ORR Gives Approval For University Station, Birmingham, To Open
The title of this post, is the same as that of this article on RailUK.
These three paragraphs outline the opening of the rebuilt station.
The Office of Rail and Road (ORR) has authorised two new station buildings and other significant enhancements at University railway station in Birmingham, allowing them to enter into service.
This is a key milestone on the way to getting the station open in the next few weeks.
Linking the two new station buildings is an accessible rail link bridge, and there are new signage, lighting, CCTV and other systems throughout.
No opening date, other than next few weeks, has been given.
Is Caledonian Road And Barnsbury An Ideal Four-Track Station?
This Google Map shows Caledonian Road And Barnsbury station.
Note the island platform, with two tracks on either side.
These four pictures show each pair of tracks in both directions.
And these pictures show general views of the station.
I don’t know the layout of every station, but Caledonian Road And Barnsbury seems to be unusual.
- There is a spacious island platform in the middle of the four tracks.
- On either side of the island platform, there are the two lines for local passenger trains.
- Outside of the two local passenger lines, there are two lines for freight trains.
- Access to the island platform is via a simple half-bridge with only two lifts.
- Everybody enters the station from one side.
Does this layout have advantages?
Ease Of Construction
I think that this station was designed, so that it was quick and easy to build.
Once the tracks are aligned correctly, it shouldn’t be too complicated to build.
The bridge only has to span two tracks, so that must be half the work of crossing four tracks.
Passenger Safety
I have used real time trains to check the platform of freight trains passing through Caledonian Road And Barnsbury station.
It seems that only rarely do trains use the tracks in the two platforms.
This must surely be safer, when compared with the standard arrangement.
These pictures were taken at Highbury & Islington station.
The wide platform, also allows passengers to keep well out of the way of any trains that do pass through.
Would The Layout Work With High Speed Trains?
I don’t see why not!
The space between the outside lines and the platform, almost acts like a moat in a zoo, that keeps visitors away from dangerous animals.
Costs
It was probably not an expensive station to build.
Conclusion
Why are other four-track stations not built like this?
The main reason is probably, that most four-track main lines were laid out decades or even centuries ago and their builders used their own layouts.
Go-Ahead For West London 460-Home Build To Rent Scheme
The title of this post, is the same as that of this article on Construction Enquirer.
This is the first paragraph.
The scheme is the first to be brought forward by Connected Living London, a partnership between build to rent specialist Grainger and Transport for London.
This must be the way for London to get best value from all the suitable sites for housing, owned by Transport for London.
Four sites are mentioned in the article.
- Next to Southall station
- Next to Arnos Grove station
- Montford Place in Kennington. which is currently being used as a construction site for the Northern Line Extension.
- Above the new Nine Elms station on the Northern Line Extension.
These are some thoughts on the sites.
Arnos Grove Station
The developers will have to be careful, with the design at Arnos Grove station, as it’s a Grade II* Listed building.
This Google Map shows the station.
I never knew, that the station had so much parking.
Will the development be over some or all of this car parking?
This article on Ian Visits is entitled Plans To Build Flats On Arnos Grove Tube Station Car Park.
Ian says that there will be four blocks, with a total of162 rental homes, of which 40 % will be affordable.
- It doesn’t seem to be high density or high towers.
- A map shows it is not over the railway.
Ian also says this about the loss of car parking.
Unsurprisingly, there are local objections to the plans to remove the car park with nearly 300 parking spaces, although TfL counters that a third of the people who currently drive to the station living within walking distance.
But then many people never drive very far from where they live. For environmental reasons, perhaps fossil fuel vehicles should pay a Movement Tax of say five pounds, every time the vehicle is moved in a built-up area. Zero-emission vehicles would be exempt!
Montford Place
I took these pictures of the Montford Place site in July.
This site could be sensitive too! But surely, the residents don’t want an ugly utilitarian headhouse for the ventilation shaft of the Northern Line Extension.
This Google Map shows the site.
It is not small, judging by the two buses at the side.
There’s also a large hole to cover!
It’s A Privilege To Work Here!
I was speaking to a young station assistant at Liverpool Lime Street station, who I suspect could have been a trainee or an apprentice, when he came out with the title of this post.
These pictures show the platforms at the station, since the recent remodelling.
Note.
- The platforms are wide and can take an eleven-car Class 390 train.
- TransPennine Express’s five-car Class 802 trains are easily handled in the shorter platforms of the Western train shed.
- I suspect Avanti West Coast’s new Class 807 trains, which are fifty-two metres longer than the Class 802 trains, could fit into the Western train shed, if needed.
It is certainly a station with a large capacity and I believe, with a few tweaks the station will be able to handle High Speed Two and Northern Powerhouse Rail.
Train Lengths Into Liverpool Lime Street
These are the lengths of the various trains that will be terminating at the station.
- Class 350 train – eight cars – 160 metres
- Class 350 train – twelve cars – 240 metres
- Class 390 train – nine cars – 217.5 metres
- Class 390 train – eleven cars – 265.3 metres
- Class 730 train – five cars – 120 metres
- Class 730 train – ten cars – 240 metres
- Class 802 train – five cars – 130 metres
- Class 802 train – ten cars – 260 metres
- Class 807 train – seven cars – 182 metres
- High Speed Two Classic-Compatible train – 200 metres
That looks like future-proofing to me!
An Almost Absence Of Red
I have looked at arrivals into Liverpool Lime Street over the last couple of days on Real Time Trains and nearly all trains seemed to be on time.
So has all the work to improve the track and signalling on the approaches to the station, over the last couple of years, resulted in better time keeping?
Certainly, train and passenger flows seemed to be smooth.
Conclusion
Wikipedia says this about Liverpool Lime Street station.
Opened in August 1836, it is the oldest still-operating grand terminus mainline station in the world.
I’ve used Lime Street station for fifty-five years and finally, it is the station, the city needs and deserves.
I’ve been to grand termini all over the world and Lime Street may be the oldest, but now it is one of the best.
Edinburgh Waverley Masterplan
The title of this post, is the same as that of this page on the Network Rail web site.
This is the sub-title.
Creating A Vision For The Future Of Waverley Station.
Edinburgh Waverley station has improved it, in the near forty years, I’ve used it, but future growth in traffic will mean more capacity and further improvements will be needed.
The page on the Network Rail web site links to a pdf file, which lays out current thinking, which will go forward for consultation and creation of the final design.
If this results in stations as good as London Bridge and Kings Cross in London, Edinburgh will have the gateway station, that it needs.
Bookham Station – 25th July 2020
Bookham station is going to get a makeover.
Although it is Grade II Listed, it certainly needs some TLC.
Existing Stations Where High Speed Two Trains Will Call
The June 2020 Edition Of Modern Railways has an article called HS2 Minister Backs 18 tph Frequency, which gives a detailed diagram of the route structure of High Speed Two and it is possible to summarise the stations, where High Speed Two trains will call.
- Carlisle – 3 tph – 400 metres – Split/Join
- Chesterfield – 1 tph – 200 metres
- Crewe – 2 tph – 400 metres – Split/Join
- Darlington – 2 tph – 200 metres
- Durham – 1 tph – 200 metres
- East Midlands Hub HS2 – 7 tph – 400 metres – Split/Join
- Edinburgh Haymarket – 2.5 tph – 200 metres
- Edinburgh Waverley – 2.5 tph – 200 metres – Terminal
- Glasgow Central – 2.5 tph – 200 metres – Terminal
- Lancaster – 2 tph – 200 metres – Terminal
- Leeds HS2 – 5 tph – 400 metres
- Liverpool Lime Street – 2 tph – 200 metres – Terminal
- Lockerbie – 1 tph – 200 metres
- Macclesfield – 1 tph – 200 metres – Terminal
- Manchester Airport HS2 – 5 tph – 400 metres
- Manchester Piccadilly HS2 – 5 tph – 400 metres
- Motherwell – 0.5 tph – 200 metres
- Newcastle – 3 tph – 200 metres – Terminal
- Oxenholme – 0.5 tph – 200 metres
- Penrith – 0.5n tph – 200 metres
- Preston – 4 tph – 400 metres
- Runcorn – 2 tph – 200 metres
- Sheffield – 2 tph – 200 metres
- Stafford – 1 tph – 200 metres
- Stoke-on-Trent – 1 tph – 200 metres
- Warrington Bank Quay – 1 tph – 200 metres
- Wigan North Western – 1 tph – 200 metres
- York – 4 tph – 200 metres
Note.
- HS2 after the station name indicates a new station for High Speed Two
- tph is trains per hour
- 0.5 tph is one train per two hours (tp2h).
- 200/400 metres is the maximum length of trains that will call.
- Terminal indicates that trains will terminate at these stations.
- Split/Join indicates that trains will split and join at these stations.
These are more detailed thoughts on how existing stations will need to be modified.
Train Lengths
Before, I look at the individual stations, I’ll look at the train lengths.
- High Speed Two train – Single – 200 metres
- High Speed Two train – Pair – 400 metres
- Class 390 train – 11-car – 265.3 metres
- Class 390 train – 9-car – 217.5 metres
- Class 807 train – 7-car – 182 metres
- Class 810 train – 5-car – 120 metres
- Class 810 train – Pair of 5-car – 240 metres
- InterCity 125 – 2+8 – 220 metres
- InterCity 225 – 9-car – 245 metres
- Class 222 train – 4-car – 93.34 metres
- Class 222 train – 5-car – 116.16 metres
- Class 222 train – 7-car – 161.8 metres
- Class 222 train – 4-car+5-car – 209.5 metres
- Class 222 train – 5-car+5-car – 232.32 metres
These are the thoughts on the individual stations.
Carlisle
Carlisle station will need two 400 metre through platforms, so each can accommodate a pair of 200 metre trains.
This Google Map shows the station.
I estimate the platforms are about 380 metres, but it looks like, they could be lengthened, without too much difficulty.
As High Speed Two trains to the North of Carlisle will be 200 metres long, there would probably be no need for platform lengthening North of Carlisle, as these trains are shorter than the Class 390 trains, that currently work the routes to Edinburgh and Glasgow.
Carlisle station is step-free, has good secondary rail connections and is within walking distance of the city centre.
The only thing it needs, is a connection to Edinburgh on a rebuilt Borders Railway.
Chesterfield
Consider.
- Chesterfield station will need to handle 200 metre trains.
- Chesterfield station may be rebuilt for High Speed Two.
- Chesterfield station can handle an InterCity 125, which is 220 metres.
- It will need to handle a pair of Class 810 trains, which would be 240 metres.
This Google Map shows Chesterfield station.
Note.
- The slow lines passing the station on the Eastern side.
- There are two long through platforms and a third bi-directional platform on the down slow line.
There is space to build two long platforms for High Speed Two, but is it worth it, when one one tph will stop?
- According to High Speed Two’s Journey Time Calculator, trains will take just twelve minutes between Sheffield and Chesterfield stations.
- This compares with 12-15 minutes for the current diesel trains.
- The distance between the two stations is 14 miles, which means that a twelve minute trip has an average speed of 70 mph.
- If there are still two tph to St. Pancras, there will be four tph, that run fast between the Sheffield and Chesterfield stations, of which three will stop at Chesterfield.
I think this could result in a simple and efficient design for the tracks between Sheffield and South of Clay Cross, where High Speed Two joins the Erewash Valley Line.
Chesterfield station is step-free.
Crewe
Crewe station will need two 400 metre through platforms, so each can accommodate a pair of 200 metre trains.
This Google Map shows the station.
There have been references to rebuilding of Crewe stations, but it does appear that some platforms are over 300 metres long.
Darlington
Darlington station will need to accommodate 200 metre trains.
As it already accommodates 245 metre InterCity 225 trains, there shouldn’t be too much of a problem.
Durham
Durham station will need to accommodate 200 metre trains.
As it already accommodates 245 metre InterCity 225 trains, there shouldn’t be too much of a problem.
Edinburgh Haymarket
Edinburgh Haymarket station will need to accommodate 200 metre trains.
As it already accommodates 245 metre InterCity 225 trains, there shouldn’t be too much of a problem.
Edinburgh Waverley
Edinburgh Waverley station will need to accommodate 200 metre trains.
As it already accommodates 245 metre InterCity 225 trains, there shouldn’t be too much of a problem.
Glasgow Central
Glasgow Central station will need to accommodate 200 metre trains.
As it already accommodates 265 metre Class 390 trains, there shouldn’t be too much of a problem.
Currently, Avanti West Coast runs the following services to Glasgow Central.
- One tph from London Euston calling at Warrington Bank Quay, Wigan North Western, Preston, Lancaster, Oxenholme Lake District (1tp2h), Penrith (1tp2h) and Carlisle.
- One tp2h from London Euston calling at Milton Keynes Central, Coventry, Birmingham International, Birmingham New Street, Sandwell and Dudley, Wolverhampton, Crewe, Warrington Bank Quay, Wigan North Western, Preston, Lancaster, Oxenholme Lake District (1tp2h), Penrith (1tp2h) and Carlisle.
High Speed Two is proposing to run the following trains to Glasgow Central.
- Two tph from London Euston calling at Old Oak Common, Preston and Carlisle.
- One tp2h from Birmingham Curzon Street calling at Wigan North Western, Preston, Lancaster, Oxenholme (1tp2h), Penrith (1tp2h), Carlisle, Lockerbie and Motherwell (1tp2h)
If the current services to Glasgow Central were to be replaced by the High Speed Two services, most travellers would get a similar or better service.
But if Avanti West Coast decide to drop their classic services to Glasgow via Birmingham, will travellers starting between Milton Keynes and Crewe, be a bit miffed to lose their direct services to Glasgow?
Glasgow Central station would appear to be ready for High Speed Two.
Lancaster
I was initially surprised, that on High Speed Two, one tph would terminate at Lancaster station.
This Google Map shows the station.
Note.
- There are two bypass lines without any platforms on the Western side of the tracks, where trains can speed through.
- The station has five platforms.
- Some Avanti West Coast services terminate at Lancaster station.
- 265 metre, eleven-car Class 390 trains, stop in Lancaster station.
As High Speed Two services will use 200 metre trains, which are shorter than all Class 390 trains, I would suspect that High Speed Two services will be able to be turned at Lancaster station, without too much difficulty.
Liverpool Lime Street
Liverpool Lime Street station will need to be able to turn two 200 metre High Speed Two tph.
- The remodelling of the station in 2018, probably allowed for two tph between London Euston and Liverpool Lime Street station.
- From 2022-2023, it will be turning two Class 807 trains per hour, which will probably be 182 metres long.
Liverpool Lime Street station may well be ready for Phase One of High Speed Two. It’s also very much step-free.
There are also alternative plans for a new High Speed station in Liverpool.
- It would be alongside the current Liverpool Lime Street station.
- The station would have a route to High Speed Two at Crewe via Warrington and a junction at High Legh.
- Northern Powerhouse Rail would start in the station and go to Manchester via Warrington, High Legh and Manchester Airport.
- It would enable six tph between Liverpool and Manchester, in a time of just 26 minutes.
I talked about this plan in Changes Signalled For HS2 Route In North, where I included this map.
High Legh Junction is numbered 5 and 6.
Nothing published about High Speed Two, would appear to rule this plan out.
Lockerbie
Lockerbie station will need to accommodate 200 metre trains.
As it already accommodates 265 metre Class 390 trains, there shouldn’t be too much of a problem.
Macclesfield
I was initially surprised, that on High Speed Two, one tph would terminal at Macclesfield station.
This Google Map shows the station.
Wikipedia says this about the platforms in the station.
There are three platforms but only two are in regular use, the up platform for services to Manchester and the down platform to Stoke-on-Trent and Birmingham. Platform 3 sees a small number of services. Evidence of a fourth platform can be seen, on which a Network Rail building now exists.
As the station has a regular Avanti West Coast service every hour, the platforms must be over 200 metres long and they will be long enough for the 200 metre High Speed Two trains.
So why would High Speed Two want to terminate a train at Macclesfield, rather than at Manchester Piccadilly as they do now?
Currently, Avanti West Coast runs these services between London Euston and Manchester Piccadilly.
- One tph via Milton Keynes Central, Stoke-on-Trent and Stockport.
- One tph via Stoke-on-Trent, Macclesfield and Stockport
- One tph via Stafford, Crewe, Wilmslow and Stockport
The diagram in the Modern Railways article shows these High Speed Two services to Manchester Piccadilly.
- One tph from London Euston via Old Oak Common, Birmingham Interchange and Manchester Airport
- Two tph from London Euston via Old Oak Common and Manchester Airport
- Two tph from Birmingham Curzon Street via Manchester Airport.
Note.
- None of these five tph serve Macclesfield, Milton Keynes Central, Stockport, Stoke-on-Trent or Wilmslow.
- All five proposed services are shown to call at Manchester Airport.
- It is likely, that a tunnel will be bored between Manchester Airport and Manchester Piccadilly stations.
- The High Speed Two station at Manchester Piccadilly might even be in a tunnel under the current Manchester Piccadilly station or central Manchester.
- A below-ground High Speed Two station for Manchester could also serve Northern Powerhouse Rail services to Leeds and the East.
- According to the plans, I talked about under Liverpool Lime Street earlier, there could also be up to six tph running between Liverpool and Manchester via Manchester Airport, as part of Northern Powerhouse Rail.
Plans need to be developed to serve the towns and cities, that will not be served by High Speed Two’s current proposals.
- It appears Stafford, Stoke-on-Trent and Macclesfield will be served by an independent High Speed Two service from London Euston.
- Terminating one tph at Macclesfield station doesn’t appear to be challenging.
- A rail route between Macclesfield and Manchester Airport to link up with the proposed tunnel could be very difficult.
- Manchester Piccadilly and Macclesfield stations have a frequent rail connection, with most trains calling at Stockport station.
- Perhaps during construction work for High Speed Two in the centre of Manchester, Macclesfield station can be used as an alternative route into the city, using the existing Manchester Piccadilly station.
The London Euston and Macclesfield service via Stafford and Stoke-on-Trent could be a pragmatic solution to part of the problem, but what about Milton Keynes, Wilmslow and Stockport?
According to the title of the Modern Railways article, High Speed Two will have a maximum frequency of 18 tph.
When fully-developed, the current proposed timetable shows the following.
- A frequency of 17 tph between London Euston and Birmingham Interchange stations.
- A frequency of 11 tph between Birmingham and Crewe.
- A frequency of 9 tph through East Midlands Hub station.
It would appear that if there is a capacity bottleneck, it is between London and Birmingham.
However if classic services to Manchester Piccadilly are replaced by the High Speed Two services to the city via the new tunnel from Manchester Airport to a new station in the City Centre, there will be spare capacity on the Crewe and Manchester Piccadilly route via Wilmslow and Stockport stations.
This could lead to a number of solutions.
- A direct High Speed Two service runs using the spare path, between London and the current Manchester Piccadilly station.
- Similar to the previous service, but the service splits and joins at Crewe, with one individual train going to Manchester Piccadilly and the other somewhere else. Blackpool?
- One service between London and Liverpool is planned to split and join at Crewe with individual trains going to Lancaster and Liverpool. The other Liverpool service could split at Crewe with individual trains going to Liverpool and Manchester Piccadilly.
- The service between London and Macclesfield is run by a pair of trains, that split at Birmingham Interchange, with individual trains going to Macclesfield and Manchester Piccadilly. The advantage of this service, is that if you got into the wrong train, you’d still be going to roughly the same destination.
- Wikipedia says “At peak times, the current Avanti West Coast services may additionally call at one or more of: Watford Junction, Rugby, Nuneaton, Tamworth, Lichfield Trent Valley.” So why not run classic services on the West Coast Main Line between Euston and Manchester Piccadilly via Milton Keynes using suitably fast trains. Perhaps, the new Class 807 trains would be ideal.
Note.
- All services serving the current Manchester Piccadilly station would call at Crewe, Wilmslow and Stockport stations.
- Passengers going to or from Manchester Airport would change at Crewe.
The more I look at Macclesfield, the more I like using it as a High Speed Two destination.
Motherwell
Motherwell station will need to accommodate 200 metre trains.
As it already accommodates 265 metre Class 390 trains, there shouldn’t be too much of a problem.
Newcastle
Newcastle station will need to accommodate 200 metre trains.
As it already accommodates 245 metre InterCity 225 trains, there shouldn’t be too much of a problem.
Oxenholme
Oxenholme station will need to accommodate 200 metre trains.
As it already accommodates 265 metre Class 390 trains, there shouldn’t be too much of a problem.
Penrith
Penrith station will need to accommodate 200 metre trains.
As it already accommodates 265 metre Class 390 trains, there shouldn’t be too much of a problem.
Preston
Preston station will need two 400 metre through platforms, so each can accommodate a pair of 200 metre trains.
This Google Map shows the station.
I estimate that the main through platforms aren’t much short of the required 400 metres.
But something must be done to make the station step-free.
Runcorn
Runcorn station will need to accommodate 200 metre trains.
As it already accommodates 217 metre Class 390 trains, there shouldn’t be too much of a problem. The station is also step-free.
Sheffield
Sheffield station will need to accommodate 200 metre trains.
This Google Map shows the station.
As the station can already handle a 220 metre InterCity 125, there shouldn’t be too much of a problem. The station is also substantially step-free.
Stafford
Stafford station will need to accommodate 200 metre trains.
This Google Map shows the station.
As it already accommodates 265 metre Class 390 trains, there shouldn’t be too much of a problem. The station is also step-free.
Wikipedia says this about Stafford station and High Speed Two.
Under current proposals, Stafford will be a part of the High Speed 2 network, via a ‘Classic Compatible’ junction, which will allow HS2 trains to operate to Stafford, and further on towards Liverpool. This would shorten journey time from Stafford to London, to an estimated 53 minutes. Under current proposals it is expected that an hourly services will operate in both directions, however it is currently unclear if these services will terminate at Stafford, or Liverpool.
This does appear to be rather out of date with High Speed Two’s latest proposals as disclosed in the Modern Railways article, which say that Stafford is served by the following service.
- One tph between London Euston and Macclesfield.
- Calls at Old Oak Common, Stafford and Stoke-on-Trent.
- A 200 metre train.
One possibility must surely be to run a pair of 200 metre trains to and from Stafford, where they would split and join.
- One could go as currently proposed to Stoke-on-Trent and Macclesfield.
- The second train could go to Liverpool via Crewe and Runcorn or Manchester Piccadilly via Crewe, Wilmslow and Stockport.
- The recent works at Norton Bridge Junction will have improved the route for the second train.
There would need to be platform lengthening at Stafford to accommodate the 400 metre pair of trains.
A split and join at Stafford does show the possibilities of the technique.
Another possibility is mentioned for Stafford in Wikipedia.
There is also been proposals to reintroduce services to Stafford to terminate on the Chase Line which was cutback to Rugeley Trent Valley in 2008. The Key Corridors states “Extension of Chase Line services to Stafford”. This is proposed to be in development.
It will surely connect a lot of people to Stafford for High Speed Two.
The extract from Wikipedia, that I used earlier, mentions a Classic Compatible junction, which will allow High Speed Two trains to reach Stafford.
This map clipped from the High Speed Two web site, shows the junction North of Lichfield, where High Speed Two connects to the Trent Valley Line through Stafford.
Note.
- High Speed Two runs North-South across the map.
- After the Junction by Fradley South,
- High Speed Two to Crewe and the North, is the branch to the East.
- The other branch connects to the Trent Valley Line, which can be picked out North of Lichfield, where it passes through Lichfield Trent Valley station.
The Trent Valley Line is no Victorian double-track slow-speed bottleneck.
- Most of the route between Rugby and Stafford is three or four tracks.
- The speed limit is generally 125 mph.
- I wouldn’t be surprised to see Avanti West Coast’s Class 390 and Class 807 trains running at 140 mph on the route.
- This speed would probably be attained by High Speed Two trains.
London Euston and Stafford would only have under twenty miles of slower line and that could be 140 mph, so High Speed Two times on the route could be very fast. High Speed Two is quoting 54 minutes on their Journey Time Calculator.
Stoke-on-Trent
Stoke-on-Trent station will need to accommodate 200 metre trains.
This Google Map shows the station.
As it already accommodates 265 metre Class 390 trains, there shouldn’t be too much of a problem. The station is also step-free.
Warrington Bank Quay
Warrington Bank Quay station will need to accommodate 200 metre trains.
As it already accommodates 265 metre Class 390 trains, there shouldn’t be too much of a problem.
Wigan North Western
Wigan North Western station will need to accommodate 200 metre trains.
In Is Wigan North Western Station Ready For High Speed Two?, I said this.
Wigan North Western station would accept a single-train now, but the platforms would need lengthening to handle a double-train.
As all trains through Wigan North Western station will only be 200 metre single trains and the station is step-free, the station appears to be ready for High Speed Two.
York
York station will need to accommodate 200 metre trains.
As it already accommodates 245 metre InterCity 225 trains, there shouldn’t be too much of a problem.
Conclusion
I have come to these conclusions.
- Because most of these stations have been rebuilt in the last few decades to accommodate the 200-plus metre InterCity 125s, InterCity 225s and Class 390 trains, all the stations can handle a 200 metre High Speed Two train without significant lengthening.
- Some stations like Carlisle, Crewe, Preston and Stafford may need a small amount of platform lengthening to accommodate a pair of trains, but most of the improvements needed for a world-class High Speed railway will be more refurbishment than a complete rebuild.
- Using existing platforms at Lancaster and Macclesfield stations as terminal platforms is an elegant and a much more affordable solution than building new stations or even platforms.
- Because all five tph into the High Speed Two station at Manchester Piccadilly go via Manchester Airport, I would envisage that this will be in a tunnel, that can be part of a future Northern Powerhouse Rail.
I also think that the plan has been devised with the Project Management and minimising disruption to travellers in mind.
Dewsbury Station
I broke my journey between Leeds and Huddersfield at Dewsbury station, where I had a very acceptable gluten-free pizza and a glass of cider.
I took these pictures of the station.
Note.
- There appears to be an avoiding line, through the station, which means that faster trains can pass slower ones stopped in the station.
- The station has a step-free bridge, but no toilets.
- The square outside the station has been recently landscaped.
- The station is Grade II Listed.
- The station has four TransPennine Express trains per hour (tph) in both directions.
Overall it is an excellent station with a touch of class, that probably deserves a few more trains.
Electrification
I cover possible electrification between Leeds and Huddersfield in Is There Going To Be Full Electrification Between Leeds And Huddersfield?.
Electrification as far as Leeds, which would offer faster acceleration and shorter station dwell times could offer the following.
- The solution to the problems at Morley station. using longer and faster trains.
- A faster journey time between Leeds and Huddersfield for the stopping trains.
Northern’s new Class 331 trains would probably do just fine.
If the stopping trains could run between Leeds and Huddersfield in perhaps twenty-five minutes, which may or may not be possible after the upgrade, just two trains would be needed for a two tph service.
I could see electrification opening up the following services on the electrified route, through Dewsbury.
- Two tph – Leeds and Huddersfield – Stopping at all stations
- One tph – Leeds and Wigan North Western – Stopping at all stations
- Four tph – Leeds and Huddersfield – Stopping only at Dewsbury and other selected stations.
All except the Wigan service would be electric trains.
Conclusion
Dewsbury station is going to get a much-improved train service.
World’s First Solar-Powered Trains Are Coming To England
The title of this post, is the same as that on this article on Lonely Planet.
This is the first paragraph
The first ever solar unit to directly supply a railway line with electricity has been put in place in England, paving the way for the world’s first solar-powered trains
I am not sure yet about this technology., powering large sections of the UK’s railways.
But the technology does have applications, if it is combined with energy storage.
Boosting Power With Third-Rail Electrification
Third-rail electrification has a problem, in that it needs to be fed with power every few miles. Inevitably, as timetables get busier, there are areas, where there is not enough power to supply the trains.
These systems can provide that fill-in power.
Note that 25 KVAC overhead electrification doesn’t have the problem, as the wires themselves distribute the electricity.
This means that the Great Western Main Line electrification is only supplied with power from the electricity grid at three places; the two ends and one in the middle.
Electrification In Visually-Sensitive Places
Look at this picture of Brunel’s magnificent Wharncliffe Viaduct.
It has been recently electrified and some groups object to the electrification of Grade I Listed structures like this.
Most modern electric trains can be dual-voltage and can work on both electrification systems used in the UK; 25 KVAC overhead and 750 VDC third rail. They can also change between electrification systems at maximum speed
So could we see selective use of solar-powered third-rail electrification in visually-sensitive areas?
Possibly! But battery/electric trains may be a better alternative!
Charging Battery-Electric Trains
There are some branch lines, that will be served by battery-electric trains in the future.
These solar-powered systems could be used to provide the energy to charge the batteries for the return journey.
Powering Remote Stations
Stations are increasingly needing better electricity supplies with more lighting and various ticket and parking machines, and charging for electric cars will become more important.
Solar power systems and batteries could be used.
Conclusion
Solar power will be increasingly used on the railways, with a large number of stations like Blackfriars and the recently-opened White Hart Lane.
But that will happen, irrespective of the result of the Aldershot trial, as many stations are easy places to install solar panels, either on the roof or redundant spaces.
This Google Map shows one of my local stations; Haggerston.
It was rebuilt and reopened in April 2010, so solar panels were probably not thought about for the station.
From my helicopter, it appears that the stations at Dalston Junction, Hoxton and Shoreditch High Street, which were all built at the same time, don’t have solar rooves either.
Perhaps Transport for London and/or Network Rail should rent their roof areas to companies, who run solar farms?
I’m sure there’s a mutually beneficial deal in there somewhere!
As to powering trains, I’m sure they that Riding Sunbeams has a place on third-rail networks, where power needs boosting.
However, electric trains with batteries might be a better option in other applications.
Good Design On The Amsterdam Metro
Sometimes, it’s good design that catches my eye as I roam around.
These pictures are from the Amsterdam Metro.
Most of the escalators I saw in The Netherlands had traffic lights and I like that. Stations in the UK don’t seem to have a policy about which side is up or down. Some shops also deliberately make their escalatoprs complicated, so you take a detour round the shop.
I would like to see a law, that all escalators (and ticket gates) had much better lights to show their direction of operation.
The wooden handrail must be the only one I’ve seen in a new station or building. Transport for London repairs old ones, but doesn’t seem to install new ones.
The Anonymous Widower 