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No regrets and a quick win for TRU and Calder Valley?

Network Rail is about to submit a list of “no regret” schemes to accelerate electrification to the government, ahead of the DfT’s Transport Decarbonisation Plan (expected in March 2021).

Quoted in New Civil Engineer (17 Dec 2020) Andrew Haines, chief executive of Network Rail, said the no regret list aimed “to present a series of quick wins that can be worked on as soon as government gives the go ahead.” Haines said many schemes had good business cases “even after Covid”, and that “we have to bust a gut” to prove that to the Treasury. Haines adds that he will “fight anyone to the death” over a suggestion of doing nothing for the next two or three years. He described the Huddersfield line Transpennine Route Upgrade (TRU) as “waiting to go”.

What about the Calder Valley then? We wrote to Mr Haines and two of his regional managing directors just before Christmas. (An immediate acknowledgement promised a detailed reply early in January.) Picking items firstly for which planning might be somewhat advanced, we said:

May we therefore express the wish that your list of schemes about to go to the DfT will include:

– Completion of Midland Main Line electrification at least to Sheffield, plus full electrification in the TransPennine Route Upgrade (Manchester-Huddersfield-York). Within the latter, Church Fenton to Leeds (Neville Hill) would be a quick-win extension of already planned Colton Jn-Church Fenton.

– Top priorities of the March 2015 Northern Electrification Task Force report (Northern Sparks). The top-ranked (as we understand it on business, economic and environmental criteria) Northern Sparks recommendation was of course the Calder Valley line – Leeds via Brighouse and via Bradford to Rochdale and Manchester and to East Lancs and Preston. A start on this linked to TRU electrification would surely be logical.

This is a call, therefore, for you to press the government to make a start on schemes – such as the Calder Valley and Huddersfield lines -that seemed to be promised several years ago. We note that the recent National Infrastructure Commission report, though mainly about priorities for new high-speed lines and regional enhancements, also recommends a rolling programme of electrification.

We are not suggesting that Calder Valley electrification is ready to go in the same sense as the Transpennine upgrade (first announced as a full electrification scheme nearly a decade ago) or Midland Main Line (cancelled north of Bedford in 2017). But we would argue that planning needs to start for our line, almost six years since it was prioritised by the Northern Sparks report. Could early stages start alongside TRU, extending up the valley from Mirfield towards Hebden Bridge and beyond? And could North West wiring at Manchester Victoria be quickly extended not only to Stalybridge – where work actually started several years ago – but to Rochdale or Littleborough? Interim train operation might require bimodes – maybe batteries rather than diesels? Leeds-Bradford-Halifax will be challenging, but achievable with the latest engineering and the skills retention of a rolling programme. It is surely time we had a plan for full wiring.

TDNS, Calder Valley, and across North

The TDNS business plan sets out recommendations for just about all unelectrified lines. Some routes have “multiple options”. All of the Northern Sparks “full” Calder Valley route is recommended for electrification, via both Bradford and Brighouse through Rochdale to Manchester, and through East Lancs to Preston. There is a multiple option in East Lancs, but electrification is recommended: “Regional passenger service between Colne and Blackburn could operate as battery…” but “electrification would provide completed eastwest link towards Halifax and Leeds”. (We’d add: a reopened Colne-Skipton line would link with the electric Airedale route.) Electrification is recommended for Bolton-Hellifield and Skipton-Lancaster/Carlisle.

Freight is a strong factor favouring electric trains.

Harrogate-York could be battery, with electrification Leeds-Harrogate. Where’s the hydrogen then? Maybe on the Yorkshire coast through Bridlington (but could be battery with full wiring Hull-Beverley). Maybe Middlesbrough-Saltburn. But even in the Tees “hydrogen hub”, first choice long-term seems to be electric. Battery trains to Bishop Auckland and Whitby could charge under the wires Darlington-Middlesbrough. Technology should double battery storage capacity by 2035. Hydrogen could be just an interim solution on some lines.

Electrification pays for itself

So the argument for electrification is won. We think maybe the DfT gets it. But we have to convince the Treasury. A rolling programme potentially halves wiring costs. Long term, electric trains are cheaper to buy, less complex and cheaper to run. Electricity in overhead wires will be cheaper than any kind of hydrogen. A holistic economic view would show electrification paying for itself. Northern Sparks must be brought to life! – JSW

Sources include: Traction Decarbonisation Network Strategy – Interim Programme Business Case (networkrail.co.uk) and Traction Decarbonisation Network Strategy – Executive Summary (networkrail.co.uk) http://www.railengineer.co.uk

Network Rail draws up list of ‘no regret’ electrification schemes – New Civil Engineer

More at electriccharter.wordress.com


Featured Image: “Northern Electrics branding” flickr photo by hugh llewelyn https://flickr.com/photos/camperdown/20658157925 shared under a Creative Commons (BY-SA) license

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Halifax Railway Station plans: last chance to comment – for now

UPDATE 14 February 2021. Consultation on latest plans for Halifax railway station closes today. So you might just have time to do the online survey! (Halifax Railway Station | Your Voice (westyorks-ca.gov.uk)) Highly positive plans for a new gateway building with enlarged concourse and better have been influenced in part by HADRAG. We rate the scheme very good but have some points that need improving. See our earlier notes further down this post and our response just sent in to the consultations HERE. More detailed plans are due this summer with a further chance to comment. We are expecting more detail on how the new concourse building will link up with the station’s “island” platforms 1 & 2. We understand there could be minor changes on the platforms to help passenger circulation.

Some notes from HADRAG while you review the proposals

HADRAG supports the overall proposals for Halifax station’s new entrance building that will link to the existing platforms whilst retaining the possibility of a third platform in the future. There are details that we want to make sure the planners get right. You can have your say in a current consultation until 14 February. Please join us in supporting the scheme whilst putting forward ideas to make it even better. Here are some points to think about:

  • Much as it would be nice to re-use the 1851 building, it appears too narrow to hold the modern facilities needed.
  • We believe the layout and plan is future-proofed, allowing for further development, including the option of a new ‘platform 3’, which could give amore operational flexibility in the long term as well as more space for passengers.
  • Importance of the pedestrian bridge access on the level, between station concourse and town – iconic designs are suggested! Support active travel is proposed by the reinstated underpass and refurbished ramped pathways (cycle and pedestrian) to Berry Lane, Waterside and the Hebble Trail, as well as at the front of the station.
  • Bus stops are some distance away, and earlier versions of the scheme proposed a mini-bus station at car park level. At least the pedestrian bridge provides reasonably direct access, albeit with a road crossing. The scheme does include space for rail replacement buses to access when needed – alongside taxi and disabled parking right next to the station entrance – and that will be a massive improvement. 
  • Could a high-quality minibus service linking town centre, train and bus stations, Dean Clough and attractions (e.g. Shibden Hall, Bankfield Museum) start from the station entrance? This, of course, would be a separate development.
  • We’d suggest a possible improvement to the ticket office, which is shown, as in many modern stations, with the counter opening directly onto the concourse. Maybe a more enclosed design, more of a walk-in travel shop, that would be quieter for people negotiating complex transactions?
  • Access between ticket hall and ground level. Only one public lift is proposed. The illustrations show a proposed goods lift in the staff area: could this be re-located and made suitable for public use? An alternative would be ramped access but that would be a major additional structure.
  • Access to platforms. We don’t think the present plans involve any significant changes to the island platform but access should improve at least cosmetically.

BB/JSW

Infrastructure Questions

Imagine your Calder Valley train pauses briefly in a new Bradford station, no longer reverses there as they do now, but runs high-speed Bradford-Leeds. Halifax-Leeds could be under 20 minutes.

In its submission last summer to the National Infrastructure Commission, West Yorkshire Combined Authority called for the Leeds-Bradford section of Northern Powerhouse Rail to be brought forward, with a new central Bradford station serving both NPR and Calder Valley. WYCA also prioritised Calder Valley electrification.

NIC’s final report seems to offer Government (who will decide) the choice of either the eastern (Leeds) arm of HS2 or a focus on regional enhancements. NPR Leeds-Bradford-Manchester is shown in a regional package with a “+50%” budget. At “+25%” NPR high speed is lost but Leeds-Bradford is upgraded and the Huddersfield route gets “some new line”. Packages delivering HS2 east kill regional new lines. All packages propose HS2 west through to Manchester (continuing to Leeds if NPR is built).

NIC wants the plan to contribute to net-zero: “The Integrated Rail Plan should include a rolling programme of electrification to help decarbonise the railways…” and “help deliver industry efficiencies… ”(p66). As we keep saying.

HADRAG has also said if a new Leeds-Bradford-Manchester line comes through Calderdale, then Calderdale should have a station on it. A straight, mainly tunnelled route Bradford-Manchester could go underneath Halifax! Where would it cross the Calder Valley? Tunnel or viaduct? Without their own station, would local people be happy? – JSW

See also: Rail Needs Assessment for the Midlands and the North: Final report – NIC

And:

https://westyorkshire.moderngov.co.uk/documents/s16325/Item%2 07%20-%20Appendix%201%20-%20NIC%20-%20final%20response.pdf


Featured Image: “Azuma Offord Cluny” flickr photo by kitmasterbloke https://flickr.com/photos/kitmasterbloke/49259604572 shared under a Creative Commons (BY) license

Don’t Predict – Provide

How do you specify future transport provision when it is not clear what the future will be? A recent blogpost by Transport for the North got us thinking (Benefits of a ‘decide and provide’ approach to transport planning | Insight -Transport for the North). Can uncertainty be turned into an opprtunity to shape what happens instead of trying to predict? Traditionally predictions based on trends drove provision – predict and provide. Put crudely, that could mean “more people are using cars, let’s build more roads”. An alternative says decide and provide. What sort of future do we want in a better world after Covid? Needs will be different and unpredictable. But everyone will still want to travel. So how about setting out a zero-carbon, low congestion, healthy, sociable transport system, based on active travel and good public transport? You’d still have to win people over to the idea – including car users who are understandably hesitant.

Community rail partnership for Calder Valley Line – moving ahead

Much progress has been made on setting up a Calder Valley Community Rail Partnership. A draft prospectus was discussed with stakeholders at an online meeting in January, attended by representatives of Rochdale and Calderdale councils, Network Rail, user groups and station friends groups. The meeting was positive, with support for the idea almost unanimous. Work continues led by officers at Rochdale and Calderdale councils.


Highly acclaimed Amazing Women by Rail is a project supported by Community Rail Lancashire and the MidCheshire Line CRP

After over five years of patient campaigning, HADRAG committee member Richard Lysons (who is also chair of Friends of Littleborough Stations) said, “I am delighted to hear of the genuine keenness and positive moves by Rochdale and Calderdale Councils. The time is absolutely right for such a partnership to be set up. Great strides in line identity were made by the highly acclaimed Discover Amazing Women by Rail, a project that highlighted the tourism potential for our Line. One only has to look at railway lines that have developed community and tourism projects – the Penistone line, Bentham line and Settle-Carlisle – to see the value of community rail.

“With backing from our local councils and elected councillors, the future is bright for a Calder Valley CRP. A draft prospectus will be launched in the New Year and interested parties encouraged to give feedback. A CRP aims to connect the railway closer to local communities and stakeholders. The current pandemic has caused a drop in passenger numbers can hopefully. Rebuilding, we hope to reverse that drop an emphasis on serving the community, encouraging sociable and sustainable travel.”

The council officers have been working closely with the Community Rail Network (formerly ACoRP) who are linked with nearly 70 community rail partnerships and an even greater number of station adoption groups around the country. HADRAG looks forward to continuing to support and develop a Calder Valley CRP.

This is about complementing and supporting, not competing with, active and successful station groups such as those at Brighouse, Low Moor, Sowerby Bridge, Mytholmroyd and Hebden Bridge. – RL

Spots on our route map show a possible area that could be covered by a community rail partnership. A CRP could work with local businesses and leisure groups, as well as town councils and boards, train companies, and local/regional authorities. Travel on the line, and attractions around it, would both be promoted.

Station adoption groups are already doing magnificent work. Supported by a CRP, they should go from strength to strength.

Elland On Track – We Hope

As the pandemic goes from wave to wave, we can be certain of nothing. But we understand Elland station is still planned to open “on time” (debatable concept) before 2023. There is an obvious interface with “TRU”, that long-awaited (not as long as Elland) Trans-Pennine (Huddersfield) route upgrade. So when the Huddersfield line is “under possession” for track remodelling or electrification TP Expresses will be diverted, and at times this will mean using the Brighouse and Elland route. The worry was that with TRU works due to start, who knows quite when, this could mean Elland being delayed. So we added this to a list of concerns in a HADRAG letter to Grant Shapps in September. The reply from a Department for Transport official (two months later) said West Yorkshire Combined Authority intends to seek an approval in principle for production of an outline design (outline?) early in 2021, and that WYCA would be expected to work closely with Network Rail, DfT and train operators on coordination with other schemes including TRU, and develop a timescale. Opening “by December 2022” was still the expectation. “Elland first” is surely sensible. We pointed out that when Huddersfield station is out of use during works on the big project, Elland – right next to the A629 – could be an ideal alternative railhead for Huddersfield passengers. The DfT did not respond to that, but more local contacts suggest the idea is under consideration.

Elland station will not only serve commuters (however many of them there are in the post-Covid future), but with a package of active travel links will be ideal for the local community and visitors seeking leisure on foot or cycle in our beautiful valley. This, surely, is just what we need to rebuild and repurpose our railway.

Wheel and Rail as One Machine

Earlier in the Autumn Northern Trains did an online stakeholder survey. One question asked for our longer-term vision for the company. Here, edited for this newsletter, is what we put.

Working together and integration

Northern needs to work with local authorities (e.g. Calderdale), the combined authorities (e.g. WYCA) and Transport for the North. And all train operating companies need to work together cooperatively to rebuild a better railway, integrated with Network Rail. One railway, wheel and rail as one machine.

We hope this will be brought about by the long-awaited outcome of the Williams Rail Review. For the passenger, examples of useful integration would include:

  • combined timetable displays and booklets on lines where more than one TOC operates, so that the would-be passenger can see the whole service at a glance.
  • simple fares, integrated with other modes, aimed at encouraging “walk-up” travel and an end the confusion caused by different operators having different fares.
  • strong regional/local branding encouraging the idea that this is “our railway”, not a system dictated either by the London-centric DfT or by an organisation with profit as priority.

Sociable transport – and no more sardine cans!

As we emerge from Covid 19, “sardine-can commuting” should become history. Crowded commuter trains were always unhealthy.

  • It seems likely that city-working will be decreased permanently, as working at home reduces the need to go into the office every day. This should be an opportunity rather than a threat. Rail must be repurposed to build a much wider market serving the whole community. The whole community supports rail and other forms of transport through taxation. Our trains should provide for as wide a range of journeys as possible, providing an attractive alternative. Human beings will always wish to travel, for work, leisure and human interaction, for sport, the arts and culture, for personal business as well as for work and commerce.
  • When we are over Covid19, the climate emergency will still be there, and we shall need a zero-carbon transport system – including electrified railways – that also improves the local environment and cuts road congestion promoting physical and mental health. Let us promote and rebrand public transport as “sociable transport” building on the benefits of travelling together (rather than in the isolation of a private vehicle). In a sense all railways should be community railways.
  • Local transport links to rail stations need to be improved – buses and active transport options with direct traffic-free access
  • In the more usual and specific sense of community rail we look forward to the formation of a Calder Valley community rail partnership.

A timetable that works must be top priority for the train operator.

Punctual, reliable, frequent, and repeating each hour so people can turn up and go.

  • An end to irritating variations and unpredictability. (An example of this is that in the present timetable four of the supposedly “fast” Calder Valley services Leeds 0712, 1112, 2112 and 2212 to Manchester have significant apparently additional time because of they follow freight services. Aspects of the timetabling process that lead to this need to be reconsidered.)
  • The pandemic has shown on the Calder Valley line that a reliable service can be operated in a situation where passengers are fewer. The challenge now is to regain passenger numbers: hopefully with a spreading of demand to avoid a return to overcrowding, whilst maintaining excellent performance.
  • The earliest opportunity possible must be taken to improve the service at stations such as Sowerby Bridge (see 4.2 below).

Service enhancements.

Beyond the basic reliable timetable we expect progress with the key promises made by the now-superseded Northern franchise, and further new services widening the usefulness of rail:

Cross-city services. 

For the Calder Valley Line we want to see a regular service to the south side of Manchester serving the stations at Deansgate, Oxford Road, Piccadilly and (possibly) the Airport. This would recreate and build upon the limited and short-lived Calder Valley to Man Oxford Rd service that operated Dec’2017-May-2018 (billed as a stepping-stone). That would open up connectivity for people in Bradford, Calderdale and Rochdale districts to work, education and leisure, as well as longer-distance connections. Northern and the Calder Valley line need to get a fair deal alongside other operators and other Northern routes. Whilst waiting for major capacity enhancements we need the best use to be made of the existing network including the new and underused Ordsall chord in Manchester. This must be done in a fair way that does not prioritise long-distance services to Manchester Airport over those for example from the Calder Valley where there is demand for travel to the south side of Manchester.

Better deal for more of our Calder Valley line stations. 

With a philosophy of spreading the benefits of rail travel to the whole community, the service needs to be improved at stations including Sowerby Bridge, which potentially serves a population equal to that of Hebden Bridge and Todmorden combined but has much less frequent trains. All Calder Valley trains need to stop at Sowerby Bridge including the faster Manchester services and the York-Blackpools (which did for a time up to Dec’2019). Mytholmroyd, with a big new car park, also needs more trains.

Elland-Brighouse corridor. 

Brighouse serves a similar catchment to Sowerby Bridge but has what amounts to no more than an hourly service to each main destination. On the same section of line, a new station at Elland is being developed and is expected to open by the end of 2022. The Elland-Brighouse line is served by two routes Bradford-Huddersfield and Manchester-Todmorden-Dewsbury-Leeds; opening Elland will strengthen the case for both of these hourly services to be increased to half-hourly, including good connections between upper Calderdale and Huddersfield.

Wider aspirations around our area include the following which might be linked:

  • Increased frequency on the popular the Blackpool/Preston-Calderdale-York route (and restoration of stops at Sowerby Bridge and Mytholmroyd). If a second service is introduced each hour it could be routed via Elland and Brighouse.
  • Regional hourly service over the direct route to York via Brighouse, Wakefield Kirkgate and Castleford, providing a long-desired alternative to travel via Leeds. As mentioned, it is not all about the big cities!

Decarbonisation means electrification of the Calder Valley line!

We hope Northern will press the Government to go ahead with a rolling programme of rail electrification, including the full Calder Valley Line as recommended by the Northern Electrification Task Force report of March 2015 (“Northern Sparks”) and now by Network Rail’s Traction Decarbonisation Network Strategy.

Our long-term vision is a modern, zero-carbon railway serving the whole community, first choice travel mode for an increased range of purposes.

What if they have to cut services?

Controversy alert. How much will commuting be permanently cut after Covid? Conversations and back-of-envelope estimates suggest… what?… 30%?… 50%? Is that a threat to our railways or is it an opportunity?

Should we welcome working and conferencing from home as reducing the need for planet-damaging travel and improving work-life balance? Maybe up to a point. All who meet on “Zoom”, plus teachers and students struggling to engage in distance learning, vital NHS and other key workers including rail staff, know you just need to meet physically. And in the arts and music human interaction sparks creativity – surely a growing part of a future green economy.

As we decarbonise, travel becomes less damaging. More walking and cycling, plus electric trains, trams, cars and buses. Railways will be vital in a green economy supporting human creativity and wider wellbeing, through “sociable” transport serving the whole community. Here are seven suggested principles for discussion:

  • Crowded trains were never healthy. So no going back to sardine-can commuting. Let’s spread demand across the day making load factors more even. Social distancing is with us for some time.
  • If frequencies have to be cut, let it be just that. No line closures.
  • And no cuts in track capacity. Might some big projects be delayed

favouring regional enhancements? “Northern Sparks” electrification is essential. But what about HS2 and NPR?

  • No cuts on minimal service lines like Leeds-Lancaster/Carlisle, the Whitby line – or our Brighouse line. The principle of half-hourly minimum service on urban routes remains sound. The Calder Valley has more than that and needs it.
  • If some peak services are reduced, released rolling stock must improve reliability, open up off-peak travel for more people and maybe avoid some capacity investment.
  • London may be most affected by more working from home. So no making so-called “loss-making” lines up North suffer most. Remember levelling up! Let it be fair, North with South, and Calder Valley with Trans-Pennine.
  • To get traffic off roads onto rail, let’s have deep integration with reregulated buses, trams and active travel routes. Make sociable transport competitive against cars for more complex journeys that are not focussed on city centres. Many people never use the train, so there’s a huge potential market to be tapped.

It stretches credibility to demand trains run nearly empty in a nominally rich nation where we seem to struggle to feed all of our children or look after older people.

Let us have trains that carry comfortable loads of people with services designed to be useful to more and more. It’s not all about the big cities.

Discuss! 

Header Image: “195125 at Sowerby Bridge” flickr photo by Aaron 56125 https://flickr.com/photos/aaronsrailwayphots/50164627971 shared under a Creative Commons (BY-NC) license


The DfT replies – optimism on Elland, tentative on electrification (HADRAG Dec’20 update)

WE HAVE a reply – HERE – from the Department for Transport to our September letter to Grant Shapps (see previous post).

There is reassurance that Elland station is still on schedule for the end of 2022 (see also below), and that Network Rail’s revolutionary TDNS (the interim traction decarbonisation network strategy, published September 2020) will inform the Department’s wider decarbonisation strategy.

Meanwhile, at the Yorkshire Post’s Great Northern Conference earlier this Autumn, the Secretary of State for Transport Grant Shapps replied to our question. The tone was a little sotto voce, but yes, the Secretary of State said, we’ll be electrifying more railways. He also mentioned hydrogen but said it took a lot of of power to generate, which seemed to be an acknowledgement that hydrogen trains are a much less efficient way of delivering traction energy than overhead electric wires.

We are optimists. We see evidence the Department for Transport gets it, understands the science. With a holistic economic view electrification will pay for itself through future savings in train operating costs – as well as through the benefits to humanity of having zero-carbon transport. We still have to convince the Treasury and must press the case through our MPs. More on the Electric Railway Charter blog. This should be headline stuff right now with Boris Johnson’s new target to cut greenhouse gases by 68% by 2039, amid a perfect storm of cuts to Network Rail’s budget and lack of progress on schemes promised five or ten years ago. The TransPennine route upgrade was announced in 2011 as a full-electrification project. A decision on how much of the Manchester-Huddersfield-York route will actually be electrified is now expected in mid 2021. That’s a decade gone.

TDNS provides backing for the Northern Sparks task force report that recommended electrification – well beyond TRU – of the Calder Valley and other northern routes. That was to be 12 routes in an initial 5-year plan, recommendations made almost six years ago. There is a clear match-up, as a short report at a November meeting of Yorkshire and neighbouring Railfuture branches explained.

Elland station could be no more than two years away. Ground for optimism include the possibility of the new station providing an alternative railhead when the route through Huddersfield is closed for work on TRU. We know from more than one source that this has been under discussion. With planning on TRU -both 4-tracking between Huddersfield and Dewsbury and the extent of electrification – still under discussion, it makes sense to get Elland done first.

JSW

WANTED: reply from Grant Shapps! – Elland station, route upgrade, electrification

Rt Hon Grant Shapps MP, Secretary of State for Transport

HADRAG wrote to Grant Shapps, the Secretary of State for Transport, six weeks ago. We want him to press Network Rail to get Elland station open by the end of 2022. And we want him to give the go-ahead to a rolling programme of electrification. Network Rail’s “TDNS” (the interim Traction Decarbonisation Network Strategy) says that the majority of present diesel-only routes should be electrified. That includes the Calder Valley Line that was top scheme in the Northern Sparks task force report (March 2015). We are waiting for a reply from Mr Shapps.

Our letter is below:

Rt Hon Grant Shapps MP, Secretary of State for Transport, Great Minster House, 33 Horseferry Road, LONDON SW1P 4DR

Originally sent by email: 22 September 2020 and again on 21 October.  Awaiting reply so re-sending in post in case not received

Dear Secretary of State,

The Calder Valley Line, Elland station and rail development across the North post-Covid

Thank you for replies to previous letters. You know our concern is the Calder Valley Line (CVL) train service, linked to:

  • the need for progress on TransPennine Route Upgrade (TRU),
  • the need for long-awaited capacity improvements in Manchester (as well as locations such as Leeds and York),
  • the need for electrification (including our Calder Valley line), now evidenced by Network Rail’s interim Traction Decarbonisation Network Strategy (TDNS), and requiring a positive government response.

The development of sustainable, “sociable” public transport, with a clear plan for decarbonisation, providing an attractive alternative to transport modes that cause health-damaging congestion and pollution will be even more important in a post-Covid world.  We link these national/global issues, and alert you to urgency for progress on a long-awaited new rail station proposed at Elland, next to Brighouse on the Calder Valley Line. Elland station must not be delayed by TRU works, and we hope you will press Network Rail to coordinate these projects to best effect locally.

1            TRU and the Elland/Brighouse Line

We want to thank you massively for your July announcement of £589M for TRU. We feel more hopeful that this scheme will now eventually mean electrification without gaps Manchester to York (and beyond).

As well as inter-city journeys TRU will benefit regional services on routes such as the arm of the strategic Calder Valley Line through Elland/Brighouse which joins the Manchester-Huddersfield-Leeds route at Huddersfield and Mirfield[i]. Four tracks Huddersfield-Mirfield-Dewsbury will allow more services over the Bradford-Huddersfield and (Manchester/East Lancs-)upper Calderdale-Brighouse-Leeds corridors through Calderdale. Brighouse currently has only an hourly service to each main destination. Comparing with stations serving smaller catchments such as Todmorden and Hebden Bridge, you will see that this branch of the CV line should have at least 2 trains /hour to each destination.

Elland station should have opened alongside Brighouse precisely 20 years ago. The local community has campaigned ever since for a station that will serve a similar catchment area to Brighouse or Todmorden/Hebden Bridge. Promoted by West Yorkshire Combined Authority with Calderdale Council, the station will have transformative local links for sustainable and active travel for work, business and leisure in our beautiful valley. The station has passed outline business case and further consultation towards full business case. Projected opening is by December 2022.

But concern has been raised locally that building of Elland station could be delayed because of work on TRU, which will affect connected routes and at times require diversion of TP Express services via the CV line. Given the potential timescale for TRU, any delay to Elland would cause massive local disappointment. Elland should if anything be brought forward. When remodelling of Huddersfield station and other works are taking place as part of TRU, a station at Elland on the diversionary route would be an ideal alternative railhead for passengers who would normally use Huddersfield. We understand this possibility is being considered. Given all of the above points:

  • Will you please require Network Rail and other bodies involved to ensure that opening of Elland station before the end of 2022 is not delayed?
  • We welcome recent initiatives by Network Rail to speed up delivery of projects, and also your announcement in July of a Northern Infrastructure Acceleration Council. Might there be a mechanism here to ensure that projects such as Elland station go ahead, on time, as planned?

2            Electrification, decarbonisation – TDNS and the need for a rolling programme

We enthusiastically welcome recent publication by Network Rail of the interim Traction Decarbonisation Network Strategy. This clearly shows that the majority of lines that are at present not electrified require electrification. It is acknowledged that there are short-distance routes where batteries may be used and more remote routes with infrequent and lower speed services where hydrogen may be appropriate. But TDNS confirms our Electric Railway Charter view that routes such as the Calder Valley Line (CVL) between Leeds and both Manchester and Preston via both Halifax and Brighouse need to be electrified. As you know, a 5-year initial programme of 12 routes was recommended in the March 2015 report “Northern Sparks” by the Northern Electrification Task Force[ii]. The 12 routes included the full CVLas top-ranked scheme on economic, business and environmental criteria. TDNS suggests that parts of this route could be electrified at an earlier stage as part of a Manchester Rail Strategy[iii].

              TDNS confirms that electrification is the way ahead. Electrification wins in a holistic economic assessment as capital costs of electrifying the lines will be paid for by future savings to train operators in both lower capital costs of electric trains and lower operating costs through reduced energy use, reduced complexity[iv] and therefore increased reliability, as well increased revenue through the “sparks effect”. As existing electrification schemes are completed, it is important that skilled engineering teams are kept together. A rolling programme will build on experience and on improved technology, making electrification of existing routes easier to achieve. Scotland already has most central belt lines electrified including 4 routes between Edinburgh and Glasgow, with proposals for near full electrification of the country over the next 15-25 years. We expect only the same for the North of England and therefore ask:

  • Please will you and your government colleagues now give the go-ahead to rolling programmes of rail electrification in England and Wales, based on regional proposals, including the March 2015 NETF report?

3            Concluding remarks – beyond Covid, towards a sustainable, sociable railway

Driving, as we are sometimes forced to do, across Northern England, we say to you, let us not go back to congested, polluted roads that damage our physical and mental health. Nor do we want a return to the unhealthy sardine-can transit of pre-pandemic commuting. Our railways (like our transport as a whole) are supported by the whole community through taxes. So let the whole community benefit. In the post-Covid world office workers may need to spend less time in the city, traveling into the city, or traveling between cities. But people will still need to make countless journeys, for leisure as well as work, for personal as well as corporate development – because they are human beings. We cannot forever travel in isolation, and so we want to see public transport reinvented as sociable transport where people’s wellbeing is enhanced by traveling together, and where the local and global environment is protected.

              So please listen to our idea that all railways should be community railways, attractive to a future generation with the environment at its heart and helping the wider economy. Zero-carbon, zero-pollution, congestion cutting and serving the widest variety of local needs. We hope you can help us achieve Elland station without further delay, and an electric railway across our region.

With thanks in anticipation,

Yours sincerely,

J Stephen Waring, Chair, HADRAG

(by email)

cc MPs, local leaders, media, rail and Electric Railway Charter contacts


[i] See schematic HADRAG map at https://hadrag.files.wordpress.com/2019/11/hadrag-map-1.jpg?w=840

[ii] https://transportforthenorth.com/wp-content/uploads/EFT_Report_FINAL_web.pdf

[iii] TDNS interim business case, Appendix 8 NW F in https://www.networkrail.co.uk/wp-content/uploads/2020/09/Traction-Decarbonisation-Network-Strategy-Interim-Programme-Business-Case.pdf

[iv] …compared with heavy bi-modes, battery trains or inefficient hydrogen conversion and distribution processes. See discussion in Electric Railway Charter paper Arguments for Electrification sections 2.3 et seq in: https://electriccharter.files.wordpress.com/2019/02/2019-02arguments-updated-website.pdf