The Anonymous Widower

Beeching Reversal – Ferryhill Station Reopening

This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts. There used to be a Ferryhill station on the East Coast Main Line. It closed in 1967 and burnt down in 1969, before being demolished.

I first noted the station in Boris Johnson Backs Station Opening Which Could See Metro Link To County Durham, after Boris promised it would be built in PMQs.

I then mentioned the station in Northern Powerhouse Rail – Significant Upgrades Of The East Coast Main Line From Leeds To Newcastle (Via York And Darlington) And Restoration Of The Leamside Line.

Last night, I read this document from Railfuture, which talks about rail improvements in the North East and on the East Coast Main Line.

In the document, Ferryhill station is mentioned eighteen times.

Reopening Ferryhill station would appear to have support at all levels.

The Location Of Ferryhill Station

This Google Map shows the general area of the proposed Ferryhill station.

 

Note.

1. Ferryhill is the village in the North-West corner of the map.
2. The lion-shaped quarry in the North-East is destined to become a landfill site.
3. Below this is Thrislington Plantation, which is a National Nature Reserve.
4. The East Coast Main Line runs North-South between the village and the quarry.

South of the village the line splits, as is shown in detail in this second Google Map.

Note.

• Ferryhill South junction by Denhamfields Garage, with the nearby Ferryhill Station Primary School
• The line going South-East is the Stillington freight line to Teesside.
• The other line going in a more Southerly direction is the electrified East Coast Main Line to Darlington and the South.
• Between Ferryhill South junction and Tursdale Junction with the Leamside Line is a 2.5 mile four-track electrified railway.

I suspect the station could be any convenient location, to the North of the junction.

Railfuture have strong opinions on the station and feel it should be a Park-and-Ride station for the settlements in the former North Durham coalfield, with frequent services to Newcastle.

Current Passenger Train Services Through Ferryhill

These services currently pass the location of the proposed Ferryhill station.

• LNER – London Kings Cross and Edinburgh via York, Darlington. Newcastle and Berwick-upon-Tweed
• LNER – London Kings Cross and Edinburgh via Peterborough, Newark North Gate, Doncaster, York, Darlington, Durham and Newcastle
• CrossCountry – Plymouth and Edinburgh via Totnes, Newton Abbot, Exeter St Davids, Tiverton Parkway, Taunton, Bristol Temple Meads, Bristol Parkway, Cheltenham Spa, Birmingham New Street, Derby, Chesterfield, Sheffield, Wakefield Westgate, Leeds, York, Darlington, Durham and Newcastle
• CrossCountry – Southampton and Newcastle via Birmingham New Street, Derby, Sheffield, Doncaster, York, Darlington and Durham
• TransPennine Express – Liverpool Lime Street and Edinburgh via Newton-le-Willows, Manchester Victoria, Huddersfield, Leeds, York, Darlington, Durham, Newcastle and Morpeth
• TransPennine Express – Manchester Airport and Newcastle via Manchester Piccadilly, Manchester Oxford Road, Manchester Victoria, Huddersfield, Dewsbury, Leeds, York, Northallerton, Darlington and Durham

Note.

1. All trains have a frequency of one train per hour (tph)
2. All trains call at York, Darlington and Newcastle.
3. I have missed out some of the intermediate stations, where trains don’t call at least hourly.
4. I have missed out stations South of Birmingham New Street.
5. A few Northern Trains services pass through at Peak times or to go to and from depots.

I suspect some of these services could stop and to encourage commuters to Newcastle, Durham and Darlington to swap from car to train,

I also suspect that Ferryhill station needs a frequency of at least two tph and if possible four! Four tph would give a Turn-up-and-Go service to Darlington, Newcastle and York.

Planned And Possible Future Passenger Train Services Through Ferryhill

From various sources, these services are either planned or possible.

High Speed Two

High Speed Two are planning the following services, that will pass through.

• Birmingham Curzon Street and Newcastle via East Midlands Hub, York, Darlington and Durham.
• London Euston and Newcastle via Old Oak Common, East Midlands Hub and York.
• London Euston and Newcastle via Old Oak Common, East Midlands Hub, York and Darlington.

Note.

1. All trains have a frequency of one tph.
2. All trains call at York, East Midlands Hub, York and Newcastle.
3. All trains will be 200 metres long.

I feel that Ferryhill station should have platforms long enough to accommodate these trains and other long trains, to future-proof the design and to cater for possible emergencies.

The longest trains on the route would probably be one of the following.

• A pair of five-car Class 800 trains or similar, which would be 260 metres long.
• A High Speed Two Classic-Compatible train, which would be 200 metres long.

Unless provision needed to be made for pairs of High Speed Two Classic-Compatible trains.

East Coast Trains

From next year, East Coast Trains, intend to run a five trains per day (tpd) service between London and Edinburgh via Stevenage, Newcastle and Morpeth.

Note that in Thoughts On East Coast Trains, I said this service would stop at Durham, as that was said in Wikipedia at the time.

Northern Powerhouse Rail

Northern Powerhouse Rail has an objective to to run four tph between Leeds and Newcastle in 58 minutes.

At present there are only three tph on this route, two tph from TransPennine Express and one tph from CrossCountry. All three services stop at Leeds, York, Darlington, Durham and Newcastle.

I believe that the best way to provide the fourth service between Leeds and Newcastle would be to run a third LNER service between London Kings Cross and Edinburgh, when upgrades to the East Coast Main Line give the train operating company another path.

• The service would only stop en route at Leeds and Newcastle.
• It would increase the frequency between London Kings Cross and Leeds to three tph
• It would increase the frequency between London Kings Cross and Newcastle to three tph
• It would increase the frequency between London Kings Cross and Edinburgh to three tph
• It would increase the frequency between London Leeds and Newcastle to four tph
• It would run non-stop between London Kings Cross and Leeds, in under two hours.

I believe that, when all the upgrades to the East Coast Main Line are complete, that such a service could match or even better High Speed Two’s time of three hours and forty-eight minutes between London and Edinburgh.

Ferryhill And Teesside Via The Stillington Freight Line

The Clarence Railway is described in this paragraph in its Wikipedia entry.

The Clarence Railway was an early railway company that operated in north-east England between 1833 and 1853. The railway was built to take coal from mines in County Durham to ports on the River Tees and was a competitor to the Stockton and Darlington Railway (S&DR). It suffered financial difficulty soon after it opened because traffic was low and the S&DR charged a high rate for transporting coal to the Clarence, and the company was managed by the Exchequer Loan Commissioners after July 1834.

But it has left behind a legacy of useful rail lines, that connect important factories, ports, towns, works on other railways on Teesside.

• It forms the link between the Durham Coast Line and Middlesbrough station.
• It forms the link between Northallerton and Middlesbrough stations.

This Google Map shows the triangle between Eaglescliffe, Stockton-on-Tees and Thornaby stations.

Note.

1. Eaglescliffe station is in the South-West corner of the map and lines from the station lead to Darlington and Northallerton stations.
2. Thornaby station is in the North-East corner of the map and connects to Middlesbrough station.
3. Stockton station is at the North of the map.

Tracks connect the three stations.

This Google Map shows the connection between Thornaby and Stockton stations.

Note.

1. Stockton station is at the North of the map.
2. Thornaby station is at the East of the map.
3. In the South-Western corner of the map is a triangular junction, that links Eaglescliffe, Stockton-on-Tees and Thornaby stations.

Currently, this triangular junction, allows trains to go between.

• Middlesbrough and Newcastle via Thornaby, Stockton, Hartlepool and Sunderland.
• Middlesbrough and Darlington via Thornaby and Eaglescliffe.
• Middlesbrough and Northallerton via Thornaby and Eaglescliffe.

But it could be even better.

This Google Map shows another triangular junction to the North of Stockton station.

Note.

1. The Southern junction of the triangle leads to Stockton station and ultimately to Darlington, Eaglescliffe, Middlesbrough, Northallerton and Thornaby.
2. The Eastern junction leads to Hartlepool, Sunderland and Newcastle.

So where does the Western Junction lead to?

The railway is the Stillington Branch Line.

• It leads to Ferryhill.
• It is about ten miles long.
• It is double-track.
• There used to be intermediate stations at Radmarshall, Stillington and Sedgefield.

Looking at timings for trains on the various sections of the route gives.

• Middlesbrough and Stockton – 11 minutes
• Stockton and Ferryhill South Junction – 23 minutes
• Ferryhill South Junction and Newcastle – 20 minutes

This gives a timing of 54 minutes compared with up to 78 minutes for the current service on the Durham Coast Line.

In their document, Railfuture gives this as one of their campaigns.

Providing Faster Journeys Teesside to Tyneside by running passenger services from
Middlesbrough, Thornaby and Stockton via the 10 mile Stillington freight only line and then via the
East Coast Main Line to Newcastle. Our aim is to reduce overall journey time on direct train
between Middlesbrough to Newcastle from 1 hour 15 minutes to 55 minutes and so open up many
additional job opportunities to the residents of both areas.

My calculations say that it should be possible, to run a useful service between Middlesbrough and Newcastle, via the Stillington freight line.

• The route is used regularly for freight trains and by LNER for what look to be testing or empty stock movements.
• Will any station be built at Radmarshall, Stillington or Sedgefield?
• I estimate that between Ferryhill South Junction and Middlesbrough, is about fifteen miles, so it might be possible to run a Middlesbrough and Newcastle service using battery electric trains, like Hitachi’s Regional Battery Trains, which would be charged on the East Coast Main Line.

Activating the route, doesn’t look to be the most expensive passenger reopening on the cards.

I suspect though, that if passenger services were to be run on the Stillington Line, that Ferryhill station, will need platforms on both the East Coast Main Line and the Stillington Line.

Services could include.

• Newcastle and Middlesbrough via Ferryhill
• Newcastle and Hartlepool via Ferryhill
• Newcastle and York via Eaglescliffe and Ferryhill, with a reverse at Middlesbrough.

 

Note.

1. The Northern terminus could be Ferryhill for some trains.
2. Two tph between Stockton and Ferryhill would be a useful service.
3. Would a Newcastle and Middlesbrough service call at the poorly-served Chester-le-Street station to improve services?

I also feel that as some of these services will be running on the East Coast Main Line between Ferryhill and Newcastle, it probably would be desirable for these services to be run by Hitachi’s Regional Battery Trains, which would be capable of maintaining the maximum speed for the route, as all the other passenger services can at present!

Ferryhill And Tyneside Via The Leamside Line

The reopening of the Leamside Line is a high priority of Northern Powerhouse Rail, which I wrote about in Northern Powerhouse Rail – Significant Upgrades Of The East Coast Main Line From Leeds To Newcastle (Via York And Darlington) And Restoration Of The Leamside Line.

In their document, Railfuture gives this as one of their campaigns.

Reopening the rail line from Ferryhill to Pelaw (the Leamside Line) with the aim of providing
services that will improve local connections and open new opportunities to people living in this part
of County Durham, as well as providing relief for congestion on the existing line through Durham.

This reopening has been talked about for years, so I suspect that Network Rail know the problems and at least have a rough estimate for what needs to be done and how much it will cost.

The Wikipedia entry for the Leamside Line has a section, which is entitled Proposed Re-Opening, Upgrade and Development, where this is the first paragraph.

Since the line’s closure in the early 1990s, a number of proposals to re-open the Leamside Line were put forward, including plans by AECOM, ATOC, Durham County Council, Railtrack and Tyne and Wear PTE. The line has been considered for a number of potential uses, including a regional suburban rail service linking Tyneside and Teesside, a diversionary freight route for the East Coast Main Line, and an extension to the Tyne and Wear Metro network.

Wikipedia also states that an application to the Restoring Your Railway Fund for money for a feasibility study was unsuccessful.

All that could change with the developments needed between Leeds and Newcastle for High Speed Two and Northern Powerhouse Rail.

• High Speed Two are planning to run at least three tph to and from Newcastle.
• Northern Powerhouse Rail are planning to run an extra service between Leeds and Newcastle.
• LNER will have an extra path on the East Coast Main Line, that could be used through the area.

Using the Leamside Line as a diversion for freight and slower passenger trains would appear to be a possibility.

It could also be combined with the Stillington Line and Northallerton and Stockton to create a double-track diversion, alongside the double-track section of the East Coast Main Line between Northallerton and Newcastle.

Extending The Tyne And Wear Metro Along The Leamside Line

This has been talked about for some time.

In the Wikipedia entry for the Tyne and Wear Metro. there is a section, which is entitled Extension To Washington IAMP, where this is said.

There have been a number of proposals looking in to the possibility of re-opening the former Leamside Line to Washington, including a 2009 report from the Association of Train Operating Companies (ATOC), and a 2016 proposal from the North East Combined Authority (NECA), as well as the abandoned Project Orpheus programme, from the early 2000s. Most recently, proposals are being put forward to link the current network at Pelaw and South Hylton, with the International Advanced Manufacturing Park in Washington, using part of the alignment of the former Leamside Line.

If the Tyne and Wear Metro were to be extended to the Southern end of the Leamside Line, Ferryhill station could be a Southern terminal.

• There is space to create a line alongside the East Coast Main Line between Tursdale Junction, where it connects with the Leamside Line and Ferryhill station.
• The new Tyne and Wear trains have been designed to share tracks with other trains on Network Rail tracks.
• This would enable interchange between East Coast Main Line, Stillington Line and Metro services, without going North to Newcastle.

At the present time, all that would be needed would be for the Metro connection to be safeguarded.

Railfuture’s Campaigns In The North East

This is a tidying up of several improvements, which are campaigns of Railfuture, that are outlined in this document.

• New Station At Team Valley
• New Station At Gilsland
• New Rail Service From Newcastle To Ashington
• North Of Morpeth Local Service

They will be covered in separate posts.

Conclusions

I can separate conclusions into sections.

The Design Of Ferryhill Station

These are my conclusions about the design of Ferryhill station.

• It should be built as a Park-and-Ride station.
• It should have platforms long enough for any train that might stop at the station. I suspect this would be a pair of Class 800 trains, which would be 260 metres long.
• Platforms should be on both the East Coast Main Line and the Stillington Line.
• There should be safeguarding of a route, so that Metro trains could access the station from the Leamside Line.

As the station could be a Park-and-Ride station, I will assume the station will need good road access.

Train Services At Ferryhill Station

These are my conclusions about the services calling at Ferryhill station.

There should be four tph between Leeds and Newcastle, all of which would stop at York, Darlington, Ferryhill and Durham, with some services calling at Northallerton and Chester-le-Street.

There should also be less frequent services at Ferryhill to Scotland and London. Perhaps a frequency of around six tpd would be sufficient, as changes could be made at Leeds, Newcastle of York.

Two tph would probably be ideal for services on the Stillington Line to Hartlepool, Middlesbrough and Redcar.

It would certainly be a busy and well-connected station.

 

December 13, 2020 Posted by AnonW | Design, Transport/Travel | Battery-Electric Trains, Class 800 Train, Darlington Station, Durham Station, East Coast Main Line, Ferryhill Station, High Speed Two, High Speed Two Classic-Compatible Trains, Hitachi Regional Battery Train, HS3/Northern Powerhouse Rail, Leamside Line, LNER, Middlesbrough Station, Newcastle Station, Railfuture, Restoring Your Railway Fund, Stillington Line, Team Valley Station, Tyne And Wear Metro | 5 Comments