourages visitors to the area.
  • Creates an easy link between Lancashire and the Settle and Carlisle Line.
  • Creates an alternative and faster freight route across the Pennines.

It could even become an iconic route famed for the scenery.

I feel that if this missing link were to be reinstated, it would be very well-used by passengers.

This increase in passengers would surely increase traffic between Colne and Blackpool South stations, means more pressure for two tph.

How Fast Could A Train Go Between Kirkham & Wesham and Blackpool South Stations?

Currently, the Class 142 trains take around 27-29 minutes to do the journey six intermediate stops.

Trains like a Class 769 train have improved performance.

  • They are being converted from Class 319 trains, that were built for high frequency commuter services.
  • The trains have two double-doors on each side of each of the four carriages.
  • Seat layout diagrams show the possibility of wide aisles and a lot of 2+2 seating.
  • They are faster, as the Class 142 trains have an operating speed of 75 mph and this article on Rail Magazine, says that the Class 769 trains can do 91-92 mph on diesel.
  • They have better acceleration and braking.
  • They can probably carry out stops much faster.

Newer trains built in the last couple of years will be even better.

Other factors will also speed up the service.

  • Level access between train and platform at all stations.
  • Relaying the track to allow higher operational speeds.
  • Modern signalling.
  • High-quality train driving and operation.

I am sure that the the time for a train to go from Kirkham and Wesham to Blackpool South and back will be substantially reduced.

But is it possible to do the trip in under thirty minutes, so that two tph will be possible?

Could Two Tph Be Run Between Preston and Blackpool South Without Electrification?

I believe that the Class 769 trains could be fast enough to run a two tph service on the Blackpool South branch, when passenger numbers say it is needed and track and station improvements have been completed.

An express shuttle could be provided for big events at Royal Lytham.

  • It would run between Preston and Blackpool South stations.
  • It would stop at Kirkham and Wesham and Ansdell and Fairhaven
  • The platforms at Ansdell and Fairhaven  and Blackpool South stations were to be lengthened to accept two Class 769 trains working as an eight-car train.

Network Rail would only need to lengthen two platforms and increase the operating speed of the line.

Effectively, by replacing a 1980s scrapyard special with a refurbished train of the same vintage and improving the track, the capacity of the Blackpool South Branch can be increased.

If some platforms were to be lengthened, it should be possible to run eight-car trains for events like the Open Championship at Royal Lytham.

Who needs electrification?

The Blackpool South Branch certainly doesn’t!

 

 

 

 

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April 20, 2018 Posted by | Transport/Travel | , , , | 4 Comments

New Heathrow Rail Link To Lead The Way For Future Transport Funding Schemes

The title of this post, is the same as that of this Press Release on the Department of Transport web site.

This is the opening two paragraphs.

Private companies have been asked to come forward with ideas to deliver a new southern rail link to Heathrow Airport.

The link will be one of the first projects under government plans to invite third parties – such as local authorities and private sector companies – to invest in the rail network, over and above the £47 billion the government is already planning for the next 5 years.

In the past, I have talked about two privately-funded schemes for access from the South to Heathrow.

The Times is saying today, that it could be the second scheme.

But Heathrow can be such a money-earner, you do wonder if other schemes to serve the airport will be put forward.

How Would A Scheme Work In Practice?

A consortium consisting of engineering, financial and railway interests would put forward a scheme.

They would do the following.

  • Design the scheme and ensure it was acceptable to all stakeholders, including Network Rail, the Office of Rail and Road, local authorities, train operating companies, passengers, residents and in the case of Heathrow, the airport itself.
  • Raise the finance to build the scheme from appropriate institutions like insurance companies, banks and pension funds.
  • Build the scheme and get it approved by the appropriate companies, authorities and regulators.
  • Once the scheme is commissioned, trains using the scheme would pay appropriate track access charges, in the same way, that they do now, when they use Network Rail’s tracks.
  • Maintenance would be the responsibility of the consortium, that built the scheme.

In some ways the consortium functions like a mini-Network Rail, as it obeys all the same standards with regards to engineering and safety.

But.

  • The finance is not provided by taxpayers.
  • Any profits go to those, who conceived, built or financed the project.
  • Risks associated with the project are not borne by the Government or taxpayers.

If say in ten years time, the consortium goes bust, then I suspect that the assets would be bought on the cheap, by either Network Rail or another investor, who would learn from the original consortium’s mistakes.

Not that I think that will happen!

Has Anything Similar Been Done Before In The UK?

I think it is true to say, that various innovative ways have been found to fund railways in the UK.

The article from the Independent, which was written in 1992 is entitled Canary Wharf Banks Agree Funding For Jubilee Line.

This is a paragraph from the article.

The Government has always insisted that the scheme will not go ahead without private funding. In return for the financing, the banks are believed to be insisting that the Government chooses Canary Wharf as the site for the relocation of about 3,000 civil servants from the Department of Environment and the Department of Transport. It is also considering three other sites in the area.

So it looks like relocating three thousand civil servants got the Jubilee Line built!

Chiltern Railways have expanded by leaps and bounds over the years and some of their methods have been professional and innovative.

Project Evergreen with three phases has expanded and improved their passenger services.

This is an extract from the section of Wikipedia, that talks about the project.

Chiltern Railways former chairman Adrian Shooter said, “This is the biggest passenger rail project for several generations not to call on the taxpayer for support. Working closely with Network Rail, we are going to create a new main-line railway for the people of Oxfordshire and the Midlands. This deal demonstrates that real improvements to rail services can be paid for without public subsidy by attracting people out of their cars and on to trains.”

I don’t know whether this relates to all of Project Evergreen or just one part.

This is also said.

Network Rail provided the capital for the upgrade and will recover this through a facility charge over the subsequent 30 years, initially payable by Chiltern until its franchise expires, and then by the next franchisee. The infrastructure upgrade was carried out by main contractor BAM Nuttall, in partnership with Jarvis and WS Atkins.

It may all sound complicated, but Chiltern Railways is a train operating company that commuters don’t seem to complain about.

Could Any Other Schemes Be Funded Using The Department for Transport’s New Model?

Building the southern access into Heathrow Airport will be a large project costing more than a billion pounds.

But that doesn’t that all projects need to be that size!

I suspect, that the DfT’s model will be applied to some projects, as small as a hundred million pounds.

These are my thoughts on future projects, which I have split into various sections.

Airports

If a scheme like the Heathrow scheme  gets the go-ahead, then I think this could lead to other airport links being designed, funded and built using a similar model.

At present, Aberdeen, Bristol, Doncaster-Sheffield, East Midlands, Glasgow, Leeds and Liverpool airports are looking to improve rail access and the DfT’s model may be a way to build some, if the demand is there.

Network Extensions

The proposed Heathrow Southern Railway is effectively a well-thought out extension to three networks; Crossrail, Heathrow Express and South Western Railway to all of their mutual benefit.

I doubt there’ll be such big extensions, but there are some useful ones being planned.

  • Bramley Line -The track-bed of this route is still there and connecting March to Wisbech could create a new commuter route for Cambridge.
  • Fawley Branch Line – This would provide a passenger service and serve new housing developmemts in Hythe and Fawley.
  • Ivanhoe Line – Proposals to improve this service in Leicestershire with new stations.
  • Merseyrail Northern Line Extensions – The £300 million extension to Skelmersdale is being planned and another from Ormskirk to Preston is proposed using battery trains.
  • North Downs Line – This line could be updated to provide an improbred Reading- Gatwick. Would it make a freight route for Minis from Oxford to the Channel Tunnel?
  • Skipton To Colne Reinstatement – This  project of just a dozen miles is high profile amongst Conservative politicians and would provide another route across the Pennines.
  • West London Orbital – This £264 million extension to the London Overground would create two new lines in North West London.

This is by no means a complete list, but it shows how many routes could benefit with reinstatement or improvement.

Electrification

Why shouldn’t electrification be privately funded, with the builders and investors getting their returns, through an electrification access charge, which would be similar to a track access charge.

I discuss possible electrification schemes in Charting An Electric Freight Future.

The linked article is mainly about freight, but I suspect there are examples, where some shortish stretches of electrification could be privately-funded.

If electrification experts identified the problems of the past few years and how to solve them, there must be a case to formulate a business that merged engineering, finance and construction, that was able to install electrification on time and on budget.

Depots

Greater Anglia has commissioned a new depot at Brampton on a design, finance and build basis and it’s not the only depot built this way.

But that is more traditional financing.

Stations

The financing of some stations has been extraordinarily innovative.

I suspect that that some deals will get even more so.

Some will even charge for passengers per day.

Conclusion

One of the reasons, I like the DfT’s proposal of mixing design, finance and build with a good helping of innovation, is that this closely follows the model that we used with Metier Management Systems, when we started the company in the 1970s, to develop our Project Management system called Artemis.

  • We designed the systems.
  • We financed the systems.
  • We installed the systems
  • We maintained the systems.
  • The customers wanted the systems.
  • Customers paid so much a month.

The cream on top was the lashings of innovation.

There might be a lot of extra finance flowing into UK railways!

 

 

 

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March 20, 2018 Posted by | Finance, Transport/Travel | , , , , , , , | Leave a comment

Improving The Train Service Between Rose Grove And Colne Stations

The East Lancashire Line is the line that runs across the town of Burnley on the spectacular Bank Top Viaduct.

  • One train per hour in each direction runs between Blackpool South station on the coast and Colne station in the hills.
  • The five stations on the route; Burnley Barracks, Burnley Central, Brierfield, Nelson and Colne, are all single-platform stations.
  • Only Burnley Central station is more than rudimentary.
  • All station have platforms long enough for two Class 150 trains working as a four-car unit.
  • The line joins the cross-Pennine Calder Valley Line at Gannow Junction to the East of Rose Grove station.

In the Wikipedia entry for Colne station, this is said.

The remainder of the branch from Gannow Junction (near Rose Grove) to Nelson was also reduced to single track in December 1986 and so the entire line from there is now operated as a 6 1⁄2 miles (10.5 km) “long siding” with no intermediate passing loops (this restricts the service frequency that can operate along the branch, as only one train can be on the branch at a time).

It would thus appear that without track and/or signalling works, the service along the line will be restricted to an hourly train.

Track Improvements

To make improvement of the line more difficult, the line crosses Burnley town centre on the High Bank Top  Viaduct.

This second picture was taken from a train crossing the viaduct.

North of Burnley Central station, the terrain gets more rural and if needed the installation of a passing loop would be easier, than on the Bank Top Viaduct.

Station Improvements

I have been in a four-car train on the line, so I feel it could be theoretically easy to double the capacity by running four-car trains instead of the current two-car Class 150 trains.

This picture was taken of a pair of two-car diesel units, that took me between Colne and Blackpool South stations.

  • Most platforms seem to be long enough, but more shelters and ticket machines are needed.
  • Only Burnley Central station has booking office and a warm waiting room.
  • By hint of the simplicity of the stations, several are step-free.

Improvements to the stations are needed, but no station needs substantial rebuilding.

Signalling Improvements

The signalling of the line between Rose Grove and Colne stations would appear to rely on only one train being on the line at any one time.

In order to have more than one train on the branch a more sophisticated signalling system is needed.

Service Improvements

The November 2017 Edition of Modern Railways indicates that the Sunday service on this line will increase from two-hourly to hourly.

I was on the line on a sunny Sunday a few years ago and the four-car train was packed with families going to Blackpool for the day.

If anything this Sunday improvement will hasten the need for the doubling of service frequency between Blackpool South and Colne.

Could Two Trains Per Hour Work Between Rose Grove And Colne Stations?

The signalling would have to be improved for safety reasons, as the current safety system of one train on the branch would be inadequate.

If trains left Rose Grove and Colne stations on the half hour, then trains would call at Burnley Barracks station at the following times.

  • xx:03 – Service U1 going up
  • xx:17 – Service D1 going down
  • xx:33  – Service U2 going up
  • xx:47 – Service D2 going down

Time for Burnley Central would be as follows.

  • xx:06 – Service U1 going up
  • xx:14 – Service D1 going down
  • xx:36 – Service U2 going up
  • xx:44 – Service D2 going down

Times for Brierfield would be as follows.

  • xx:09 – Service D1 going down
  • xx:11 – Service U1 going up
  • xx:39 – Service D2 going down
  • xx:41  – Service U2 going up

Times for Nelson would be as follows.

  • xx:06 – Service D1 going down
  • xx:14 – Service U1 going up
  • xx:56 – Service D2 going down
  • xx:44  – Service U2 going up

Times for Colne would be as follows

  • xx:00 – Service D1 starts to go down
  • xx:20 – Service U1 arrives
  • xx:30 – Service D2 starts to go down
  • xx:50 – Service U2 arrives

Note.

  1. The trains take twenty minutes for the trip.
  2. U1, U2 are two services going up to Colne.
  3. D1, D2 are two services going down from Colne.

It would appear that a passing loop would be needed between Burnley Central and Brierfield stations. Looking from my helicopter at this section of line, a lot is in open country and there would appear to be space for a long passing loop.

Rolling Stock Improvements

The current rolling stock is inadequate and staff and passengers on the line have told me, that the route between Blackpool South and Colne stations, needs four-car services at times.

Because the Western end of the route will be electrified between Preston and Blackpool and Liverpool, there is a strong case for bi-mode trains, be they refurbished ones like Class 769 trains or new trains. Northern has new Class 195 trains on order, but they are pure diesels.

Given that the route may get extra electrification between Preston and Blackburn, if the Calder Valley Line is improved, Class 195 trains are probably not an ideal solution.

Class 769 Trains Between Blackpool South And Colne Stations

Current plans will see electrification of the route between Preston and Kirkham and Westham stations.

This would mean that nearly ten miles of the Blackpool South to Colne route will be electrified.

So would it be sensible to call for Bedpan Specials or Class 769 trains, which could make use of the electrification?

Consider.

  • According to a technical specification that I’ve seen, the trains have been designed to handle the Buxton Line, which is stiffer than the hill up to Colne.
  • The trains are four cars.
  • I believe, that three Class 769 trains would replace the current trains, which could then be appropriately scrapped or refurbished.
  • If more electrification is added between Blackburn and Blackpool South, the trains will take advantage.

I also believe that with a passing loop and modern signalling, that the extra performance of the Class 769 trains might make it possible to run two trains on the route with careful planning and precise driving.

But above all, the Class 769 trains are affordable and are probably available within a year.

An interesting observation, is that Northern have increased their order by three trains recently. So have they decided to use them on the Blackpool South to Colne service?

How Would A Re-Opened Skipton To Colne Rail Link Affect The East Lancashire Line Services?

There has started to be increased speculation lately, that the rail link between Skipton and Colne will be reopened. Chris Graying even mentioned this line in the House of Commons.

If the rail link were to be reopened, it would create another route across the Pennines between Lancashire and Yorkshire.

  • It would be unlikely to be a high-capacity or high-speed link.
  • There is electrification at both ends.
  • The line would be ideal for bi-mode trains like a refurbished Class 769 train or a new Class 755 train.
  • Colne could be upgraded to a single-platform through station.

Two trains per hour between Leeds and Preston through a scenic part of the Pennines would be a major development and tourism asset.

It could actually improve services on the Lancashire side of the border,, as services would no longer have to be turned back at Colne, but would do this at either Skipton or Leeds.

 

December 13, 2017 Posted by | Transport/Travel | , , , | 4 Comments

Hammond To Announce ‘More Money’ For Northern Powerhouse Rail

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

This is said.

Chancellor Philip Hammond is to announce an extra £300m to improve rail links in northern England, in a speech to the Conservative Party conference.

Plans to electrify the whole Trans-Pennine route have been in doubt.

But the new money will be used to ensure HS2 will link to faster trains between Liverpool and Manchester, Sheffield, Leeds and York – so-called Northern Powerhouse rail.

What would I do with £300 million to improve the rail lines in the North?

To Electrify Or Not!

If we don’t electrify a few routes it will make things difficult.

As an example, you might want to create an HS2 route from London to Middlesbrough, using the Northallerton to Middlesbrough Line.

HS2 trains would probably travel from the HS2 terminus at Leeds along the East Coast Main Line to Northallerton.

If the last few miles were not electrified, then the train would need to be a bi-mode.

However, the dead weight of a diesel engine might reduce the performance sufficiently, so the train couldn’t run at full speed on HS2.

So the HS2 trains would probably need electrified track at all time!

I don’t think that all the destinations that might need an HS2 service are on all-electric route from HS2.

How about these stations?

  • Barrow
  • Blackburn
  • Burnley
  • Edinburgh
  • Huddersfield
  • Lincoln
  • Middlesbrough
  • Newcastle
  • Sheffield
  • York

Note that Carlisle and Glasgow are not on my list, but four important stations , that are served by the East Coast Main Line, cannot be reached by an electric train from HS2, because of gaps in the electrification.

Splitting And Joining

I am assuming that trains can join and split like the Class 395 trains to Kent.

As a simple example two five-car trains might start from London as a ten-car train and split at Crewe or Nottingham, with perhaps each train going to different destinations.

Going southward, two trains would join for the dash to London.

Cross-And Same-Platform Interchanges

By clever station design, it might be possible for interchanges at places like Crewe, Nottingham, Preston and York to be a simple procedure, where passengers get off one train and get on the connecting service either immediately or after a few minutes, without negotiating any steps, escalators or lifts.

Electrification

Possible routes to electrify would be as follows.

Batley To Selby Via East Leeds Parkway, Leeds and White Rose Centre

Leeds are keen to build two new stations; East Leeds Parkway and White Rose Centre. The line could be electrified between these two stations to form a new electrified CrossLeeds service perhaps between Batley in the West and Selby in the East.

There is the 4km. long tunnel at Morley and this could be easy to electrify, by using an overhead rail, as was used in the Severn Tunnel.

Leeds to York

This would give the following advantages.

  • It would complete a fully electric route from Leeds to York, Newcastle, Edinburgh and Glasgow.
  • A time saving of upwards of upwards of five minutes between Leeds and York.
  • Direct connection for HS2 to the East Coast Main Line.
  • It would allow electric trains to be moved between York and Neville Hill depot in Leeds.

It would also be a fairly simple piece of electrification.

Northallerton To Middlesbrough

This line is only twenty miles long and it would allow electric trains and HS2 to go to Middlesbrough.

Preston To Burnley via Blackburn

I’m very keen on this electrification.

  • It would give a lift to the area.
  • Electric and bi-mode trains could run between Blackpool, Blackburn, Clitheroe, Burnley, Colne, Liverpool and Manchester.

HS2 trains would be able to reach Blackburn and/or Burnley.

Tunnels

There are several long tunnels in the Pennines. I believe that these should be electrified, as Network Rail seem to be able to handle tunnels.

Bi-mode trains would run through using the electrification.

Improved Lines

These lines could be improved and might even be electrified.

Camp Hill Line

This would create a second line across Birmingham. Extra chords at Bordesley, a couple of stations and electrification would make it a quality improvement.

Carnforth To Barrow

Barrow and the nearby Sellafield need a lift and perhaps, if the line were to be improved bi-mode trains could reach Barrow from Crewe, where there will be an easy interchange with HS2.

Electrifying the line might be possible, but the Heritage lobby won’t want the Lake District spoiled.

Derby To Nottingham Via East Midlands Hub

When HS2 gets to the East Midlands Hub station between Nottingham and Derby, it will need good connections to both cities.

This could be heavy rail or an extended Nttingham Express Transit.

Liverpool To Manchester Via Chat Moss

The electrified route between Liverpool Lime Street and Manchester Victoria stations has a very low operating speed.

Sort it!

New And Reopened Lines

There are a couple of lines thsat could be built or reopened.

MerseyRail’s Northern Line to Skelmersdale

I like this idea and it could be an improvement with a high return.

Skipton And Colne

This missing link should be created, so that there is another route across the Pennines.

As Skipton is electrified, why not electrify the link and the existing Colne to Rose Grove line, which would be on the Preston to Burnley route that I think should be electrified.

 

 

 

Conclusion

I’ve probably spent £300 million now!

But I do think, if Network Rail are innovative, things can be made a lot better.

 

 

October 2, 2017 Posted by | Transport/Travel | , , , , | Leave a comment

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