Electrification – The Baldrick Way
Electrification In England
There are two major electrification projects underway in England at the moment; the Midland Main Line to Sheffield and Nottingham and the TransPennine Upgrade between Church Fenton and Stalybridge via Leeds and Huddersfield.
In addition, there are other important routes, that need to be electrified around the UK.
- Edinburgh and Aberdeen
- Crewe and Holyhead
- Newbury and Taunton
- Cardiff and Fishguard
- Bristol and Penzance
- Peterborough and Birmingham
- Peterborough and Doncaster via Lincoln
- Felixstowe and Peterborough
There must be loads of other important routes.
Do We Need Electrification Or A Zero-Carbon Railway?
A zero-carbon Railway is probably sufficient, as that would include traditional electrification.
Are The Electrification On The Midland Main Line And The TransPennine Upgrade Working To Similar Objectives?
The Midland Main Line carries the following services.
- Long distance expresses between London St. Pancras and Derby, Nottingham and Sheffield, which will be run in the future, by Hitachi bi-mode express trains.
- Local suburban electrics between London St. Pancras and Bedford and Corby.
- A variety of heavy freight trains between Chesterfield and London.
- Various regional services run by diesel multiple units.
The Midland Main Line is a typical mixed railway.
It is electrified between London St. Pancras and Wigston Junction, which is a total of 95.3 miles.
Sheffield is a further 69.4 miles from Wigston and Nottingham is just 31.1 miles.
The maximum range needed by a battery-electric train is 69.4 miles.
The TransPennine Route carries the following services.
- Long distance expresses between Liverpool and Newcastle and Hull via Manchester, Huddersfield, Bradford and Leeds, which are run by Hitachi bi-mode express trains and diesel multiple units.
- Local suburban electrics around Liverpool, Manchester and Leeds
- A variety of heavy freight trains along the route.
- Various regional services run by diesel multiple units.
The TransPennine Route is another typical mixed railway and carries a similar traffic mix to the Midland Main Line.
Much of the TransPennine Route is electrified, with these exceptions.
- Cleethorpes and Doncaster 52.1 miles
- Doncaster and Manchester Piccadilly – 61.2 miles
- Manchester United FC and Liverpool South Parkway – 26.2 miles
- Hull and Leeds – 51.8 miles
- Redcar and Northallerton – 28.1 miles
- Scarborough and York – 42.1 miles
- Stalybridge and Church Fenton – 50 miles
The maximum range needed by a battery-electric train is 61.2 miles.
This brief analysis indicates to me, that Hitachi battery-electric bi-modes with a range of eighty miles on batteries and charging at selective stations like Cleethorpes, Hull, Nottingham, Redcar, Scarborough and Sheffield could run electric high speed trains on both the Midland Main Line and the TransPennine Route with very little extra infrastructure.
I asked Google AI what is the range of a Class 802 train on batteries and received this reply.
A Class 802 train converted for a battery-electric trial, known as BEMU, has demonstrated the capability to run up to 60 miles (approximately 97 km) on batteries in a trial setting, with real-world data suggesting potential future trains could achieve a range of 100 to 150 km (62 to 93 miles). This technology is intended to allow these trains to cover non-electrified sections of track, reducing the need for overhead wires and potentially saving on electrification costs for intercity routes.
In What Will Be The Range Of A Hitachi Class 800 Battery Train?, I came to this conclusion.
The first version of the battery-electric train will have a range of around a hundred miles, so that they can handle the Great Northern and Great Eastern Joint Line diversion, which is 93.7 miles, on battery power.
But fairly soon after introduction into service, I will be very surprised if they don’t claim the Guinness world record by running farther than the Stadler FLIRT Akku’s 139 miles.
No-one likes being second!
The 93.7 miles needed for the East Coast Main Line diversion via the Great Northern and Great Eastern Joint Line through Lincoln will be more than enough range for Hitachi’s battery-electric trains to run the full length of both the Midland Main Line and the TransPennine Route.
Electrifying A Route
I think that Network Rail have identified an efficient way to electrify an express route.
You start by doing these actions.
- Get the track layout right, so that trains can use the route at the optimal speed.
- Update the signalling to a high standard. I suspect digital signalling would be a good idea, to maximise the capacity of a route.
- Make sure, that the chosen battery-electric express trains can handle the route.
- Charging stations would be installed as required.
The battery-electric trains would be introduced as soon as the route is ready.
Hopefully with good project management, there would be the following benefits compared to traditional electrification.
- Difficult sections like tunnels could be left without electrification.
- Fewer bridges would need to be demolished and rebuilt.
- There would be less disruption to local residents.
- Siemens have developed a Rail Charging Converter, which connects to the domestic rather than the National Grid, so is easier to install.
But the big benefit is that new electric trains could probably be introduced earlier, which hopefully should increase ridership and revenue.
Once the expresses were working well, the best way to decarbonise the rest of the services on the route can be ascertained and actioned.
Mayors Head To Parliament With Plan For Northern Arc To Deliver Green Growth
The title of this post, is the same as that of this news item from Liverpool City Region.
These four bullet points act as sub-headings.
- Steve Rotheram and Andy Burnham take case for backing Northern Arc to Treasury – as new data shows North can drive green growth and unlock £90bn for UK economy
- Liverpool City Region and Greater Manchester Mayors will meet with ministers and MPs today, and Andy Burnham will give evidence at Business and Trade Select Committee on the UK’s industrial strategy
- Economic analysis shows that investing in transport infrastructure and a pipeline of projects across the North would benefit the whole UK economy, improving living standards and closing the North-South productivity gap
- Mayors will also address Innovation Zero World Congress in London, showing how city-regions can create high quality jobs by pioneering low-carbon innovation
These two paragraphs add a bit more detail.
The right investment would create a growth corridor, stretching from the Mersey to the Pennines and connecting into West and South Yorkshire, underpinned by transport networks that would include a new railway linking Liverpool and Manchester.
The Northern Arc area spans regions with close economic ties to Lancashire, North Wales, Hull and the North East. With international connections through the Port of Liverpool and Manchester Airport, it’s well positioned for global trade.
If I have a problem with the mayors’ thoughts, the plan outlined in the news item is rather Liverpool/Manchester-based with Hull being the only city outside that area getting a mention. Do Blackburn, Blackpool, Bradford, Burnley, Doncaster, Huddersfield, Leeds, Preston, Rotherham, Scunthorpe, Stockport, Wigan and York exist?
For instance you would expert a report from Liverpool and Manchester’s Mayors to call for a new railway between their two cities. And of course they do!
The current TransPennine Lines has two main routes across the Pennines between East and West.
If ever there was a rail route, designed by Topsy, it is the North TransPennine Route.
- There are six separate services, if you ignore Newcastle and Edinburgh Waverley, which is a shuttle to fill a gap in rail services.
- In the West trains terminate at Huddersfield, Liverpool Lime Street, Manchester Airport, Manchester Piccadilly and Manchester Victoria
- In the East trains terminate at Edinburgh Waverley, Hull, Leeds, Newcastle, Redcar Central, Scarborough and York.
- Terminals like Huddersfield, Hull, Liverpool Lime Street, Newcastle and York are some of the best terminal stations in the UK, but others are very second rate.
I suspect, this North TransPennine Route structure brought about the demise of TransPennine Express.
The South TransPennine Route on the other hand, although it was built by several different railway companies, they were all intent on the same thing. An East-West route across the Pennines through Doncaster, Manchester and Sheffield.
- The Western terminal is Liverpool Lime Street, which in my view is the finest grand terminus in the UK, in terms of architecture, onward connections and operation. It is also the oldest still-operating grand terminus mainline station in the world, in that it dates from 1836.
- The Eastern terminal is Cleethorpes, which is an efficient four-platform recently-refurbished station, that is within a hundred metres of some of the best gluten-free fish and chips, I’ve ever tasted on the pier.
- Intermediate stations include Liverpool South Parkway, Warrington Central, Birchwood, Irlam, Urmston, Manchester Oxford Road, Manchester Piccadilly, Stockport, Sheffield, Meadowhall, Doncaster, Scunthorpe, Barnetby, Habrough and Grimsby Town.
- Liverpool South Parkway has a bus connection to Liverpool Airport
- Liverpool Lime Street, Manchester Oxford Road, Manchester Piccadilly, Stockport, Sheffield and Doncaster are stations with comprehensive onward connections.
- The route is electrified between Liverpool Lime Street and Manchester Piccadilly and at Doncaster.Liverpool Lime Street and Cleethorpes is 148.2 miles
- Hazel Grove and Doncaster is without electrification and is 52.3 miles long.
- Cleethorpes and Doncaster is without electrification and is 52.1 miles long.
- I believe that Hitachi, Siemens and Stadler could supply battery-electric trains, that would be able to work the route, with the addition of a short length of overhead wires at Cleethorpes, so that trains could return to Doncaster.
- Trains go straight through all the intermediate stations, so there are no time-wasting reverses.
- Journey time is just over three and a half hours.
I believe that a mouse-quiet battery-electric train would pack in the punters, if only for the novelty.
But.
A battery-electric train would probably knock perhaps thirty minutes off the journey.
The timetable would be an hourly train at all stations.
The service would pass the mother’s birthday test, in that you could easily visit any station from any other and buy your mother lunch before returning on a convenient train.
There are connections to and from London at Liverpool Lime Street, Manchester Piccadilly, Stockport, Sheffield and Doncaster.
It could be a very useful East-West train service.
Thoughts On Tram-Trains In Manchester
The State Of Public Transport In the North
Over the last few years plans have been put in place to improv the state of the public transport of the major cities of the North and progress has started to happen, with new trains, trams and light rail systems being planned and in some cases coming into service.
Birmingham, Coventry And The West Midlands
A lot of investment has been made and it is continuing.
- Birmingham New Street station has been rebuilt.
- Coventry and Wolverhampton stations have been remodelled.
- Two new stations were built in Birmingham for the Commonwealth Games.
- A large number of new Class 730 local trains are being brought into service.
- Birmingham stations are being updated for High Speed Two.
- The West Midland Metro has been extended at both ends and a second line is under construction.
Transport in the wider West Midlands has been greatly improved.
Derby, Nottingham, Sheffield And The East Midlands
The major investment in this area is the electrification of the Midland Main Line and the provision of new Hitachi electric Class 810 trains.
In addition the following has been done.
- The Hope Valley line between Manchester and Sheffield has been improved.
- Derby station has been improved.
- The local trains have been refurbished.
- The power supply has been improved.
- An application for an Open Access service to Sheffield has been made.
The improvements in the East Midlands, will not be on the same scale as in the West Midlands, but they will make a difference.
Leeds, Bradford And West Yorkshire
For decades, West Yorkshire and especially Bradford has lagged behind the rest of the North.
But at least things are stirring.
- Plans have been laid to create a through station in Bradford.
- Leeds station has been refurbished.
- An extra platform is being added at Bradford Forster Square station.
- The TransPennine Upgrade is underway to electrify between Huddersfield and York.
- Hitachi have developed a battery-electric high speed train for the TransPennine route.
- Bradford is installing a hydrogen electrolyser, so that the city can have hydrogen buses to cope with the hills.
- Plans are now being developed to create a metro for Leeds and Bradford.
West Yorkshire is closing the gap to the rest of the North.
Liverpool And Merseyside
Again, a lot of investment has been made.
- The approaches to Liverpool Lime Street station have finally been sorted, with more tracks and new signalling.
- Liverpool Lime Street station has been improved and is now one of the finest stations in Europe.
- Trains are now approaching High Speed Two times between Crewe and Liverpool.
- More services between London and Liverpool can now be planned, with the arrival of new Class 807 trains.
- Some new stations have been built and more are planned.
- A large number of new Class 777 local trains are being brought into service.
Transport in the wider Merseyside has been greatly improved.
Newcastle, Tyneside And Northumberland
The area is getting investment, but not as much in proportion as others.
- The Metro trains are being replaced and the Metro itself, is getting a major update.
- The East Coast Main Line has received improvements to power supplies, signalling and some bottlenecks.
- The Northumberland Line to Ashington is being brought back into operation.
It’s a start, but if the Northumberland Line is a success, I can see a call for more line re openings.
Manchester And Greater Manchester
If you look at each of the areas, they generally have one or more large projects.
- Birmingham, Coventry And The West Midlands – Birmingham New Street station, Class 730 Trains, High Speed Two, West Midland Metro
- Derby, Nottingham, Sheffield And The East Midlands – Midland Main Line, Class 810 Trains, Hope Valley Line, Open Access To Sheffield
- Leeds, Bradford And West Yorkshire – Leeds station, Bradford improvements, TransPennine Upgrade, Battery-Ekectric Trains, Leeds Metro
- Liverpool And Merseyside – Liverpool Lime Street Improvements, Class 807 Trains, Class 777 Trains
- Newcastle, Tyneside And Northumberland – Metro upgrade with New Trains, Northumberland Line
So what improvements are in the pipeline for Greater Manchester?
This Wikipedia entry is entitled Proposed Developments Of Manchester Metrolink.
The proposed developments include in the Wikipedia order.
- New Metrolink Stop: Stop to serve new housing development proposed at Elton Reservoir on the Bury Line.
- New Metrolink Stop: Stop to serve new housing development proposed at Sandhills on the Bury Line.
- New Metrolink Stop: Stop to serve new housing development proposed at Cop Road on the Oldham and Rochdale Line.
- Airport Line extension to Terminal 2: A short extension of the Airport Line from the current Manchester Airport station to the site of the expanded Terminal 2.
- Airport Line extension to Davenport Green: An extension of the Airport Line from Roundthorn to the site of the proposed Manchester Airport High Speed station on the HS2 high speed network.
- Oldham–Heywood via Rochdale tram-train pathfinder: A tram-train service utilising the heavy rail Calder Valley line to connect Oldham to Heywood through Rochdale railway station.
- Manchester Airport–Wilmslow via Styal tram-train pathfinder: A tram-train service operating on the southern section of the heavy rail Styal Line between Manchester Airport and Wilmslow in Cheshire.
- South Manchester–Hale via Altrincham tram-train pathfinder: An extension of Metrolink’s Altrincham Line using tram-train to reach Hale on the heavy rail Mid-Cheshire line.
- Improved Metrolink frequency between Piccadilly and Victoria stations: Increasing capacity to provide a direct service from Rochdale and Oldham to Manchester Piccadilly.
- Interventions to improve Metrolink capacity and reliability: Includes improvements to turnback facilities and double-tracking currently single-track sections.
- Further interventions to improve Metrolink capacity and reliability: Includes longer vehicles, a third depot and double-tracking currently single-track sections.
- Manchester–Stalybridge extension: An extension of the East Manchester Line from Ashton-under-Lyne to Stalybridge.
- Manchester–Middleton extension: A proposed spur from the Bury Line connecting to the town of Middleton.
- Oldham–Middleton extension: A spur from Oldham to Middleton.
- MediaCityUK–Salford Crescent: A line connecting the MediaCityUK tram stop to the Salford Crescent railway station interchange. Further new Metrolink.
- Connections between Salford Crescent, Inner Salford and the City Centre: Extension of the MediaCityUK–Salford Crescent line into the regional centre.
- Completion of the Airport Line (Wythenshawe Loop): Completion of the Wythenshawe Loop by connecting the Metrolink lines between the Davenport Green and Manchester Airport Terminal 2 extensions.
- Port Salford/Salford Stadium extension: Extending the Trafford Park Line from the Trafford Centre to a proposed container terminal at Port Salford.
- Glossop tram-train: A tram-train service utilising the Glossop line between Manchester and Glossop in Derbyshire.
- Marple tram-train: A tram-train service utilising the Hope Valley line branches north of Marple towards Manchester.
- Manchester–Wigan via Atherton tram-train: A tram-train service utilising the Atherton section of the Manchester–Southport line between Manchester and Wigan.
- Manchester–Warrington tram-train: A tram-train service utilising the southern route of the Liverpool–Manchester lines between Manchester and Warrington.
- Stockport–Hazel Grove tram-train: A tram-train service between Stockport and the suburb of Hazel Grove.
- Stockport–Manchester Airport tram-train: A tram-train service between Stockport and Manchester Airport.
- Rochdale–Bury via Heywood tram-train: Extension of the Oldham–Heywood tram-train pathfinder from Heywood to Bury.
- Manchester Airport–Mid Cheshire tram-train: A tram-train service from Manchester Airport using a proposed Western Link rail line to the Mid-Cheshire line.
- Stockport–Ashton via Denton and Reddish tram-train: A tram-train service utilising the Stockport–Stalybridge line from Stockport to Ashton.
- Cornbrook–Manchester Airport via Timperley tram-train: A tram-train service from Cornbrook using the Altrincham line to Timperley, the Mid Cheshire line to Baguley, then the Wythenshawe Loop to Manchester Airport.
- Regional centre metro tunnel: Providing capacity for more services on the network.
- Oldham–Greenfield via Grotton extension: A Metrolink spur from Oldham town centre to Greenfield railway station on the Huddersfield line.
- Oldham–Royton extension: A Metrolink spur from the Oldham and Rochdale line to the town of Royton.
Note.
- The number of times that tram-trains are mentioned.
- But with its numerous rail and tram lines, Greater Manchester is ideally suited for conversion to tram-trains.
- There are three pathfinder routes for tram-trains, which will be converted first to prove the technology.
These are my detailed thoughts on tram-trains in Greater Manchester,
All Routes Could Be Run By Identical Tram-Trains
If this can be arranged, it is surely preferable from the operator, staff and passengers point-of-view.
Tram-Trains Can Run On Secondary Routes Like The Calder And Hope Valley Lines
In Manchester, this would enable some routes to be swapped from the rail to the tram network.
It would also allow trams to run between networks, so you could have a direct tram service between say Stockport and Sheffield on the Hope Valley Line.
Tram-Trains Can Be Faster
Tram-trains can be faster, when running on rail lines, so they don’t hold up expresses.
What Do Tram-Trains Look Like?
This is one of Sheffield’s Class 399 tram-trains at Rotherham Parkgate.
Note.
- This tram-train is a member of the Stadler Citylink family.
- this version can be powered by either 750 VDC or 25 KVAC.
- The Welsh version will also have battery-power.
- It is a three-car tram train.
- There is step-free access.
The Wikipedia entry for the Stadler Citylink has lots more details.
Stadler have just launched a new smaller one- or two-car tram-train.
This image from the press release shows the prototype hydrogen-powered one-car RS ZERO.
Note.
- The Regio-Shuttles can run as up to seven car trains.
- These RS ZERO are powered by overhead electrification, battery or hydrogen power.
- They can carry 170 passengers at 75 mph.
- They can run as train-trams using the Chemnitz model on compatible tram networks.
- The interiors are very flexible.
- An RS ZERO can be fitted with toilets for the posher parts of Manchester.
- Typically, a one-car RS ZERO handles a similar passenger load to a one-car Metrolink vehicle.
The more I compare the RS ZERO with the Metrolink’s trams, the more it looks like Stadler’s design has a Metrolink order firmly in its sights.
A Simple Tram-Train Example
The Altrincham Line of the Metrolink, runs between Altrincham and Deansgate-Castlefield in Central Manchester.
- Tram-trains would be capable of sharing the tracks with the current trams.
- Initially, they would run an identical service to the same destinations in the North.
- At either Navigation Road or Altrincham stations, they would switch to the heavy rail track.
- They would then travel to Hale or whatever station is determined to be the terminus.
Tram-trains would be a simple way of extending a tram service along a heavy eail line.
The Range Of The RS ZERO
This article on the Railway Gazette is entitled Prototype RS Zero Hydrogen Or Battery Railcar For Secondary Lines Unveiled At InnoTrans, has this paragraph.
The hydrogen powered RS Zero has a range of more than 700 km in the single car version, and a two-car version would offer more than 1 000 km. Battery trains will offer ranges of 80 to 110 km or 90 to 180 km. The maximum speed is 120 km/h.
As Chester and Manchester is only 45 miles or 72.4 kilometres, ways and means of running the battery versions on the route should be possible.
In fact, as Stockport and Manchester Piccadilly is already electrified at 25 KVAC and a return trip to Manchester Piccadilly from Stockport probably takes about twenty-five minutes, I would envisage that an RS ZERO would leave Stockport for Chester with a full battery. As Stockport and Chester is only 39.2 miles or 63 kilometres, the RS ZERO should do the trip if it started with a full battery and had a short length of electrification at Chester to top up the battery, if needed.
Other Possible Tram-Train Routes From Stockport
It is indicated the Metrolink would like to run other tram-train routes from Stockport.
- Ashton – Not sure of the route
- Buxton – 31.8 km
- Hazel Grove – 5 km – Electrified
- Manchester Piccadilly – 9 km – Electrified
- Manchester Airport – Not sure of the route
- Sheffield – 59 km – Will be electrified at Sheffield
Note.
- This would speed up Sheffield services.
- Buxton would be an interesting route and would probably use Newton’s friend to help on the return.
I suspect that nearly all local services from Manchester through Stockport could be run by battery-electric or hydrogen tram-trains.
The Glossop Line Could Be Converted To Tram-Train
It’s already electrified so why not?
Conclusion
It strikes me, that a lot of Manchester’s suburban rail network could be converted to RS ZERO tram-trains.
The RS ZERO tram-trains could also be used on existing tram routes to convert them to tram-train operation and extend them.
As a bonus Manchester’s trains would be substantially decarbonised.
Riding Into the Future: Germany’s Pioneering Hydrogen-Powered Tram Project
The title of this post, is the same as that as this article on bnn Breaking.
This is the sub-heading.
Explore Germany’s groundbreaking project to develop a fuel cell-powered tram, leading the charge in sustainable urban mobility and reimagining the future of public transportation.
These are the first two paragraphs.
In the quiet, industrious corners of Germany, a revolution is unfolding on the tracks of public transportation. A consortium led by Hörmann Vehicle Engineering, alongside partners Heiterblick, Flexiva Automation & Robotik, and Technische Universität Chemnitz, has embarked on a groundbreaking journey to conceptualize, design, and test what could be the world’s next leap in eco-friendly mass transit: a hydrogen-powered tram. The project, aptly named the Hydrogen Tram for Next Generation, merges the realms of innovation, sustainability, and practicality, aiming to redefine urban mobility in ways we’ve only begun to imagine.
The project’s heart beats with a simple yet ambitious goal: to create a fuel cell-powered tram that doesn’t just exist as a prototype but thrives as a model for future public transportation. This initiative isn’t just about building a tram; it’s about reimagining the entire ecosystem surrounding urban mobility. From devising a robust refueling strategy to simulating operations and testing the fuel cell system, the collaborators are leaving no stone unturned. The project, with a generous €8 million budget, is buoyed by support from the federal government’s national hydrogen and fuel cell technology innovation program. This isn’t merely an experiment; it’s a statement of intent by Germany to lead the charge in sustainable transit solutions.
I have a few thoughts.
Chemnitz
These pictures show Chemnitz and its trams.
Note.
- Chemnitz used to be called Karl Marx Stadt.
- Chemnitz has some hybrid trams and tram-trains.
- I described how the Chemnitz trams work in Chemnitz Trams And The Chemnitz Model.
Chemnitz could be a very suitable place to try out the technology.
Hence, the involvement of Chemnitz University in the project doesn’t surprise me.
Tram-Trains
This article on Railway Gazette International, which is entitled Hydrogen Tram Development Project Underway, is also about the same project.
This is the first paragraph.
The Hydrogen Tram for Next Generation project has been launched to develop a fuel cell-powered vehicle which would enable services to be extended into new areas and tram-train routes created without the need for electrification.
It looks like this was added in the translation.
Tram Trains In South London
In The Third-Rail Tram-Train, I postulated using third-rail tram trains to extend the London Tramlink.
Since then Merseyrail have tried to extend, their third-rail electrified network and been told they couldn’t.
I have written these posts about using tram-trains to extend the London Tramlink.
- Could There Be A Tram-Train Connection At Reeve’s Corner?
- Would Third-Rail Tram-Trains Affect The Design Of The Proposed Streatham Interchange Station?
- The Cranleigh Line
- Thoughts On The Sutton Loop Line
- Could Third-Rail Tram-Trains Work The Epsom Downs Branch?
- Could Third-Rail Tram-Trains Be Used To Increase Services In South London?
- Could Beckenham Junction To Birkbeck Be Run Using Third-Rail Tram-Trains?
- Could Tram-Trains Be Used To Advantage In Croydon?
So would a hydrogen-powered tram-train be useful technology to extend the London Tramlink?
It just could be!
Zero-Carbon Between Manchester and Sheffield
This OpenRailwayMap shows the electrification across the Pennines.
Note.
- Red lines are electrified with 25 KVAC overhead.
- Mauve lines are tram lines electrified with 750 VDC overhead.
- The mauve lines in the West are the Manchester Metrolink.
- The mauve lines in the East are the Sheffield Supertram
- Black lines are not electrified.
- Red and black lines are currently being electrified.
- The blue arrow at the bottom of the map indicates Buxton.
- To the North of Buxton, the line linking Manchester and Sheffield is the Hope Valley Line.
- Running North-East from Manchester is the main TransPennine route between Leeds and Manchester via Dewsbury and Huddersfield.
This OpenRailwayMap shows the TransPennine route between Morley and Mossley stations.
Note.
- Colours are as before.
- Morley station is in the North-East corner of the map.
- Huddersfield station is indicated by the blue arrow in the middle of the map.
- Mossley station is in the South-West corner of the map.
In a few years time, there will be 25 KVAC overhead electrification all the way between Leeds and Manchester via Dewsbury and Huddersfield.
This OpenRailwayMap shows the routes around Manchester and Sheffield and the connecting routes between Barnsley, Huddersfield, Manchester and Sheffield.
Note.
- Colours are as before.
- The blue arrow at the bottom of the map indicates Buxton.
- The line to Stocksbridge runs North-West from Sheffield.
- To its East the Penistone Line runs to Huddersfield via Barnsley.
- Manchester has a series of lines to the East that need to be electrified.
How many of these lines could be integrated into the tram systems of Manchester and Sheffield, by the use of hydrogen-powered tram-trains?
Hydrogen-powered tram-trains could share lines with battery-electric trains.
Tram-trains could run from say Cathedral in Sheffield to Piccadilly Gardens in Manchester.
Using self-powered trains would cut the need for expensive infrastructure.
The possibilities are endless and carbon free.
Conclusion
Hydrogen-powered trams and tram-trains could be a valuable tool for decarbonising trams and trains.
How Much Electrification Will There Be In The TransPennine Route Upgrade?
My visit to Mirfield station which I wrote about in Mirfield Station – 16th December 2021, has prompted me to write this post.
This document on the Network Rail web site, which is entitled Transpennine Route Upgrade , says this about the Huddersfield to Westtown (Dewsbury) section of the project.
Throughout this eight-mile section of the route, we’re proposing to double the number of tracks from two-to-four, electrify from Huddersfield to Dewsbury and make big improvements to the four stations in this section – Huddersfield, Deighton, Mirfield and Ravensthorpe; where we also need to separate the lines going to/from Leeds from the lines going to/from Wakefield, with either a bridge or a tunnel.
This map of the lines was clipped from this article on Modern Railways, shows the proposed track layout.
Note.
- The fast lines are shown in pink.
- The slow lines are shown in blue.
- Huddersfield and Dewsbury stations are eight miles apart and trains typically take ten minutes.
- All fast trains stop at Huddersfield.
- The intermediate stations between Huddersfield and Dewsbury are all on the slow lines.
There will only two tracks West of Huddersfield and East of Dewsbury.
This would very much appear to be a layout built for speed.
These are my thoughts.
The Fastest Run Between Dewsbury And Huddersfield
There will be eight miles of electrified fast line between Dewsbury And Huddersfield and the time will depend on the following.
- The operating speed of the new fast lines.
- How long it takes the trains to accelerate to and decelerate from the operating speed.
- The distance travelled during acceleration and deceleration.
This page on the Eversholt Rail web site, has a data sheet for a Class 802 train, which are used by TransPennine Express and is a bi-mode AT-300 train with three diesel engines.
The data sheet shows that a five-car train can accelerate to 125 mph and then decelerate to a stop in six minutes in electric mode.
A rough estimate gives a distance of 6.25 miles to accelerate and decelerate, so a train will only be at 125 mph for 1.75 miles, which would take 50 seconds.
As trains currently take ten minutes between Huddersfield and Dewsbury, it looks like a saving of three minutes is possible.
This saving could be increased if the trains were able to accelerate and decelerate faster or high speed running were to be possible further towards Leeds.
Will Between Leeds And Dewsbury Be Electrified?
It is likely, that the nine miles of double-track line between Dewsbury and Leeds will be electrified, as this would mean the following.
- TransPennine Express’s Class 802 trains could use electricity all the way between Leeds and Huddersfield.
- Electrification would allow the fast trains to accelerate and decelerate at a maximum rate to and from operating speed, whilst in the new section.
- Electrification would also allow stopping trains to perform their stops on the double-track section to the East of Dewsbury faster.
Timetabling is going to be a challenge.
Will The Slow Lines Between Dewsbury and Huddersfield Be Electrified?
I feel it would be sensible to electrify the slow lines as this would help to make operation simpler and possibly allow stopping services to be run by electric or battery-electric trains.
Battery-Electric Trains Between Huddersfield And Castleford
The current service is as follows.
- It is 21 miles long
- It has a frequency of one train per hour (tph)
- Intermediate stations are Deighton, Mirfield and Wakefield Kirkgate.
- Services seem to take around forty minutes.
- After the completion of the TransPennine Upgrade, all but fifteen miles at the Castleford end of the route, will be electrified.
It looks to me that a battery-electric train with a range of about thirty miles could handle this route.
Battery-Electric Trains Between Wigan And Leeds
The current service is as follows.
- It is 68 miles long
- It has a frequency of one train per hour (tph)
- Intermediate stations are Daisy Hill, Atherton, Walkden, Salford Crescent, Salford Central, Manchester Victoria, Rochdale, Smithy Bridge, Littleborough, Walsden, Todmorden, Hebden Bridge, Mytholmroyd, Sowerby Bridge, Brighouse, Mirfield, Dewsbury, Morley and Cottingley
- Services seem to take around two hours and nine minutes.
- After the completion of the TransPennine Upgrade, the 12.2 mile section to the East of Mirfield station will be electrified.
- Electrification is also planned at the Wigan end of the line and this would electrify the 17.7 mile section between Wigan and Manchester Victoria stations.
- This would leave an electrification gap of 38.1 miles
It looks to me that a battery-electric train with a range of about forty miles could handle this route.
Battery-Electric Trains Between Leeds And Huddersfield
The current service is as follows.
- It is 28 miles long
- It has a frequency of one train per hour (tph)
- Intermediate stations are Bramley, New Pudsey, Bradford Interchange, Low Moor, Halifax and Brighouse.
- After the completion of the TransPennine Upgrade, Huddersfield station will be electrified.
- Under the Integrated Rail Plan for the North And Midlands, it is planned to electrify between Leeds and Bradford Interchange stations.
- This would leave an electrification gap of 18.6 miles
It looks to me that a battery-electric train with a range of about twenty-five miles could handle this route.
Conclusion
By electrifying all the lines in the TransPennine Upgrade, it would allow all the stopping and slower services to be run by battery-electric trains.
This Hitachi infographic shows the specification of the Hitachi Regional Battery Train.
Note that a range on batteries of 90 km is 56 miles.
This train would work all three routes.
I also suspect that CAF’s proposed battery train will have a similar range.
Alternative Rail Connections For Bradford After IRP Snub
The title of this post is the same as that of this article on New Civil Engineer.
This is the first paragraph.
Of all the losers from the Integrated Rail Plan (IRP), Bradford is arguably the biggest.
I agree! But then Bradford is a very difficult problem.
The article talks about several solutions.
- One is a new station at St. James Market, which I wrote about in Bradford Seeks Support On Rail Project Which Could Deliver £30bn Benefits.
- Another suggests electrifying between Bradford and Leeds and increasing capacity between the two cities.
These are probably the best of a rather mixed and downright impractical bunch.
The big problem with Bradford Interchange station is that it is a terminal and not a through station. Through trains between say Leeds and Halifax or Huddersfield have to reverse in the station, which slows the services down by up to five minutes.
Currently the following local services call at Bradford Interchange station.
- Blackpool North and York
- Chester and Leeds
- Halifax and Hull
- Huddersfield and Leeds
- Manchester Victoria and Leeds
Note.
- All services have a frequency of one tph.
- All trains are diesel-powered.
- All services reverse in Bradford Interchange station.
- Platforms 1 and 2 can accommodate five-car Class 180 trains, which are 120 metres long.
This Google Map shows Bradford Interchange station.
Note.
- Platforms 1 and 2 are the longer pair of platforms to the West.
- Platform 3 and 4 can probably handle a four-car train.
- I suspect that if necessary platforms could be lengthened so they could all take a five-car Class 802 train, which is 130 metres long.
In Would Automated Trains With The Ability To Run Backwards Improve Passenger Train Services?, I proposed providing sufficient automation and signalling improvements, so that drivers could drive the train from either cab.
This would make the reverse at Bradford Interchange station take as long as a normal stop, without any reduction in safety.
If this could be made to work efficiently, it must open up the possibility of a Leeds and Manchester Airport service.
- It would call at Bradford Interchange, Low Moor, Halifax, Brighouse and Huddersfield.
- It would satisfy Bradford’s need of a direct service to Manchester Airport.
- It would improve getting to the airport for Low Moor, Halifax and Brighouse.
There would be no need for large amounts of new or modified infrastructure.
Stalybridge Station – 16th December 2021
In my meandering along the TransPennine Route brought me to Stalybridge station.
This Google Map shows the station.
As the pictures and the maps show, there is space at Stalybridge station.
Timings Between Manchester Victoria And Huddersfield
There are these trains between Manchester Victoria and Huddersfield.
- Liverpool Lime Street and Scarborough – stops at Stalybridge
- Manchester Airport and Redcar Central
- Liverpool Lime Street and Edinburgh
- Manchester Airport and Newcastle.
That is four trains per hour (tph) between Manchester Victoria and Huddersfield.
- They take around 9-14 minutes between Manchester Victoria and Stalybridge.
- They take around 31-32 minutes between Manchester Victoria and Huddersfield.
- As Manchester Victoria and Stalybridge is 7.7 miles, the average speed on this section is 33-51 mph
- As Manchester Victoria and Huddersfield is 25.7 miles, the average speed on this section is 48-50 mph
In this Transport for the North report , which is entitled At A Glance – Northern Powerhouse Rail, an objective of twenty-five minutes is given for Manchester and Leeds.
One possible way to achieve this time stated in the report is stated as.
Diggle upgrades akin to a new line.
Diggle is between Greenfield station and the Standedge tunnels.
Assuming a constant average speed between Manchester Victoria and Leeds, the twenty-minutes objective for this route means a timing of fifteen minutes between Manchester Victoria and Huddersfield.
I estimate that this would need an average speed of well over 100 mph to get anywhere near the required fifteen minutes.
But by rebuilding the line between Manchester Victoria and Huddersfield to High Speed Two construction standards, it appears to be possible.
Timings Between Manchester Piccadilly And Huddersfield
There are these trains between Manchester Piccadilly and Huddersfield.
- Manchester Piccadilly and Huddersfield – stops at Stalybridge, Mossley, Greenfield, Marsden and Slaithwaite.
- Manchester Piccadilly and Hull – stops at Stalybridge
That is two tph between Manchester Piccadilly and Huddersfield.
The direct train is a few minutes slower, but the stopping train is nearly ten minutes slower.
I feel some time improvements will be possible, but the Manchester Victoria services will probably be faster.
Conclusion
It is possible, there could be a unique high speed line between Manchester Victoria and Huddersfield through the Victorian tunnels at Standedge.
- One possibility, I can see is to have two fast tracks for the main TransPennine expresses and a third bi-directional third-track to accommodate the stopping services.
- The double track express route could probably handle six tph, as the only stops between Manchester Victoria and Huddersfield is two tph that stop at Stalybridge.
- Operating speeds on the fast tracks could be up to perhaps 160 mph on slab track.
- All trains stop at Huddersfield.
- A single bi-directional track between Stalybridge and Huddersfield could easily handle two tph.
There would be engineering challenges, but I feel it would be possible.
Greenfield Station – 16th December 2021
Greenfield station is the nearest station to the West of the Standedge tunnels. In my meanderings between Middlesbrough and Mirfield, I went to have a look.
As the pictures show, this is a modern station with its own pub and an excellent cafe on the other side of the road.
But the access to the Huddersfield-bound platform is not step-free.
This Google Map shows the station.
It is a cramped site, but the road didn’t appear to be very busy.
Could A High Speed Line Go Through Greenfield Station?
As I said it is a cramped site, but if the platform by the road were to be made bi-directional, the station would be converted into a two train per hour (tph) step-free station.
This is possible as has been shown on the Borders Railway at Galashiels station.
Look at this picture taken from the bridge.
I feel that by removing the second platform and rebuilding the retaining wall and the road bridge, that two 125 mph tracks could be squeezed through.
Step-Free Access
If after two high speed lines through, will it be possible to have full step-free access?
It will certainly be the same for both directions, but what will the access be like between platform and train?
The picture shows a train in the current Huddersfield-bound platform.
It is not bad, but it could be better, as has been demonstrated at the recently-opened Soham station.
But with only one class of train calling in the station it could be a lot better.
The Station Brew Cafe
I had a late breakfast at the Station Brew Cafe opposite the station.
Excellent! And gluten-free too!
Note the small cup, which I assumed they used to microwave the beans.
Conclusion
It would be difficult but not impossible engineering to squeeze a high speed line through Greenfield station.
Marsden Station – 16th December 2021
On my meanderings yesterday I visited Marsden station, which has been suggested that it could be the Eastern end of a high speed route to Manchester and Liverpool.
This Google Map shows the station.
Note.
- The station has three platforms. but trains seem to only use the two Northern platform.
- Access to the platforms is up and down dreadful iron stairs.
- There is a new housing development by the station.
The station needs improvement.
Could A High Speed Line Go Through Marsden Station?
Having looked at the station, I wouldn’t be surprised if Network Rail have a plan to put two fast and one or possibly two slow tracks through this station.
My preference would be to run 125 mph or faster trains on the current pair of Northern lines and create a new station on a single bi-directional line or a pair of lines to the South.
- Trains on the fast line wouldn’t stop.
- There would be a capacity of two trains per hour (tph) in both directions through the station.
It might even be possible to extend high speed running to Slaithwaite station. I didn’t visit that station, but from the Wikipedia entry, I didn’t seem to miss much.
This Google Map shows Slaithwaite station.
After the station, the tracks would merge into two tracks to go the 4.5 miles to Huddersfield, where all trains appear to stop.
Step-Free Access
If after two high speed lines through, will it be possible to have full step-free access?
It will certainly be the same for both directions, but what will the access be like between platform and train?
The picture shows a train in the current Huddersfield-bound platform.
It is not bad, but it could be better, as has been demonstrated at the recently-opened Soham station.
But with only one class of train calling in the station it could be a lot better.
Conclusion
I believe two high speed tracks can be built through Marsden station.
The Anonymous Widower 