The Anonymous Widower

Bolton-Wigan £78m Rail Electrification Project Announced

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

This is a small electrification project compared to many, but it still includes.

  • 13 miles of electrification.
  • 450 new overhead line equipment stanchions.
  • Modifications to 17 bridges and two level crossings.
  • Platform extensions at Westhoughton, Hindley and Ince stations, so that they can handle six-car trains.

Completion is expected to be 2025.

The numbers indicate it could be be a small project with quite a bit of work.

I have a few specific thoughts.

How Far Will The Electrification Go?

This document on the Government web site is entitled Green Light Given For Wigan To Bolton Electrification.

These are two paragraphs.

The track between Wigan North Western station and Lostock Junction near Bolton will receive a £78 million upgrade, targeted to complete in 2024/2025.

Through electrifying almost 13 miles of infrastructure and lengthening platforms, this investment will ensure that CO2 emitting diesel trains are replaced by electric rolling stock. As longer trains with additional capacity, these will provide passengers with greener, more comfortable and more reliable journeys.

Note.

  1. Lostock junction is on the Manchester and Preston Line which was electrified in 2019.
  2. As is typical, the electrification continues for a short distance from Lostock junction towards the Wigan stations.
  3. Wigan North Western station is a fully-electrified station on the West Coast Main Line.
  4. Wigan Wallgate station is not electrified.
  5. The distance between Lostock junction and Wigan Wallgate station is 6.9 miles.
  6. Lostock junction and Wigan Wallgate station is double-track all the way.
  7. My Track Atlas shows crossovers that allow trains to and from Lostock junction to access some platforms at Wigan North Western.

These facts lead me to these conclusions.

  • As thirteen files of electrification would be 6.5 miles of double-track electrification, the new electrification would create a fully-electrified line between Lostock junction and Wigan Wallgate station.
  • By electrifying the crossovers at Wigan Station junction, electric trains would to able to access both Wigan stations.

But this does mean, that electric trains can’t run past Wigan Wallgate station, as the wires seem to stop there.

Electrification At Wigan Wallgate Station

Mark Clayton has made this comment to this post.

Yes there is a single track connecting from the track through Hindley to the WCML and vice versa, however at Wallgate there are buildings straddling the line and the station itself. Maybe the track could be lowered, but it could well be a major engineering project to get the wires under Wallgate.

The best picture, that I can get of the tracks under Wallgate is this 3D image from Google Maps.

It does seem a bit tight in terms of height.

I have also looked at several videos of trains going trough the station and I suspect that the tracks may need lowering to get the wires through.

Or they could use some of the discontinuous tricks being used on the South Wales Metro.

It could be difficult, but I don’t think it will be impossible.

I do suspect though for operational reasons, Network Rail and the train operators would want the wires to extend to the station.

  • Train operators probably prefer to raise and lower the pantograph in a station, in case anything goes wrong.
  • If battery-electric trains should be used on the line, then if necessary, they could wait in the station to charge the batteries.
  • If the station is wired, then the West-facing bay-platform can also be wired, so that it could be used for a battery-electric shuttle train to Kirkby or Southport.

It looks to me, that for lots of reasons, the engineers will have to find a way of getting the wires under the low bridge under Wallgate.

Services That Use All Or Part Of The Route Between Lostock Junction And Wigan

These services use all or part of the route.

  • 1 tph – Southport and Alderley Edge via Ince (irregular), Hindley, Westhoughton and Bolton
  • 1 tph – Southport and Stalybridge via Hindley, Westhoughton and Bolton
  • 1 tph – Kirkby and Manchester Victoria via Ince (irregular), Hindley, Daisy Hill, Hag Fold, Atherton, Walkden, Moorside, Swinton and Salford Crescent.
  • 1 tph – Wigan Wallgate and Blackburn via Hindley, Daisy Hill, Atherton, Walkden, Swinton and Salford Crescent.
  • 1 tph – Wigan Wallgate and Leeds via Daisy Hill, Atherton, Walkden and Salford Crescent.

Note.

  1. tph is trains per hour.
  2. The two services that terminate at Wigan Wallgate sometimes terminate in Wigan North Western station.
  3. Wigan Wallgate station would appear to get up to five tph to Manchester, via a variety of routes.

I wonder how many of these services could be run by a battery-electric train, with a performance like the Hitachi Regional Battery Train, which is described in this Hitachi infographic.

Note 90 kilometres is 56 miles.

I will look at each route in detail.

Southport And Alderley Edge

The only section without electrification will be between Wigan Wallgate and Southport stations, which is a distance of 17.4 miles.

With a battery range of 56 miles, a battery-electric train should be able to run a return trip between Wigan Wallgate and Southport stations on battery power and have time for a leisurely turnround in Southport.

The batteries would be charged on the fully electrified section of the line between Wigan Wallgate and Alderley Edge stations.

Southport And Stalybridge

There are two sections without electrification.

  • Wigan Wallgate and Southport stations – 17.4 miles
  • Manchester Victoria and Stalybridge stations – 7.6 miles

With a battery range of 56 miles, a battery-electric train should be able to run a return trip on both sections without electrification.

The batteries would be charged on the fully electrified section of the line between Wigan Wallgate and Manchester Victoria stations.

Kirkby And Manchester Victoria

There are two sections without electrification.

  • Wigan Wallgate and Kirkby stations – 12.1 miles
  • Hindley and Salford Crescent stations – 13.4 miles

With a battery range of 56 miles, a battery-electric train should be able to run services on both sections without electrification.

The batteries would be charged on the two fully electrified sections of the line between Wigan Wallgate and Manchester Victoria stations.

Wigan Wallgate And Blackburn

There are two sections without electrification.

  • Hindley and Salford Crescent stations – 13.4 miles
  • Manchester Victoria and Blackburn stations – 39.4 miles

The first section could be easily run by a battery electric train, but the second section would need a charger at Blackburn station to return to Manchester Victoria station.

The batteries would be charged on the two fully electrified sections of the line between Wigan Wallgate and Manchester Victoria stations.

Wigan Wallgate And Leeds

There are two sections without electrification.

  • Hindley and Salford Crescent stations – 13.4 miles
  • Manchester Victoria and Leeds stations – 50.2 miles

The first section could be easily run by a battery electric train.

But the second section would be very much touch-and-go with a battery-electric train with a range of 56 miles, despite the fact that both Manchester Victoria and Leeds stations are electrified.

It should also be noted that Network Rail has plans in the TransPennine Upgrade to electrify the route between Leeds and Heaton Lodge junction between Mirfield and Brighouse stations. This would reduce the second section without electrification to a more manageable 37.1 miles.

I suspect that by the time the TransPennine Upgrade is complete, battery range would have improved to allow Manchester Victoria and Leeds stations to handle the route.

Battery-Electric Trains That Could Run The Services Through Wigan Wallgate Station

I have used the Hitachi Regional Battery Train as an example of a train that might run the services through Wigan Wallgate station.

  • It has an operating speed of 100 mph.
  • It could be based on a Class 385 train, which have three or four cars.
  • It would have a battery range of 56 miles.

I suspect a demonstration train will run by 2025, which is the expected date of completion of the Lostock and Wigan electrification project.

But other manufacturers and rolling stock companies could also supply trains, with this specification.

  • Alstom could create a battery-electric train based on an Electrostar, like a Class 379 or Class 387 train.
  • CAF are developing a battery-electric train based on a Class 331 train.
  • Porterbrook are developing a battery-electric train, based on a Class 350 train.
  • Stadler could probably deliver a battery-electric Flirt based on a Class 755 train.

Competition would hopefully result in an excellent train, that would be suitable for many routes in the UK.

Northern’s Battery Plans And CAF

I suspect though that CAF could be the front runner as Northern already have forty-three Class 331 trains in service.

In Northern’s Battery Plans, I describe how CAF and Northern are planning to convert a number of three-car Class 331 trains into four-car battery-electric trains.

  • The fourth car would contain batteries.
  • Batteries would also be added to the PTS (pantograph) car.

I suspect that the battery range could be arranged so that all routes suitable for battery-electric operation could be handled.

In this article on Rail Magazine, which is entitled Northern Plans More New Trains After CAF Milestone, this is a paragraph.

A CAF source confirmed that a lot of work was ongoing with Northern, including the continued development of a battery EMU that is planned to be tested on the Oxenholme-Windermere route.

As the article dates from January 2021, things should be progressing.

Possible routes for battery-electric operation could be.

  • Northumberland Line – Under construction
  • Csrlisle and Newcastle – 61.5 miles between electrification at both ends
  • Wigan Wallgate and Leeds via Dewsbury – 50.2 miles between electrification at both ends
  • Manchester Victoria and Leeds via Hebden Bridge – 49.8 miles between electrification at both ends
  • Leeds And Carlisle via Settle – 86.8 miles between electrification at both ends.
  • Leeds and Morecambe – 37.8 miles between electrification.
  • Manchester Airport and Barrow-in-Furness – 28.7 miles from electrification
  • Manchester Airport and Windermere – 10.9 miles from electrification

Note.

  1. The distance is the longest section without electrification.
  2. Some routes have electrification at both ends.
  3. Some need an out-and-back journey at one end of the route.

I was surprised that the Settle and Carlisle Line could be included and as battery technology improves it certainly will be possible.

What a tourist attraction that line would be if worked by battery-electric trains.

Conclusion

This electrification of just 6.5 miles of double-track between Lostock junction and Wigan Wallgate station seems to be one of the smaller electrification projects.

But on closer examination, when linked to a fleet of battery-electric trains with a range of perhaps forty miles, the electrification enables battery-electric trains to run these services.

  • Southport And Alderley Edge
  • Southport And Stalybridge
  • Kirkby And Manchester Victoria

With a charging station in Blackburn station, then the Wigan Wallgate And Blackburn service can be added.

It also looks that with the completion of the TransPennine Upgrade between Huddersfield and Leeds, that it might even be possible to run Wigan Wallgate and Leeds using battery-electric trains.

There will be a long list of stations, previously served by diesel trains, that will now only be served by electric or battery-electric trains.

  • Appley Bridge
  • Atherton
  • Bescar Lane
  • Burscough Bridge
  • Daisy Hill
  • Gathurst
  • Hag Fold
  • Hindley
  • Hoscar
  • Ince
  • Kirkby
  • Meols Cop
  • Moorside
  • New Lane
  • Orrell
  • Parbold
  • Pemberton
  • Rainford
  • Southport
  • Swinton
  • Upholland
  • Walkden
  • Wigan Wallgate
  • Westhoughton

That is a total of twenty-four stations.

Never in the field of railway engineering, has one small section of electrification delivered electric trains to so many stations.

 

September 1, 2021 Posted by | Transport/Travel | , , , , , , , , , , , | 7 Comments

Wigan North Western Station Set For Platform Extension Work

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

This is the first three paragraphs.

Wigan North Western is set to undergo a multi-million-pound platform extension to provide passengers between Manchester and Leeds with longer trains.

The work is part of the Great North Rail Project and will see Platform 3 made longer to allow four-carriage trains to call at the station.

Northern can then provide extra capacity for passengers and move trains in and out of its new £46m depot at Ince-in-Makerfield.

This Google Map shows Wigan North Western station.

Note.

  1. The six platforms are numbered 1-6 from North-East to South-West.
  2. Platforms 1, 2 and 3 are used for trains that start at the station and go to the Alderley Edge, Leeds, Manchester Piccadilly, Manchester Victoria and Stalybridge.
  3. Platform 1 is quite long and regularly handles two trains at the same time.
  4. Platforms 2 and 3 could probably be longer.
  5. Platforms 1, 2 and 3 appear to have their own private access track direct to Wigan Springs Branch TMD to the South, where multiple units can be serviced and washed.
  6. The access track sneaks down the East side of the West Coast Main Line, so that trains don’t block the track, when transferring to and from the depot.
  7. The double-track going North between the station and the large building leads to Wigan Wallgate station.

This picture shows the Platforms 1, 2 and 3 at the station.

If you look at the train movements early in the morning, trains come out of the depot and start their first diagram from one of the three platforms on the left.

Lengthening Platform 3 will make this easier and more efficient.

Wigan North Western Station, West Coast Main Line And High Speed Two

Wigan North Western station is currently served by the following Avanti West Coast services on the West Coast Main Line.

  • London Euston and Glasgow Central – Hourly
  • London Euston and Glasgow Central or Edinburgh via Birmingham New Street – Hourly
  • London Euston and Blackpool – Four trains per day

TransPennine Express also run four trains per day between Liverpool Lime Street and Glasgow Central.

The station is also planned to get two hourly High Speed Two services, which should be delivered in Phase 2a of the project.

  • London Euston and Lancaster via Old Oak Common, Crewe, Warrington Bank Quay and Preston.
  • Birmingham Curzon Street and Edinburgh or Glasgow via Preston, Lancaster, Carlisle and some other stations, depending on the Scottish destination.

It certainly looks like Wigan North Western station is being updated to have a comprehensive network of local electric services to give a large number of stations, good access to current West Coast Main Line and future High Speed Two services.

High Speed Two Through Lancashire Stations

The direct London and Scotland services are proposed to be as follows.

  • They will run at a frequency of two trains per hour (tph)
  • They will be formed of two classic-compatible 200 metre long trains.
  • They will split and join at Carlisle, to give both Edinburgh and Glasgow a two tph service from London.
  • One tph will stop at Old Oak Common, Preston and Carlisle in England.
  • The second train will also stop at Birmingham Interchange in England.

Adding the services together, it would appear that the following services will run through Lancashire.

  • One tph – London Euston and Lancaster – One 200 metre train
  • Two tph – London Euston and Scotland – Two 200 metre trains.
  • One tph – Birmingham and Scotland – One 200 metre train

This totals up to four tph.

I will now look, at the High Speed Two traffic through the various stations.

Warrington Bank Quay

I know Warrington Bank Quay is in Cheshire, these days, but High Speed Two trains will pass through.

Current plans include a by-pass round Warrington will be built for Phase 2b.

  • Before by-pass four tph will pass through Warrington Bank Quay, with one stopping.
  • After by-pass only one stopping train will pass.

If the High Speed Two service replaces the current Avanti West Coast service to Scotland, any problems at the station should be easy to solve.

Preston

Preston would appear to have three tph from High Speed Two passing through, with all stopping.

Phase 2b will add another tph.

Lancaster

Lancaster would appear to have two tph from High Speed Two passing through, with none stopping.

In addition, one service from Euston will terminate.

Phase 2b will add another tph, that passes thrugh.

Conclusion

It looks to me, that this relatively small project will be worthwhile.

How many other projects of this size need being added to the network urgently? I can think of possibly three within a dozen miles of my house, of which at least one is down to Beeching and/or British Rail’s cost cutting of the 1960s or 1970s.

September 2, 2020 Posted by | Transport/Travel | , , , | Leave a comment

Should High Speed Two’s Macclesfield And London Service Call At Birmingham Interchange?

Connecting Manchester City Centre to the High Speed Two network will be a major undertaking.

  • It looks increasingly likely that High Speed Two and Northern Powerhouse Rail will have a shared line running from the main High Speed Two route through Crewe to Manchester Piccadilly via Manchester Airport.
  • Between Manchester Airport and Manchester Piccadilly will be in a high speed tunnel.
  • Northern Powerhouse Rail will connect Liverpool Lime Street and Warrington to Manchester Airport and Manchester Piccadilly.
  • There will be a major problem keeping train services running between Manchester and Birmingham, London and the South.

But just at Project Rio kept Manchester connected during the rebuilding of the West Coast Main Line in the early years of this century, I believe that a similar creditable alternative route may be starting to evolve.

Avanti’s Additional Class 807 Trains Will Be Delivered

These trains will allow additional services and release some Class 390 trains to reinforce other services.

Avanti West Coast’s Future West Coast Main Line Service

The small fleet of Class 807 trains are needed to provide extra services on the West Coast Main Line.

  • But if these trains are successful, will more be used as replacements for the nearly twenty-years-old Class 390 trains?
  • Will they also be given more traction power to double as the classic-compatible trains for High Speed Two.
  • Other operators might also like to purchase a high capacity 200 metre long high speed train, which would share routes used by High Speed Two.

In Thoughts On Class 807 Trains And High Speed Two’s Classic-Compatible Trains, I discuss the design of extra trains for High Speed Two and the West Coast Main Line.

Surely, though having similar trains handling both roles on the West Coast Main Line and High Speed Two, would be an advantage to Avanti West Coast?

London And Manchester Services

Currently, there are these services between London Euston and Manchester Piccadilly stations.

  • Via Milton Keynes Central, Stoke-on-Trent and Stockport
  • Via Stoke-on-Trent, Macclesfield and Stockport
  • Via Stafford, Crewe, Wilmslow and Stockport

All services have a frequency of one train per hour (tph)

High Speed Two plans to run these services between the South and the Manchester area.

  • 1 tph – 200 metres – London Euston and Wigan North Western via Old Oak Common, Crewe and Warrington Bank Quay
  • 1 tph – 200 metres – London Euston and Macclesfield via Old Oak Common, Stafford and Stoke.
  • 1 tph – 400 metres – London Euston and Manchester Piccadilly via Old Oak Common, Birmingham Interchange and Manchester Airport
  • 2 tph – 400 metres – London Euston and Manchester Piccadilly via Old Oak Common and Manchester Airport
  • 2 tph – 200 metres – Birmingham Curzon Street and Manchester Piccadilly via Manchester Airport
  • 1 tph – 200 metres – Birmingham Curzon Street and Wigan North |Western

Note.

  1. I have included Wigan North Western, as it has good connections to North Manchester.
  2. Services can’t go via Manchester Airport until the tunnel is completed.
  3. The 400 metre services will need to use dedicated High Speed Two tracks, so will need to use the tunnel via Manchester Airport.

Wigan and Macclesfield stations will not be requiring major rebuilding, during the construction of High Speed Two. That should mean the stations will not need to be closed for long periods.

  • Macclesfield station could probably handle up to three tph from the South.
  • Wigan North Western station could probably handle two tph from the South.
  • Work in the Manchester Piccadilly area, may well close the station at times.

I suspect Macclesfield and Wigan North Western could be very useful alternative stations for travelling to and from the South.

Manchester And Birmingham Via Macclesfield

I can see that there could be difficulties for some passengers, if they found themselves at Macclesfield wanting to go to the Birmingham area.

A solution would be for the Macclesfield and London service to stop at Birmingham Interchange, which will be extremely well-connected.

Birmingham Interchange

This map from High Speed Two, shows Birmingham Interchange and Birmingham International stations.

Note.

  • Birmingham Interchange station is marked by the blue dot.
  • Birmingham International station is to the West of the M42.

The two stations will be connected by an automatic people mover.

Destinations and their frequencies available from Birmingham Interchange, when High Speed Two is complete will include.

  • 2 tph – Birmingham Curzon Street
  • 1 tph – Carlisle
  • 1 tph – East Midlands Hub
  • 1 tph – Edinburgh Haymarket
  • 1 tph – Edinburgh Waverley
  • 1 tph – Glasgow Central
  • 1 tph – Leeds
  • 5 tph – London Euston
  • 1 tph – Manchester Airport
  • 1 tph – Manchester Piccadilly
  • 5 tph – Old Oak Common
  • 1 tph – Preston

It looks like if you miss your train to many important cities at Birmingham Interchange, it will be an hour to wait for the next train.

Destinations and their frequencies available from Birmingham International are currently.

  • 8 tph – Birmingham New Street
  • 1 tph – Bournemouth
  • 1 tph – Crewe
  • 0.5 tph to Edinburgh Waverley
  • 0.5 tph to Glasgow Central
  • 7 tph – London Euston
  • 1 tph – Macclesfield
  • 1 tph – Manchester Piccadilly
  • 1 tph – Reading
  • 1 tph – Shrewsbury
  • 1 tph – Southampton
  • 1 tph – Stafford
  • 1 tph – Stoke-on-Trent
  • 2 tph – Wolverhampton

Note that 0.5 tph is one train per two hours.

These two lists can be combined.

  • 10 tph – Birmingham Curzon Street/New Street
  • 1 tph – Bournemouth
  • 2 tph – Carlisle
  • 1 tph – Crewe
  • 1 tph – East Midlands Hub
  • 1.5 tph – Edinburgh Haymarket
  • 1.5 tph – Edinburgh Waverley
  • 1.5 tph – Glasgow Central
  • 1 tph – Leeds
  • 12 tph – London Euston
  • 1 tph – Macclesfield
  • 1 tph – Manchester Airport
  • 2 tph – Manchester Piccadilly
  • 5 tph – Old Oak Common
  • 1 tph – Preston
  • 1 tph – Reading
  • 1 tph – Shrewsbury
  • 1 tph – Southampton
  • 1 tph – Stafford
  • 1 tph – Stoke-on-Trent
  • 2 tph – Wolverhampton

This list is surely missing Bristol, Cardiff, Liverpool, Sheffield and Newcastle.

Conclusion

We should not underestimate the importance of Macclesfield and Wigan North Western stations in getting to and from Manchester during the building of High Speed Two.

July 15, 2020 Posted by | Transport/Travel | , , , , , , , , , , | Leave a comment

High Speed Two To The North West Of England

This map clipped from the High Speed Two web site, shows High Speed Two routes in the North West of England.

Note.

  1. When shown in orange, High Speed Two will use new tracks.
  2. When shown in blue, High Speed Two will use existing tracks.
  3. New stations are shown as large blue dots.
  4. High Speed Two and the West Coast Main Line appear to share a corridor through Crewe, before dividing near Walley’s Green.
  5. High Speed Two loops to the East of the West Coast Main Line and rejoins it South of Wigan between Bryn Gates and Abram Brow.

The route will or might serve the following stations in North West England.

Blackpool North

Blackpool North station is not planned to be served by High Speed Two.

But the station has been recently rebuilt.

  • It has a number of platforms, that are capable of handling 200 metre long classic-compatible High Speed Two trains.
  • The route to High Speed Two at Preston is fully electrified.
  • In a couple of years, it will be connected to Blackpool’s expanding tramway.
  • Blackpool would welcome High Speed Two with open arms.

Blackpool North  would be an ideal extra destination, if more trains were to be split and joined at Crewe.

But whatever happens, I believe that high speed commuter trains will run from Blackpool North.

  • Blackpool and Manchester Piccadilly via Preston, Wigan North Western, Warrington Bank Quay and Manchester Airport.
  • Blackpool and Derby via Preston, Wigan North Western, Warrington Bank Quay, Crewe and Stoke-on-Trent.

Blackpool North has the platforms and electrification and it will be used.

Carlisle

Carlisle station is a through station on the current Glasgow service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

But two tph will be 400 metre London Euston and Edinburgh/Glasgow trains, so platform lengthening will probably be required.

There will be the following trains.

  • Birmingham Curzon Street and Carlisle – I tph – 118 minutes
  • London Euston and Carlisle – 2 tph – 154 minutes.

After any necessary platform lengthening, Carlisle will be ready  and waiting for High Speed Two and will be reached in Phase 1 of the project.

The High Speed Two web site, says Carlisle will be reached in Phase 2b, but as Edinburgh and Glasgow are part of Phase 1, this must be a mistake.

Crewe

Crewe station is at the bottom of the map, just to the right of centre.

The station gets this introduction on this page of the High Speed Two web site.

HS2 services will call at Crewe, where passengers will be able to access the high speed network heading south. Journey times to London will be cut to under an hour. Macclesfield, Stafford and Stoke-on-Trent will also receive HS2 services, spreading the benefits of better connectivity.

The page also says that between five and seven trains per hour (tph) will call at Crewe.

Lancaster

Lancaster station is a through station on the current Glasgow service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

Lancaster will also be a terminus of 200 metre long classic-compatible High peed Two train from London Euston, so there may need to be refurbishment to handle the larger, if not longer train.

The use of Lancaster as a terminus, would appear to have the following advantages.

  • The platform is already there.
  • Using Lancaster as a terminal, may reduce the scope of works at Carlisle and Preston.
  • The one tph service from London Euston is effectively a High Speed Northern stopper between Lancaster and Crewe, with calls at Warrington Bank Quay, Wigan North Western and Preston stations.
  • Lancaster has connections to Barrow-in-Furness, Heysham Port and Morecambe and the scenic Cumbrian Coast and Settle-Carlisle Lines.
  • Paces like Barrow-in-Furness. Morecambe and a host of other stations, should save forty-three minutes on journeys to and from London.

I think that Lancaster, is a good place to terminate a service in the North-West of England.

There will be the following trains.

  • Birmingham Curzon Street and Lancaster – I tph – 65 minutes
  • London Euston and Lancaster – 1 tph – 101 minutes.

After the necessary refurbishment, Lancaster will be ready  and waiting for High Speed Two and will be reached in Phase 2b of the project.

But I do feel that Lancaster could be reached in Phase 1 of the project, if necessary works North of Preston and at Lancaster station were planned as an independent project.

Liverpool Lime Street

Liverpool Lime Street station is at the Western edge of the map, at the end of the Liverpool Branch of the West Coast Main Line.

Liverpool gets this headline and brief description on this page of the High Speed Two web site.

The City Region Wants To Deliver a World Class Transport Network

Its ambitious plans would integrate the existing HS2 route and builds on the Northern Powerhouse Rail proposals for high speed, east-west links directly into Liverpool City Centre.

Liverpool has made a good start to prepare for High Speed Two.

  • The Grade II Listed; Lime Street station now has lengthened platforms and an improved layout so that it can handle two 200 metre long High Speed Two trains per hour.
  • Merseyrail is taking delivery of a fleet of new Class 777 trains to update their suburban network.
  • By the time High Speed Two arrives in the city, the suburban network will be larger.

Liverpool is ready and waiting for High Speed Two and will be reached in Phase 1 of the project.

Macclesfield

Macclesfield station is at the Eastern edge of the map, at the end of its own leg of High Speed Two.

The station was the surprise destination added, during the last iteration of High Speed Two.

  • The late, great Brian Redhead, who lived in the town would be very pleased.
  • The station was rebuilt in 1960 and has three platforms.
  • It is planned to have one tph to London Euston via Stoke-on-Trent, Stafford and Old Oak Common.
  • The visualisation on this page of the High Speed Two web site, also shows three platforms, but I wouldn’t be surprised to see a fourth added, as the extra platform would add flexibility.

The second surprise for Macclesfield, is that like Liverpool, it will be reached in Phase 1 of the project.

Manchester Airport

Manchester Airport station is the Southern large blue dot at the top of the map.

This page on the High Speed Two web site is rather sparse on information about Manchester Airport station.

I have combined train times given on the web page, with frequencies from an article in the June 2020 Edition of Modern Railways to create this table, which should be valid after the completion of High Speed Two.

  • Birmingham Curzon Street and Manchester Airport – 2 tph – 32 minutes
  • Birmingham Interchange and Manchester Airport – 1 tph – 29 minutes
  • London Euston and Manchester Airport – 3 tph – 63 minutes
  • London Old Oak Common and Manchester Airport – 3 tph – 56 minutes
  • Manchester Piccadilly and Manchester Airport – 5 tph – 6 minutes

In Changes Signalled For HS2 Route In North, I stated that Northern Powerhouse Rail were proposing the following Liverpool and Manchester service.

Manchester Airport station will be reached in Phase 2b of the project.

  • Six tph
  • Stops at Manchester Airport and Warrington.
  • An end-to-end journey time of 26 minutes.

This would do the following.

  • Add a Liverpool and Manchester Airport service with a frequency of 6 tph, that will take 20 minutes.
  • Add a Warrington Parkway and Manchester Airport service with a frequency of 6 tph that will take around 10 minutes.
  • Increase the frequency between Manchester Piccadilly and Manchester Airport to 11 tph. Or more likely 12 tph.

How many cities have an airport connection running every five minutes using trains running at 125 mph?

As these Liverpool and Manchester services would probably start in places like Hull and Newcastle and come via varied routes that included a selection of Bradford, Doncaster Huddersfield, Leeds and Sheffield, all of the North, that lies to the East of the Pennines will be connected to Manchester Piccadilly, Manchester Airport and Liverpool by high speed trains.

Manchester Piccadilly

Manchester Piccadilly station is the Northern large blue dot at the top of the map.

This page on the High Speed Two web site is rather sparse on information about Manchester Piccadilly station.

Using the same data as before I can create a table of services from Manchester Piccadilly station, where I have included Liverpool and Manchester services, that will be run by Northern Powerhouse Rail.

  • Birmingham Curzon Street – 2 tph – 40 minutes
  • Birmingham Interchange – 1 tph – 37 minutes
  • London Euston – 3 tph – 67 minutes
  • London Old Oak Common – 3 tph – 60 minutes
  • Manchester Airport – 12 tph – 6 minutes
  • Liverpool – 6 tph – 26 minutes

Manchester Piccadilly station will be reached in Phase 2b of the project.

Oxenholme Lake District

Oxenholme Lake District station is a through station on the current Glasgow service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

There will be the following trains.

  • Birmingham Curzon Street and Oxenholm Lake District – I tph – 79 minutes
  • London Euston and Oxenholme Lake District – 115 minutes – Change at Preston

Oxenholme Lake District is ready  and waiting for High Speed Two and will be reached in Phase 2b of the project.

But I do feel that Oxenholme Lake Districtcould be reached in Phase 1 of the project, if necessary works North of Preston and at Lancaster station were planned as an independent project

Penrith North Lakes

Penrith North Lakes station is a through station on the current Glasgow service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

There will be the following trains.

  • Birmingham Curzon Street and Penrith North Lakes – I tph – 102 minutes
  • London Euston and Penrith North Lakes – 138 minutes – Change at Preston

Penrith North Lakes is ready  and waiting for High Speed Two and will be reached in Phase 2b of the project.

But I do feel that Penrith North Lakes could be reached in Phase 1 of the project, if necessary works North of Preston and at Lancaster station were planned as an independent project

Preston

Preston station is a through station on the current Glasgow service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

But two tph will be 400 metre London Euston and Edinburgh/Glasgow trains, so platform lengthening will probably be required.

There will be the following trains.

  • Birmingham Curzon Street and Preston – I tph – 50 minutes
  • London Euston and Preston – 3 tph – 78 minutes.

After any necessary platform lengthening, Preston will be ready  and waiting for High Speed Two and will be reached in Phase 1 of the project.

Runcorn

Runcorn station is a through station on the Liverpool service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

There will be two tph between London Euston and Runcorn and trains will take 74 minutes.

Runcorn is ready  and waiting for High Speed Two and will be reached in Phase 1 of the project.

Stafford

Stafford station is a through station on the Macclesfield service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

There will be one tph between London Euston and Stafford and trains will take 54 minutes.

Sfafford is ready  and waiting for High Speed Two and will be reached in Phase 1 of the project.

Stoke

Stoke station is a through station on the Macclesfield service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

There will be one tph between London Euston and Stoke and trains will take 71 minutes.

Stoke is ready  and waiting for High Speed Two and will be reached in Phase 1 of the project.

Warrington

Warrington Bank Quay station is a through station on the current Glasgow service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

There will be the following trains.

  • Birmingham Curzon Street and Warrington Bank Quay – I tph – 25 minutes
  • London Euston and Warrington Bank Quay – 1 tph – 73 minutes.

Warrington Bank Quay is ready  and waiting for High Speed Two and will be reached in Phase 1 of the project.

Wigan

Wigan North Western station is a through station on the current Glasgow service and can handle a nine-car Class 390 train which is over 210 metres long, which means they can handle a 200 metre long, classic-compatible High Speed Two train.

There will be the following trains.

  • Birmingham Curzon Street and Wigan North Western – I tph – 36 minutes
  • London Euston and Wigan North Western – 1 tph – 84 minutes.

Wigan North Western is ready  and waiting for High Speed Two and will be reached in Phase 1 of the project.

 

June 25, 2020 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 3 Comments

Warning As Electricity Cables Are Switched On In Manchester

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

This is the first paragraph.

Network Rail has warned members of the public to stay off the railway as new high voltage equipment goes live on the line between Stalybridge and Manchester Victoria.

It now looks like electric the current service between Stalybridge and Wigan North Western stations can now be run more efficiently by a Class 769 train, when these enter service.

If Network Rail were to get their skates on and electrify between Bolton and Wigan North Western stations via Lostock Junction, the talybridge and Wigan North Western Route could be run by electric traction.

This electrification of the Lostock Junction route, would also allow the Wigan North Western and Alderley Edge service to be run by electric traction.

Looking at Google Maps of the route, it appears that gantries are being or have been erected.

July 23, 2019 Posted by | Transport/Travel | , , , | 6 Comments

Wigan North Western To Alderley Edge And Stalybridge

The following two services were started from Wigan North Western station in May 2018.

Both services are hourly and cross-Manchester services. I rode both of them on Friday afternoon.

These two routes are not fully-electrified and it was intended that they would use new Class 769 bi-mode trains, which can use diesel on sections without electrification.

But the Class 769 trains are still under test, so there was a selection of good and not-so-good rolling stock.

  • One four-car train was two refurbished Class 156 trains working together.
  • Another was a pair of refurbished Class 150 trains.
  • And a third was a Class 150 train pulling a Pacer.

The diesel trains trundled into Manchester at speeds between sixty and eighty mph.

At least the four-car trains were the right size for the route and although full, the trains weren’t by any means over-full!

The arrival of the Class 769 trains would increase the quality and operating speed of the rolling stock.

I also went into Manchester on Saturday in a Class 319 train.

This electric train was doing up to ninety mph on the fully-electrified route via Newton-le-Willows.

As the Class 769 trains are based on Class 319 trains on electrified sections of the routes, they will be able to speed along and shorten journey times.

Wigan North Western And Alderley Edge

On this route approximately 9.5 miles of the 34.5 miles route is not electrified and journeys take 78 minutes.

As between Bolton and Alderley Edge is now fully electrified, I wonder what will be time between Wigan North Western and Alderley Edge.

If the service is under the hour, this could mean a reduction in the number of trains needed to work the route.

Wigan North Western And Stalybridge

On this route approximately 17 miles of the 27.8 miles route is not electrified and journeys take 59 minutes.

Because this service spends more time on diesel, the speed-up might not be as easy to achieve.

Conclusion

I predict that the Class 769 trains will be welcomed by passengers, operators and staff, as they will speed up services.

 

February 24, 2019 Posted by | Transport/Travel | , , , , | 1 Comment

Is Wigan North Western Station Ready For High Speed Two?

Wigan North Western station will be a stop used by High Speed Two and according to the Proposed Service Pattern in the Wikipedia entry, it will have at least one train per hour (tph).

I took these pictures at the station during my overnight stay.

A few thoughts about the station.

Platform Lengths

According to a stationman, they can handle eleven-car Class 390 trains in the following platforms.

  • The Northbound platforms 5 and 6.
  • The South bound platform 4.

As I arrived from Euston in an eleven-car train in Platform 5, I feel that he was correct. These eleven-car trains are over two hundred and fifty metres long.

Wikipedia says this about trains for High Speed Two.

Both types of train would have a maximum speed of at least 350 km/h (220 mph) and length of 200 metres (660 ft). Two units could be joined together for a 400-metre (1,300 ft) train.

Wigan North Western station would accept a single-train now, but the platforms would need lengthening to handle a double-train.

February 24, 2019 Posted by | Transport/Travel | , , | 1 Comment

Does A New Service Start Between Wigan North Western And Alderley Edge Stations Using Class 769 Trains On May 20th?

On the Wikipedia entry for Class 769 trains, this is said about the introduction into service of the trains by Northern.

Scheduled to begin entering service in May 2018, Northern plans to deploy its Class 769 units on the Windermere branch line and also their Manchester Airport to Windermere, Wigan North Western to Alderley Edge and Wigan North Western to Stalybridge services

I have looked at the National Rail timetable for the 19th of May and looked up getting between Wigan North Western and Alderley Edge station involves a change at Manchester Piccadilly station.

But look at the journey on the 21st of May and there is an hourly direct train.

  • First train – 08:50
  • Last train – 19:50
  • Journey time – 78 minutes

The train will stop at Hindley, Westhoughton, Bolton, Salford Crescent, Deansgate, Manchester Oxford Road, Manchester Piccadilly, Levenshulme, Heaton Chapel, Stockport, Cheadle Hulme, Handforth and Wilmslow.

In the other direction, the service is as follows.

  • Hourly
  • First train – 06:49
  • Last train – 19:48
  • Journey time – 70 minutes

It is an ideal route for a Class 769 train.

  • Between Wigan North Western and Bolton is not electrified.
  • I also suspect that Bolton and Salford Crescent won’t have the wires completed by the 20th of May.

Manchester will be getting another cross-city service courtesy of a thirty-year-old electric train, with a couple of diesel engines slung underneath.

Wigan North Western And Stalybridge

An hourly service from Wigan North Western to Stalybridge also appears to be in the timetable from the 21st of May.

  • First train – 08:08
  • Last train – 22:50
  • Journey time – 59 minutes

The trains will stop at Hindley, Westhoughton, Bolton, Moses Gate, Farnworth, Kearsley (Manchester), Salford Crescent, Salford Central, Manchester Victoria and Ashton-under-Lyne.

In the other direction, the service is as follows.

  • First train – 06:30
  • Last train – 21:29
  • Journey time – 63-66 minutes

It is another ideal route for a Class 769 train.

  • Between Wigan North Western and Salford Central not fully electrified.

As the current service between Wigan Wallgate and Stalybridge seems to have been discontinued, it looks like Pacers and elderly diesels are being replaced by electric trains.

Conclusion

It looks to me, that as the electrification through Bolton and Salford Crescent, that Northern are doing the best they can with what they have available.

I estimate that Northern will need around six trains to run these two services, one of which is new and the other a change of terminus from Wallgate to North Western at Wigan.

 

 

April 10, 2018 Posted by | Transport/Travel | , , , , , , | 4 Comments